Common Rail Direct Injection Engine Research Articles

Studies on Biodiesel and Hydrogen Powered Dual Fuel Common Rail Direct Injection Engine

Objectives: To evaluate the effect of hydrogen and used temple oil biodiesel (BTO) combination on the performance of Common Rail Direct Injection (CRDi) engine. To report the maximum possible flow rate (HFR) for knock free operation of the engine at a speed of 1500 RPM. Methods: Transesterification process was used to get BTO. was inducted through intake manifold. BTO was injected into engine cylinder using electronically controlled technique. Findings: The study revealed that the peak HFR was for BTO and 0.24 for diesel at an Injection Pressure (IP) of 800 bar and Injection Timing (IT) of before top dead center (bTDC). The Dual Fuel (DF) CRDi engine with Toriodal Reentrant Combustion Chamber (TRCC) shape yielded 6% to lower Brake Thermal Efficiency (BTE) with reduced exhaust gas emissions except 19 to higher oxides of nitrogen (NOx) at and 100% loads. Both Peak Combustion Pressure (PP) and Heat Release Rate (HRR) were 5 to 9% higher than BTO run diesel engine operation. Combustion Duration (CD) and Ignition Delay (ID) were 6 to 15% lower in DF CRDi operation with . Novelty: Diesel engine comes with hemispherical combustion chamber (HCC). Toriodal Reentrant Shaped Combustion Chamber (TRCC) was adopted in place of HCC which results better mixing of air and fuel. and BTO combination was used to power CRDi engine. Electronically controlled fuel injection system developed and fitted to conventional diesel engine. Keywords: Used temple oil biodiesel (BTO); Common rail direct injection (CRDi) engine; Toriodal reentrant combustion chamber (TRCC); Hydrogen flow rate (HFR); Hydrogen-biodiesel energy ratio (H2BER)

A Vibration Analysis for the Evaluation of Fuel Rail Pressure and Mass Air Flow Sensors on a Diesel Engine: Strategies for Predictive Maintenance.

This research focuses on the analysis of vibration of a compression ignition engine (CIE), specifically examining potential failures in the Fuel Rail Pressure (FRP) and Mass Air Flow (MAF) sensors, which are critical to combustion control. In line with current trends in mechanical system condition monitoring, we are incorporating information from these sensors to monitor engine health. This research proposes a method to validate the correct functioning of these sensors by analysing vibration signals from the engine. The effectiveness of the proposal is confirmed using real data from a Common Rail Direct Injection (CRDi) engine. Simulations using a GT 508 pressure simulator mimic FRP sensor failures and an adjustable potentiometer manipulates the MAF sensor signal. Vibration data from the engine are processed in MATLAB using frequency domain techniques to investigate the vibration response. The results show that the proposal provides a basis for an efficient predictive maintenance strategy for the MEC engine. The early detection of FRP and MAF sensor problems through a vibration analysis improves engine performance and reliability, minimizing downtime and repair costs. This research contributes to the advancement of monitoring and diagnostic techniques in mechanical engines, thereby improving their efficiency and durability.

Exploring the synergistic potential of prosopis juliflora and waste plastic oil biodiesel through investigation of performance, combustion, and emission in a CRDI engine: A shift towards sustainable fuel

This study aimed to explore the potential of using Prosopis Juliflora (PJ) and Waste Plastic Oil (WPO) as hybrid biodiesel in a Common Rail Direct Injection (CRDI) engine to mitigate environmental effects. The performance, combustion, and emissions of biodiesel-diesel blends (B10, B15, B20, and B25) were analyzed at engine loads (20–100%) with EGR levels (10 and 20%) and the results were compared with diesel fuel and 0% EGR. The results showed enhanced brake thermal efficiency for B10 blend at 20% load and B15 blend at 60% and 100% load by 9.68%, 4.89%, and 6.23% compared to diesel fuel with 10% EGR. Biodiesel blends with higher EGR rates had lower peak cylinder pressure and heat release than diesel. B10 blend with 20% EGR had the highest NOx reduction (21.85 and 43.07%) at 20 and 100% load, while all biodiesel blends had higher smoke emissions than diesel. However, among the blends, B20 blend with 10% EGR reduced smoke by 19.79 and 12.63% at 20 and 100% load. Across all EGR levels, B20 blends exhibited lower HC emissions than diesel. Overall, this study showed that PJ and WPO biodiesel with 10% EGR outperformed baseline diesel fuel in performance and emissions.

