Common Rail Direct Injection Research Articles

Experimental investigations on the performance and emission characteristics of hydrogen enriched Bio-CNG in a common rail direct injection dual fuel diesel engine

The current energy and environmental problems demand the replacement of fossil fuels with renewable fuels. Research shows that hydrogen-enriched CNG fuels enhance the thermal efficiency of diesel engines while reducing gaseous emissions. This experimental work investigates the performance and emissions parameters of a diesel engine in dual fuel mode with hydrogen-enriched Bio-CNG (HBCNG). It is performed on a single-cylinder, four-stroke common rail direct injection (CRDI) diesel engine at 1500 rpm and 3.5 kW. The outcomes of this experiment are compared to a neat diesel operation. It is observed that at low load with 30% gaseous fuel substitution (GFS), brake thermal efficiency decreases by 13.70% and 15.53% for hydrogen and BCNG-enriched diesel, respectively. Similarly, at medium load, with the gaseous mixture of 40% H2 and 60% BCNG co-combusted with 60% diesel, the BTE improves by 15.83%. At high load, 40% gaseous fuel mixture (40% H2 + 60% BCNG) combustion with diesel results in 21.25% enhanced BTE. Moreover, at the same load condition and GFS, emissions of HC increase by 41.59%, CO decreases by 30%, CO2 decreases by 55.36%, and NOx decreases by 25.94%.

Computational fluid dynamic analysis of the effect of inlet valve closing timing on common rail diesel engines fueled with butanol–diesel blends

The inlet valve closing (IVC) timing plays a crucial role in engine combustion, which impacts engine performance and emissions. This study attempts to measure the potential to use n-butanol (Bu) and its blends with the neat diesel in a common rail direct injection (CRDI) engine. The computational fluid dynamics (CFD) simulation is carried out to estimate the performance, combustion, and exhaust emission characteristics of n-butanol–diesel blends (0%–30% by volume) for variable valve timings. An experimental study is carried out using standard valve timing and blends to validate the CFD model (ESE AVL FIRE). After validation, the CFD model is employed to study the effect of variable valve timings for different n-butanol–diesel blends. Extended coherent flame model-3 zone (ECFM-3Z) is implemented to conduct combustion analysis, and the kappa–zeta–f (k–ζ–f) model is employed for turbulence modeling. The inlet valve closing (IVC) time is varied (advanced and retarded) from standard conditions, and optimized valve timing is obtained. Advancing IVC time leads to lower cylinder pressure during compression due to reduced trapped air mass. The brake thermal efficiency (BTE) is increased by 4.5%, 6%, and 8% for Bu10, Bu20, and Bu30, respectively, compared to Bu0. Based on BTE, optimum injection timings are obtained at 12° before the top dead center (BTDC) for Bu0 and 15° BTDC for Bu10, Bu20, and Bu30. Nitrogen oxide (NOx) emissions increase due to complete combustion. Due to IVC timing, further carbon monoxide and soot formation decreased with blends and had an insignificant effect.

Effect of Butylated Hydroxytoluene Nanoparticles Blended with Biodiesel Derived from Bauhinia Purpurea Linn Seed Fueled in a CRDI Diesel Engine

This study sought to investigate techniques for lowering diesel engine emissions by using waste seed as an alternative energy source in place of conventional fossil fuels. This study thoroughly investigated the process of transesterifying waste seed oil obtained from Bauhinia purpurea linn for use as fuel in a common rail direct injection (CRDI) diesel engine. Butylated hydroxytoluene (BHT) nanoparticles serve as a combustion enhancer. The engine outcome metrics were analyzed using diesel, Bauhinia purpurea linn biodiesel (BPLB) and BPLB-BHT blends ([Formula: see text]m BHT 10 ppm and [Formula: see text]m BHT 10 ppm) without changing the operating circumstances. At full brake power, the [Formula: see text]m BHT 10 ppm mix outperformed the BPLB and [Formula: see text]m BHT 10 ppm blends, but fell short of diesel. The [Formula: see text]m BHT 10 ppm blend reduced smoke opacity by 39.14%, hydrocarbon (HC) emissions by 42.71%, carbon monoxide (CO) emissions by 59.03% and oxides of nitrogen (NOx) emissions by 12.29% compared to neat diesel fuel at maximum brake power.