The combined effect of split fueling strategy and EGR on the combustion, performance, and emission characteristics of a CRDI biofuel engine

AbstractThe current research investigates the impact of a split fueling strategy combined with several flow rates of exhaust gas recirculation (EGR) on the combustion and emission characteristics of a diesel engine running on B20 waste cooking oil (WCO) biodiesel. A four‐stroke single‐cylinder common rail direct injection engine was employed for experiments. It operates with a B20 blend of WCO biodiesel at 600 bar pressure for varying pilot fueling conditions of 10%, 20%, and 30%. The B20 blend with 30% pilot fuel injection (B20P30) showed excellent performance and emission characteristics compared with B20 blend with 10% pilot fuel injection (B20P10) and B20 with 20% pilot fuel injection (B20P20). However, B20P30 had greater levels of nitrogen oxide (NOx) emissions than those by diesel. EGR discharge levels in 5% increments, ranging from 0% to 15% were introduced to address this issue. The experimental findings revealed that both cylinder peak pressure and heat release rate showed a reduction when the EGR flow rate was enhanced. The recirculation of exhaust gas into the combustion chamber led to a slight increase in the emission levels of hydrocarbon (HC), carbon monoxide (CO), and smoke, as well as a decrease in carbon dioxide (CO2). Nevertheless, the introduction of EGR significantly decreased NOx emissions by 22.94%, 35.05%, and 47.96% for EGR flow rates of 5%, 10%, and 15%, respectively, when compared with the engine operating without EGR. Overall, the two‐stage fueling strategy, B20P30 blended with 10% EGR corroborated to be beneficial in reducing NOx emissions with minimal performance penalties. Although there was a slight uptick in certain emissions, the overall trade‐off between emission reduction and performance was favorable. The culmination of this study is targeting the objectives of sustainable development goal 7 (clean energy) and goal 13 (climate action) to be achieved by 2030.

Investigation on passenger car CRDI engine for optimization of its fuel and operating parameters for lower emissions fuelled with diesel, biodiesel and higher alcohol blends

In the present examination it was attempted to analyse the influence of jatropha methyl ester along with butanol and operating parameters of a three-cylinder automotive passenger car common rail direct injection (CRDI) engine on its performance and emission features. Design of experiments methodology was adopted to design the experiments for the present work. NOx, smoke and brake thermal efficiency were the responses and torque, speed, percentage biodiesel in the diesel/biodiesel blend and percentage of higher alcohol blend were the factors for the work. Percentage influence of each factor on the responses and the optimum combination levels of factors was obtained through Taguchi parametric design. From the analysis it was observed that among the torque and speed, the influence of torque is more in the performance and emission features of the tested engine. Also, addition of butanol influences the engine characteristics when compared with that of biodiesel. Among the operating and fuel parameters tested, operating parameters of the engine show their dominant role in lowering the NOx and smoke emission with better BTE with a percentage contribution of 76 when compared to the fuel parameters contribution of 24%

Developing a model for waste plastic biofuels in CRDi diesel engines using FTIR, GCMS, and WASPAS synchronisations for engine analysis

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.

Numerical study of effect of post injection coupled with EGR on combustion and emission performances of CRDI engine fueled with biodiesel-ethanol blends