Parameter fine tuning on CRDI engine operated with blends of grape biodiesel and diesel

This study investigates the feasibility of using grape biodiesel from the wine industry as a sustainable and cost-effective alternative to traditional fuels. The research focuses on optimizing key parameters like blend ratio, injection timing, injection pressure, engine load, and exhaust gas recirculation in a Common Rail Direct Injection engine to achieve low emissions without compromising performance. Due to grape biodiesel's higher viscosity, different energy content, and varying ignition delays compared to diesel, precise adjustments are essential for complete combustion and reduced emissions. This study uses response surface methodology and a Central Composite Design matrix to find the best values for a number of parameters in modern CRDI engines that use advanced electronic control units. Through fifty input combinations, the study aims to minimize specific fuel consumption, hydrocarbons, nitrogen oxides, and carbon monoxide while maximising brake thermal efficiency, brake mean effective pressure, and mechanical efficiency. The optimal configuration includes a fuel injection timing of 6° bTDC, an engine load of 82 %, 6.7 % EGR, 1000 bar injection pressure, and a 33 % grape biodiesel blend. These optimum input conditions yielded outputs of 3.55 bar BMEP, 31.85 % BTE, 64 % mechanical efficiency, 0.278 kg/kWh SFC, 0.127 % CO, 357 ppm NOx, and 8 ppm of HC. These adjustments ensure low emissions and efficient engine operation, highlighting grape biodiesel's potential as a viable alternative fuel.

Experimental investigation of NOx emission control using carbon nanotube additives and EGR configuration on CRDI engine fueled with ternary fuel

This study aims to investigate the impact of the combined effects of carbon nanotubes and exhaust gas recirculation (EGR) of a common rail direct injection (CRDI) engine fueled with ternary fuels. Three rates of EGR (0%, 10%, and 20%) were used at a standard injection timing of 23° before Top Dead Centre (bTDC). This study involves substituting diesel with biofuels, reducing oxides of nitrogen and soot emissions by 30–40%. The experimental investigation involves the exploration of combustion, exhaust emissions, and performance parameters for a single-cylinder CRDI engine using ternary fuels, which consist of diesel, biodiesel, and bioethanol by volume %. At full load with 20% EGR, the experimental analysis indicated a 2% decrease in BTE, a 3.33% increase in BSFC, and a 3.16% increase in BSEC across the blends in performance. In terms of combustion analysis, results show a 5.25 bar in-cylinder pressure drop, 4.14% reduction in HRR, and 12.62% drop in MGT. However, in terms of emissions, 20% EGR yielded the most favorable results, showing a 62.94% reduction in NOx emissions across all blends, albeit accompanied by a 13.89% increase in hydrocarbons (HCs) and 5% rise in carbon monoxide at full load. The 20% EGR rate effectively minimized NOx emissions while slightly impacting HC and CO emissions.

Impact of injection pressure on the performance, emissions, and combustion of a common rail direct injection engine fueled with quaternary blends

The scarcity and rising costs of fossil fuels, coupled with increasing pollution levels, have prompted the exploration of innovative biofuel blends. While binary and ternary fuels have been studied extensively in proportions of 5–20%, replacing up to 30–40% of fossil fuel dependency without significant engine modifications remains a challenge. One potential solution is to investigate an optimal quaternary blend (QB) through experimental methods. This study investigates the impact of increased injection pressure (IOP) and quaternary fuel blends on a common rail direct injection (CRDI) engine's performance and emissions. Different blends, including diesel fuel, vegetable oil, mahua methyl ester and normal-butanol, were tested to replace 30–40% of diesel and enhance combustion, reduce exhaust emissions and improve overall performance. Experiments used a 1-cylinder CRDI engine at high IOPs (400, 500, 600 and 700 bar). Results at 600 bar IOP showed that the optimal blend, QB3–QB4, increased brake thermal efficiency (BTE) by 9% and reduced brake-specific fuel consumption (BSFC) by approximately 11% compared to other blends. Emissions at 600 bar included a 16% reduction in hydrocarbons (HC) and a 24% decrease in carbon monoxide (CO) at full load. However, nitrogen oxide (NOx) emissions slightly increased with higher IOP. Significantly employing the QB3–QB4 blend at 600 bar improved control over HC, CO and smoke emissions. Overall, performance was enhanced and comparable to conventional diesel fuel, with only a minor increase in NOx emissions.