Energy shortage and environmental pollution are becoming more serious, biodiesel is regarded as the most promising alternative fuel for diesel engines due to its environmentally friendly and renewable characteristics. In this study, the biodiesel-ethanol blends were used in a diesel engine, and the purpose of the study was to simultaneously control the NOx and soot emissions of the diesel engine by adjusting the injection strategy and EGR rate. A turbocharged, six-cylinder, common rail direct injection (CRDI) engine model was established using GT-Power. The effects of the main-post injection strategy and post injection coupled with exhaust gas recirculation (EGR) on combustion and emission characteristics were investigated at a maximum torque speed and a medium load. The results show that when the main-post injection strategy is employed, the combustion duration of the main injection is shortened with an increase in the main-post injection interval (MPI). When the MPI increased to more than 18 °CA, the heat release of post injection could be observed clearly from the curve of the heat release rate, NOx emissions decreased by 5.70% and 7.12%, respectively, and soot emissions decreased by 25.56% and 30.20%, respectively. Moreover, with the increasing post injection quantity, the combustion duration of the main injection shortened, and the peak heat release rate (PHRR) of the post injection increased. When the fuel quantity for the post injection increased from 2 to 6 mg, NOx emissions decreased from 2.33% to 9.80%, and soot emissions decreased from 16.10% to 34.97%. The effect of post injection quantity on emissions was more significant than that of the MPI. In addition, with increasing EGR rate, the ignition delay is prolonged, the peak cylinder pressure, PHRR, peak combustion temperature and NOx emissions decrease, whereas soot emissions increase gradually. Main-post injection can improve the NOx-soot trade-off, the optimal EGR rate is 22.86% under a post injection quantity of 4 mg and a MPI of 22 °CA.

Experimental study on effects of pilot injection mass strategy on combustion, Performance and emission characteristics of CRDI Engine

This experimental work reports how different pilot masses of biodiesel-blended fuel in Common Rail Direct Injection (CRDI) engines affect engine performance, combustion, and emissions. This experiment used 20MEWCO (20 % Methyl Esters of Waste Cooking Oil + 80 % Diesel) as the test fuel. Several parameters, such as timing and injection mass, affect how the CRDI system delivers fuel. In this work, the pilot injection mass was varied by 5 %, 7.5 %, and 10 %, keeping other factors such as injection pressure at 500 bar and the timing of the pilot and main injections at 36°Crank Angle before Top Dead Centre (bTDC) and 15°Crank Angle before Top Dead Centre (bTDC), respectively. This work reveals that when pilot mass is increased in steps of 2.5%, the combustion performance parameters like cylinder pressure, heat release rate and specific fuel consumption values decrease. Also, it gave off less smoke, carbon monoxide and hydrocarbons than regular diesel with more nitrous oxide. Also, it was found that at 10 % of the pilot mass, carbon monoxide, hydrocarbon, and smoke emissions were significantly reduced, with a slight rise in oxide of nitrogen emissions at the same time, without affecting the engine performance.

Effect of Exhaust Gas Recirculation on a CRDI Engine fuelled with Biodiesel, Ethanol and Butanol

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.

Investigation and impact assessment of soybean biodiesel, methyl oleate, and diesel blends on CRDI performance and emissions

In the present study, a binary biofuel blend was prepared by blending soy methyl ester (SME100) and methyl oleate (MO) SME50-M50 with diesel. The physiochemical properties of blended fuels were also investigated. The performance and emissions characteristics of all fuel blends were estimated using a common-rail direct injection (CRDI) engine. The outcomes demonstrate a reduction in brake-specific fuel consumption (BSFC) when enriched biodiesel is used in comparison to SME100, nonetheless by the virtue of viscosity and heating value there is an increase in the BSFC value when compared to diesel. The average BSFC values were obtained as 5.3% (E25), 10.6% (E50), 17.5% (E75), 30% (SME100) and 14.9% (SME50-M50) higher than that of diesel. BTE was found to be highest for E25 and lowest for SME100 among all the blends. NOx emissions with blended biodiesel were slightly higher than diesel on account of MO being unsaturated, resulting in shorter ignition delay. The average NOx values obtained were higher than that of diesel and the corresponding values are 2.91% (E25), 4.1% (E50), 5.8% (E75), 8.3% (SME100) and 15.8% (SME50-M50). As a result of the increased oxygen content of the fuel, the concentrations of UHC and CO depreciated with the rise in concentration of soy methyl ester and MO (SME50-M50). Currently, Euro 6.2, which is the most recent emission regulation, uses 10% biofuel (B10); however, the results of this study establishes that E25, as an alternate fuel, complies with the contemporary engines without requiring any engine modifications.

Engine vibration and noise characteristics of common rail direct injection engine fuelled with orange peel oil by response surface methodology based multi-objective optimization

The present study aims to find out the noise and vibration & compatibility of OPO (orange peel oil) in the common rail direct injection engine. Various injection strategies like FIP (fuel injection pressure), pilot mass, pilot injection timing, and engine speed are examined at idling mode using the design of experiments software. The obtained results are post-processed and computed in the form of perturbation and surface plots based on RSM (response surface methodology) and analysis of variance. Considering the trade-off with combustion parameters, the engine speed is found to be more responsible for crank level vibrations while FIP created more influence in head level vibrations. OPO B20 (20% OPO + 80% diesel by volume) injected 28° CA bTDC (before top dead centre) is predicted to be optimum by using RSM. In the case of diesel fuel, vibrations at the head level show a noticeable increase in all three directions as the FIP is raised. However, when using a OPO B20, the vibrations primarily in the z-direction are significantly affected by the FIP changes. Additionally, for OPO B20 fuel at idling operation, the pilot mass of 20%, engine speed at 979 rpm, and a fuel injection pressure of 300 bar are the optimal setting condition to achieve favourable characteristics of combustion, vibration and noise.

Influence of Ethanol Blended Diesel Enriched with Hydroxy Gas in Dual-Fuel Mode on Common Rail Direct Injection Engine

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.

Combustion, performance and emission discussion of soapberry seed oil methyl ester blends and exhaust gas recirculation in common rail direct fuel injection system

Research on alternative fuel production and compression ignition (CI) engine improvement techniques is more attractive recently. Waste-to-wealth concept refers that the utilization of the waste of soapberry seed and exhaust gas to run the common rail direct fuel injection type diesel engine by optimizing their contribution through experimental analysis is the novelty of this investigation. The recirculation of exhaust gas plays important role in improving the combustion in the engine, reducing the emissions, and improving the engine performance. Soapberry seed oil methyl ester economizes diesel consumption by mixing it into diesel. Transesterification is the method used to turn soapberry seed oil into biodiesel. In the common rail direct injection (CRDI) engine, a 10%, 20%, or 30% blend of soapberry seed oil methyl ester (SSOB) with diesel is utilized as fuel. For each mix, 10%–30% of the volume of SSOB is added to the rest of the diesel. Along with these fuel types, exhaust gas recirculation (EGR) is used from 10% to 30% to test and optimize the best combinations for CRDI engines. The experimental results show that pure diesel with EGR recorded high heat release rate (HRR) and brake thermal efficiency (BTE) at the highest load possible. The maximum BTE of the tested tracks is 26.83% because of better combustion, which was achieved with 10% EGR and a combination of 30% SSOB and 70% Diesel. The increase in EGR such as 30% in 30% of SSOB with 70% of Diesel blend produced reduced NOx emission (865 ppm), smoke opacity (13%), and hydrocarbon (HC) emissions (10 ppm) than diesel fuel because of the dilution and chemical effects during combustion. Accordingly, the present research reveals that a 30% of soapberry seed oil methyl ester blend with 30% EGR is recommended for engine usage with lesser emission with better combustion and performance characteristics.

Performance, Emission, and Spectroscopic Analysis of Diesel Engine Fuelled with Ternary Biofuel Blends

The demand for sustainable alternative-fuels in the transportation and agriculture domains is essential due to the quick depletion of petroleum supplies and the growing environmental challenges. The ternary-blends (diesel, biodiesel, and Methyl oleate) have the ability to report the existing challenges in this area because they offer significant promise for reducing exhaust emissions and improving engine performance. In the current work, soy methyl ester is blended with methyl oleate and diesel. The emissions and performance of blended biodiesel was conducted in common rail direct injection engine (CRDI). The characterization and physical properties were also evaluated by utilizing various methods like Fourier-Transform Infrared Spectroscopy (FTIR), UV-vis Spectroscopy (UV-vis), and Nuclear Magnetic Resonance. FTIR spectra showed the existence of the strong C=O, indicating the presence of FAME at 1745 cm−1. Again, UV-vis has reported the appearance of conjugated dienes in the oxidized biodiesel. The results indicated all blended samples retained the properties of diesel. The addition of methyl oleate improved brake specific fuel consumption of blended biodiesel almost near to diesel. D50::S80:M20 produced a mean reduction in hydrocarbon 42.64% compared to diesel. The average carbon monoxide emission reduction for D50::S80:M20 was 49.36% as against diesel.