Effects of Blended Diesel-Biodiesel Fuel on Emissions of a Common Rail Direct Injection Diesel Engine with Different Exhaust Gas Recirculation Rates.

The aim of the study was to investigate the exhaust gas emissions and fuel consumption of a common rail direct injection (CRDI) diesel engine using mixed diesel (B10) and biodiesel (B20-B100) fuels. The study's primary objective was to determine the effects of blended diesel-biodiesel fuel on CRDI emissions based on different exhaust gas recirculation (EGR) rates, including carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), nitrogen oxide (NOx), and hydrocarbon (HC) emissions, smoke opacity, exhaust gas temperature, and fuel consumption. The CRDI experiments involved adjusting the different engine speeds (1400-3000 rpm) and EGR rates (0 and 12.5%), which were analyzed to determine their impact on these parameters for both blended diesel and biodiesel fuels. The results showed that under the conditions of no EGR (0%), the CO and HC emissions and the smoke opacity were lower than those with a 12.5% EGR rate for all fuel types and all cases. With 12.5% EGR rate, the O2 emissions and the EGT of the CRDI diesel engine decreased, which resulted in significantly lower NOx emissions because of EGR into the combustion chamber. For the maximum engine speed of 3000 rpm and with no EGR, the CO and HC emissions and the smoke opacity were lower than those with a 12.5% EGR rate for all fuel types. With a 12.5% EGR rate at 3000 rpm, the O2 emissions and the exhaust gas temperature were reduced by 0.07% and 2.27%, respectively, and the NOx emissions were reduced by 2.54%. However, with EGR, the CO and HC emissions and the smoke opacity increased by 7.70%, 18.61%, and 0.4%, respectively. Furthermore, the fuel consumption of pure biodiesel (B100) at 3000 rpm with a 12.5% EGR rate was reduced by 2.81% compared to that with a 0% EGR rate. Because the temperature in the combustion chamber is high enough for the engine to run, the EGR reuses a portion of the exhaust gases and can help to minimize the quantity of fuel in the combustion chamber. As a suggestion based on these observations, biodiesel fuel should not exceed B80 because the viscosity and density of fuel that are too high may affect the fuel injection system, both the injectors, and the pressure pump, causing the injectors to be unable to work correctly. These findings can contribute to the development of strategies and technologies for reducing emissions and improving fuel efficiency in CRDI diesel engines.

Energy, exergy, emissions and sustainability assessment of hydrogen supplemented diesel dual fuel turbocharged common rail direct injection diesel engine

The present investigation involves the study of Mahindra & Mahindra Supro BS VI Twin Cylinder Turbocharged CRDI Diesel Engine modified to operate under dual fuel mode utilizing hydrogen as a secondary fuel and neat diesel as a pilot fuel. The tests were carried out at constant speed of 2200 rpm (±20 rpm) under three different loading conditions i.e. BMEP values of 1.38 bar, 3.47 bar and 5.6 bar using H2 enrichment of 0%, 10%, 20%, 30% and 40% respectively along with neat diesel. The performance characteristics of the engine are evaluated using energy-exergy and emissions-based approach along with sustainability studies. The results show that turbocharging significantly improves volumetric and indicated thermal efficiency of engine. At BMEP of 5.6 bar, D + H2 (40%) exhibited highest energy efficiency of 28.94% and exergy efficiency of 28.41% compared to baseline diesel fuel. The irreversibilities due to combustion, mixing, friction and unaccounted reasons was found to be the minimum for D + H2 (40%) at higher BMEP values. Emission analysis revealed that trade-off takes place between nitrogen oxides and smoke opacity (%) with hydrogen substitution to baseline diesel fuel. The sustainability analysis revealed that, D + H2 (40%) has the highest exergy performance coefficient and sustainability index compared to all other cases. From the results, it can be concluded that D + H2 (40%) is the most suitable fuel combination for the Twin Cylinder Turbocharged CRDI Diesel Engine.

Screening nano additives for favorable NOx/smoke emissions trade-off in a CRDI diesel engine fueled by industry leather waste fat biodiesel blend

The depletion of petroleum reserves and increasing environmental concerns prompted significant research into alternative fuels. This work, biodiesel, is extracted from the byproduct of industrial leather waste fat to generate beneficial energy.The main objective of this study is to enhance common rail direct injection (CRDI) diesel engine outcome characteristics by substituting industrial leather waste fat biodiesel (ILWFB) with the mixing of aluminium nitrate (Al (NO3)3) nanoparticles and graphene oxide nanoplates (GONPS) in the proportion of 50 ppm (parts per million) as catalysts to enhance ignition process. This research found that with the mixing of Al (NO3)3 nanoparticles and GONPS 50 ppm into the ILWFB blend, the in-cylinder pressure increased by 0.463% and 1.5%, and the heat release rate (HRR) improved by 4.19% and 12.04% than diesel and ILWFB blend at maximum load circumstances. Brake thermal efficiency (BTE) increased by 3.1% and 5.27%, and brake specific fuel consumption (BSFC) decreased by 3.57% and 7.14% in D50ILWFB50+Al (NO3)3 50 ppm blend and D50ILWFB50+GONPS 50 ppm blend related to diesel fuel. The carbon monoxide (CO), hydrocarbon (HC), and smoke emissions were reduced by 26.84%, 13.11%, and 5.75% in D50ILWFB50+Al (NO3)3 50 ppm blend and 38.94%, 21.31%, and 9.12% decreased in D50ILWFB50+GONPS 50 ppm blend than diesel fuel. Oxides of nitrogen (NOx) emissions marginally increased by 3.66%, 5.42%, and 8.94% in ILWFB blend, D50ILWFB50+Al (NO3)3, and D50ILWFB50+GONPSrelated to pure diesel at peak load conditions. This work concluded that the nano additives effectively enhanced BTE and decreased BSFC, CO, HC, and smoke emissions in diesel engine applications.

Experimental investigations of CI engine performance using ternary blends of n-butanol/biodiesel/diesel and n-octanol/biodiesel/diesel

This study explored the ternary blends of biodiesel-diesel-n-butanol and biodiesel-diesel-n-octanol on common rail direct injec-tion (CRDI) diesel engines. The compositions of fuels, which varied from 0% to 100%, were altered by up to 5%. On the basis of their properties, these blends were chosen, with various concentrations of alcohol at 5% and 10%, 5% diesel, and the remainder being biodiesel. Two ternary fuel blends of waste cooking oil biodiesel (90–85%), diesel (5%), and butanol (5–10%), namely BD90D5B5 and BD85D5B10, and subsequently, another two ternary similar blends of waste cooking oil biodiesel (90–85%), diesel (5%), and octanol (5–10%), namely BD90D5O5 and BD85D5O10, were used to conduct the experiments. The experiments were done with varying injection pressure from 17° to 29° crank angle (CA) before top dead centre (bTDC). The optimum con-dition for the blends is achieved at 26°CA bTDC for 80% loading. So, the engine trials were conducted on 26°CA bTDC to attain the results. The BD90D5O10 blend achieved the lowest brake specific fuel consumption (BSFC) reading of 0.308 kg/kWh while operating at full load. The maximum brake thermal efficiency (BTE) was 31.46% for BD90D5B5. The maximum heat release rate (HRR) achieved with BD85D5O5 fuel blend was 58.54 J/°CA. The quantity of carbon monoxide that BD85D5B10 created was the lowest (25.86 g/kWh). BD85D5B10 had a minimal unburned hydrocarbon emission of 0.157 g/kWh while operating at full load. Oxides of nitrogen (NOx) were emitted in the maximum quantity by BD85D5O10, which was equal to 6.01 g/kWh. This study establishes the viability of blends of biodiesel and alcohol as an alternative for petro-diesel in the future to meet the growing global energy demand.

Feasibility of Waste Fat Chicken Biodiesel–Diesel Blend in Modern Common-Rail Direct Injection (CRDI) Turbocharged Diesel Engine: A Potential Study of Saudi Arabia

Feasibility of Waste Fat Chicken Biodiesel–Diesel Blend in Modern Common-Rail Direct Injection (CRDI) Turbocharged Diesel Engine: A Potential Study of Saudi Arabia

Optimization and impact of modified operating parameters of a diesel engine emissions characteristic utilizing waste fat biodiesel/di-tert-butyl peroxide blend