Experimental evaluation of soapberry seed oil biodiesel performance in CRDI diesel engine

Due to the ongoing demand for alternative fuels for CI engines, biodiesel-based research has received support globally. In this study, soapberry seed oil produced by transesterification process to creates biodiesel. It is referred to as BDSS (Biodiesel of Soapberry Seed). According to criteria, the oil qualities are recognized, hence, three different blends and pure diesel were tested in CRDI (Common Rail Direct Injection) engines. The blends descriptions are: 10BDSS (10% BDSS + 90% diesel), 20BDSS (20% BDSS + 80% diesel), and 30BDSS (30% BDSS + 70% diesel). The outcomes of the related tests for combustion, performance, and pollution were contrasted with those achieved using 100% diesel fuel. In this case, the mixing has resulted in worse braking thermal efficiency than diesel and lower residual emissions with greater NOx emissions. The superior results were obtained by 30BDSS, which had BTE of 27.82%, NOx emissions of 1348 ppm, peak pressure of 78.93 bar, heat release rate (HRR) of 61.15 J/deg, emissions of CO (0.81%), HC (11 ppm), and smoke opacity of 15.38%.

Experimental investigation into the effects of Argemone biodiesel/diesel blends on cyclic variations in a multi-cylinder CRDI engine

Abstract Internal combustion engines suffer from high cyclic variations that result in higher emissions, lower efficiency, higher fuel consumption and poor drivability. The purpose of this study is to investigate how Argemone mexicana biodiesel (AGB)/diesel blended fuels affect the cyclic variability of combustion parameters such as maximum cylinder pressure (Pmax) and indicated mean effective pressure (IMEP) in a four-cylinder turbocharged intercooled common-rail direct injection engine under various engine loading conditions. The chemical and physical properties of AGB produced from A. mexicana oil were measured and compared according to the ASTM D6751 standards. In various volumetric ratios, AGB and diesel fuel were blended as D100, AB10 (10% AGB + 90% D100), AB20 (20% AGB + 80% D100) and AB30 (30% AGB + 70% D100). The IMEP and Pmax time-series data were collected over 200 consecutive cycles at low, partial and high engine loads at a constant engine speed of 2000 rpm. The coefficients of variation (COV) of combustion parameters (Pmax and IMEP) were measured for different AGB/diesel blends and found to be within acceptable limits. The results show that COVPmax and COVIMEP decrease as the engine load increases. It was observed that at low load, AB10 has the lowest COV (Pmax, IMEP), and at partial and high load, AB20 has the lowest COV (Pmax, IMEP) among all the blends.

A Machine Learning Approach for Carbon di oxide and Other Emissions Characteristics Prediction in a Low Carbon Biofuel-Hydrogen Dual Fuel Engine

To lower the carbon dioxide and other emissions from a single cylinder common rail direct injection (CRDI) engine, it is important to investigate the combinations of several methods. Lemon peel oil (LPO) and camphor oil (CMO), which are low carbon content biofuels, are the methods that are used and are induced by hydrogen in the intake manifold and zeolite-based after-treatment system. At full load, the injection of hydrogen decreased CO2 and smoke emissions by 39.7% and 49%, respectively. Even though the NO emission increases with hydrogen induction, it was decreased with zeolite after-treatment system. Predictions can be made using machine learning techniques, which will reduce the amount of time and money needed for engine trials. This work focuses on the prediction of engine emissions like CO2, Nitrogen Oxides (NO), Smoke, Brake Thermal Efficiency (BTE), Hydrocarbons (HC) using the ensemble learning techniques. The predictions are made using the ensemble learning methods like Extreme Gradient Boosting (XGBoost), Light Gradient Boosted Machine (LGBM), CatBoost, and Random Forest (RF). The CatBoost model has produced high accuracy predictions which was followed by XGBoost, RF and LightGBM models. The predicted and actual values are compared each other and the performance of the algorithms were analysed using the evaluation metrics like R-Square(R2), Mean Absolute Error (MAE), Mean Absolute Percentage Error (MAPE) and Root Mean Square Error (RMSE).