This study comprehensively investigated the transesterification process of converting waste pork fat oil into biodiesel as a fuel for the common rail direct injection (CRDI) diesel engine. In addition, Di-tert-butyl peroxide (DTBP) is used as an ignition enhancer to minimize exhaust gas emissions. The test fuels are diesel and diesel-waste pork fat biodiesel (WPFB)-DTBP blend (B20DTBP10 by volume), were used to analyze the engine outcome parameters with modified engines operating conditions like various compression ratios (CRs 16, 17.5, and 19) and injection pressures (IPs 400, 500 and 600 bar) at maximum load. The experiment results revealed that higher CRs and IPs, the heat release rate (HRR) and cylinder pressure increased. The brake thermal efficiency (BTE) is enhanced by increasing CRs and IPs but lowered than neat diesel. Smoke opacity decreased while increasing CRs and IPs. At CR 19 and IP 600 bar, smoke opacity decreased by 18.29%, related to baseline diesel. Increasing CRs and IPs lowered HC and CO emissions, but increasing IPs increased both emissions. HC and CO emissions were lowered in CR 19 and IP 500 bar by 21.73% and 28.49% more than neat diesel. The lower CRs and IPs, the oxides of nitrogen (NOx) emissions decreased, but further increasing CRs and IPs, the NOx emissions increased. Compared to baseline diesel, NOx emissions decreased in CR 16 and IP 400 bar by 15.49%. It was discovered that with increasing CRs and IPs, the emissions decreased with a minor rise in NOx emissions. Furthermore, the experimental results matched the predictions of an artificial neural network (ANN) model. The research concluded that the blend B20DTBP10 with modified engine operating conditions CRs and IPs suits diesel engine operation.

Integrated optimization of common rail direct injection diesel engine input parameters with linseed biodiesel: A hybrid approach using grey relational analysis and genetic algorithm techniques

In the pursuit of improved productivity and efficiency, the search for alternative fuels that reduce dependence on fossil fuels is of utmost importance. This research study aims to investigate the influence of process parameters, namely blend percentage, fuel injection pressure, exhaust gas recirculation (EGR) rate, and engine load, on various engine performance parameters such as torque, brake thermal efficiency (BTE), brake mean effective pressure (BMEP), hydrocarbon emissions (HC), and mechanical efficiency. The experiments are conducted following the Taguchi orthogonal array (L25) design of experiments. Additionally, grey relational analysis, a multi-objective optimization technique, is applied to identify the optimal levels of the process variables that optimize all the response parameters. The optimal values obtained through grey relational analysis are determined as 0% blend, 600 bar fuel injection pressure, 12% EGR rate, and 12 kg engine load. Moreover, the Genetic Algorithm-based Multi-Objective Genetic Algorithm (MOGA) is employed for multi-objective optimization of the engine input variables, yielding optimal levels of 19.45% blend, 594.35 bar fuel injection pressure, 14.12% EGR rate, and 12 kg engine load. Furthermore, multivariable regression models are developed to predict the response variables within the experimental domain. These models are validated through a confirmation test. The findings of this study provide insights into the optimization of process variables for enhanced engine performance, with the developed models serving as valuable tools for future predictions and optimization.

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)

Studies on CRDI diesel engine performance and emissions using waste plastic oil and fly ash catalyst

Fossil fuels are quickly draining on a daily basis, causing fuel product prices to increase throughout the world. There is a crucial need to develop new alternate fuels from various sources that meet our daily requirements, like industries, mining, building construction, transportation, electric power generation from rural areas, etc. In the present study, mono-use low density polyethylene (LDPE) was successfully transformed into a liquid form of hydrocarbon fuel with fly ash-supported catalytic pyrolysis. The ratio of 0.1 with reference to catalyst-to-feedstock was fixed for the preparation of waste plastic oil (WPO) using batch-type pyrolysis reactors. About 180 °C was the temperature at which the extracted crude oil was segregated. The diesel fuel’s properties and those of the WPO fuel were compared and evaluated. Experiments were carried out using diesel-WPO mixed fuel (10%, 20%, 30%, and 40%) in a multi-cylinder, water-cooled Common Rail Direct Injection (CRDI) diesel engine. Additionally, the impact of the compression and mixing ratios on performance, emission characteristics, and combustion was studied. We observed significant improvement in the results of BTE and BSFC for the tested fuel blend, D80WPO20, compared to other blends. Additionally, it has been demonstrated that the emissions of CO, HC, and NOx rise with an increasing fuel mixing ratio. Based on the analysis carried out on performance and emissions, it was determined that D80WPO20 was the best combination.

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.