Performance characteristics optimization of CRDI engine fuelled with a blend of sesame oil methyl ester and diesel fuel using response surface methodology approach

The primary aim of this experiment was to use response surface methodology (RSM) to optimize engine operating parameters for optimal performance and emission characteristics of a common rail direct injection (CRDI) diesel engine fuelled with sesame oil methyl ester (SOME)/diesel blends. The experiments were carried out on a water-cooled common rail direct injection engine with a 4-stroke, single-cylinder connected to an eddy current dynamometer. As input variables, the SOME% (0%–20%), fuel injection pressure (FIP) (500–600 bar), EGR rates (0%–14%), and engine load (0–12 kg) were used. The optimization method is utilized to maximize brake thermal efficiency (BTE) while minimizing BSFC, CO, HC, and NOx emissions. Experimental research data were used to create the RSM model through DoE (Design of experiments). The most relevant factors impacting the responses were identified using an ANOVA analysis. According to the optimization findings, the engine’s optimum working parameters were found to be a 20% SOME ratio, 577.5 bar FIP, 5.26% EGR rates, and 5.12 kg engine load. Under these operating circumstances, the optimal responses were determined to be 18.92% BTE, 0.3705 kg/kWh BSFC, 0.03190% vol. CO, 13 ppm HC, and 447.5 ppm NOx emission. At the same time, R2 values were 96.35%, 87.54%, 91.57%, 95.87%, and 93.73% for BTE, BSFC, CO, HC, and NOx respectively.

Prediction of Responses for Simarouba Biodiesel based CRDI Engine using General Regression Neural Network

The evaluation of performance and emission of Common Rail Direct Injection (CRDI) engine fuelled by various biodiesel at different operating conditions is time consuming and expensive. This can be overcome by using prediction techniques like GRNN. The GRNN model is developed using ‘newgrnn’ function in Matlab R2019b software to predict the performance and emission responses of CRDI engine for simarouba biodiesel. A total of 27 experimental dataset of each biodiesel is used for development of model. Out of 27 experimental dataset, 21 datasets are selected randomly for training the model. The remaining 6 datasets are utilized for testing the GRNN model. In this study, 20 different values of spread parameters within the range 0.05 to 1 with step increment of 0.05 are chosen. As a result, 20 simulations are performed and the best predicted results are chosen based on least mean error. The optimum spread parameter for simarouba, pongamia and composite biodiesel GRNN model was found to be 0.1, 0.1 and 0.05 respectively. The Root Mean Square Error (RMSE) values of different responses are found to be acceptable. The results indicated that GRNN model for the prediction of engine responses yields good correlation with experimental values and are acceptable for new predictions.

An investigation of optimum control of injection timing/injection pressure for a multicylinder common rail direct injection engine fueled with AB20 blend

A multicylinder turbocharged common rail direct injection engine was tested at part load (62.4 Nm) and high load (156 Nm) to determine the optimum combination of injection pressure (IP) and injection timing (IT) for AB20 blended fuel. IP and IT were varied from default settings, that is, 9.2° before top dead center (BTDC), 45 MPa at part load; 9.8° BTDC, 95 MPa at high load, as specified in the calibration map of the engine. As a result of the experimental results, brake thermal efficiency (BTE) increased up to 5.36% when IP increased from 35 MPa to 45 MPa and 0.72% when IP increased from 45 MPa to 55 MPa under the part load condition. At high load, the maximum BTE of 38.22% was attained at 105 MPa IP and 9.8° BTDC IT. At this condition, nitrogen oxide (NOx) emission was noted as 1353 ppm, which is 12.28% higher than the NOx noted for diesel fuel at the default IP and IT conditions. When IP increases from 35 to 55 MPa at part load and 85–105 MPa at high load, cylinder pressure, heat release rate, and rate of pressure rise increase at all tested ITs. At high load, the condition of retarded IT (8.8° BTDC) and default IP (95 MPa) shows (a) 2.35% higher BTE and (b) almost similar NOx and improved HC, CO, and smoke emissions for the AB20 blend. Moreover, at the same experimental conditions, premixed heat release for the AB20 blend was noted to be 70.16 J/Deg./C.A, with heat release rate peak at 6° ATDC.