Biodiesel Blends for Eco-Friendly CRDI-VCR Engines: Enhancing Exhaust Emissions and Engine Performance to Minimize Pollutant Emissions

<p>Energy is essential but associated with global greenhouse emissions. Therefore, clean and renewable energy is important for future development. To meet this demand, kapok oil methyl ester (KOME) was made from the kapok raw oil through the transesterification method. KOME was then combined with diesel in the ratios of 10%, 20%, and 30% (v/v%) to form KOME10, KOME20, and KOME30 mixtures. The combustion and emissions outcomes of KOME blends were studied at a stationary DI engine under different loads and modified common rail direct injection (CRDI) mode at 400 bar injection pressure, partial load, and CR of 19:1, 20:1, and 21:1. The combustion analysis of blends like maximum pressure (Pmax) and net heat release rate (HRRmax) were observe lesser than diesel at stationary mode, whereas they increased by 13–15% and 16–32% in CRDI mode, respectively. Exhaust from engine such as carbon dioxide, hydrocarbons, and smoke were decreased, but nitric oxide increased about 0.7–1.5% and 1.3–8% for stationary and CRDI modes, respectively, as compared to diesel. This concludes that KOME might be a suitable substitute to diesel fuel for non-road DI engine applications.</p>

A novel approach to enhance the combustion quality of C5 alcohol with 2-Ethylhexyl nitrate as a cetane enhancer in common rail direct ignition diesel engine

The purpose of this investigation is to explore the effect of 1-Pentanol and 2-Ethylhexyl nitrate (2-EHN), on the characteristics of a common rail direct injection (CRDI) diesel engine. The major feedstock for the production of 1-pentanol (bio-alcohol) is non food biomass waste. The conversion of waste biomass into useful energy contributes to the cleaner production of fuel and its utilization. The trial was conducted in a 2-cylinder CRDI test rig. The engine was fuelled with diesel, 40P60D (40% 1-Pentanol & 60% diesel v/v) and then 500, 1000 and 2000 ppm of 2-EHN was doped to 40P60D. The addition of 1-Pentnaol showed a slight negative effect on combustion at low and medium loads. Furthermore, an extension in the delay period (DP) and combustion duration (CD) was seen for 1-Pentanol blend. The doping of 2-EHN, enhances the cetane count and leads to improvement in the combustion parameters and a reduction in DP and CD was noted. The 1000 ppm of 2-EHN doped blend showed 8.7% of higher BTE and 8.61% lower BSEC compared to 40P60D, also 1.89% and 50% lower HC and CO at 80% load and 36.9% lower NO at 60% load in contrast to diesel. Among all the concentrations 1000 ppm of 2-EHN showed satisfactory results. It is concluded that 40% of 1-Pentanol with 1000 ppm of 2-EHN can be used as an alternative fuel to pure diesel without compromising in performance of the engine.

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.

Effect of Alumina and Bio‐Based Calcium Oxide Nanoadditives on Reduction of Emissions and Performance Improvement in a Common Rail Direct Injection Diesel Engine Fueled with B20 Blend of Waste Cooking Oil Biodiesel

This experimental study investigates the performance, combustion, and emission characteristics of a common rail direct injection diesel engine running on used cooking biodiesel prepared through transesterification. The nanoparticles calcium oxide (CaO) and alumina (Al2O3) are mixed with the B20 blend using an ultrasonicator to create a homogeneous mixture. The following five fuel series are used in the study: a B20 blend with three different nanoparticle ppms are blended to form Al2O3CaO 90 ppm, Al2O3 + CaO 60 ppm, and Al2O3 + CaO 30 ppm. The enhanced surface area to volume ratio of nanoparticles enhances the degree of mixing and chemical reactivity during combustion. Also, the characteristics of diesel engines result in reduced specific fuel consumption. The test fuel B20 + 90 ppm (90 ppm nanoparticles dispersion) results 9% and 11% increase in brake thermal efficiency compared to diesel and B20, respectively. The presence of nanoparticles in biodiesel has initiated the combustion slightly earlier due to its improved ignition qualities that permit catalytic combustion and a shorter ignition delay. In comparison to diesel and B20, the Al2O3CaO90 ppm fuel blend lowers NOx emissions by 18% and 21%, carbon monoxide emissions by 40% and 43%, hydrocarbon emissions by 35% and 40%, and smoke emissions by 24% and 29%, respectively.