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This research work evaluates the influence of compression ratio and exhaust gas recirculation on combustion, performance, and emission characteristics of a compression ignition engine powered with diesel/WLDPE oil/1-decanol. A ternary blend was prepared using splash blending technique and the blend ratio was designated as 70% volume of diesel + 20% by volume of WLDPE oil + 10% by volume of 1-decanol called as D70L20DEC10 blend. The experimental trials were carried at three compression ratios (16:1, 17.5:1, and 19:1) and three EGR rates (0%, 10%, and 20%) at the maximum power output of the engine. Results indicated that ignition delay period get shortened as the compression ratio got higher. The in-cylinder pressure and the rate of heat release dropped with escalating EGR rates and increased with the higher compression ratio. In comparison with CR 17.5:1 and CR 16:1, BTE increased by 4% and 6%, respectively, for CR 19:1 operation. CR 19:1 under 0% EGR rate gave diesel equivalent BTE. The NOx emission escalated with increasing CR and reduced upon increasing the EGR rates. At CR 19:1, NOx emission was reduced by 58.82% as EGR grows from 0 to 20%. When compared to CR 17.5:1 and CR 16:1 smoke emission got suppressed by 31.6% and 36%, respectively, with CR 19:1 under 0% EGR operation. On the other hand, smoke emission aggravated with higher EGR rates at all CR. Both HC and CO emission decrease with higher CR and increased with the inclusion of EGR. Finally, CR 19:1 and 10% EGR rate are suggested as the best operating parameters when the engine is fueled with the ternary blend. [ABSTRACT FROM AUTHOR]

This research focused on utilizing the waste plastic oil (WPO) effectively in a light-duty direct injection (DI) diesel engine that is predominantly used in the Indian agricultural sector. This approach is critical from the environmental perspective as it provides a solution to two major issues: (1) waste plastic management, which is a challenge for municipalities across the world and (2) reduction of diesel dependency using fuel derived from waste plastic as an alternative fuel for diesel engines. For this purpose, WPO was extracted from mixed waste plastic via catalytic pyrolysis in a lab-scale extraction unit. Later, the effects of oxygenated, renewable n-hexanol addition with baseline diesel and WPO were investigated. Three ternary blends were prepared by splash blending n-hexanol with WPO and diesel: (1) D50-W40-H10, (2) D50-W30-H20, and (3) D50-W20-H30. The performance and tailpipe emission characteristics of DI diesel engine when fueled with these ternary blends were then analyzed in comparison with both neat WPO and diesel operation. Results indicated that D50-W20-H30 presented lower NOx and smoke emissions with 1.5 and 22.8% against diesel and 7.22 and 76.88% against neat WPO, respectively. Brake thermal efficiency (BTE) was found to deteriorate with increasing n-hexanol fraction to the blend. D50-W20-H30 presented the lowest BTE among the blends, but it showed 7.6% increased BTE when compared to WPO and suffered 6% loss in performance against diesel. Reformulation of WPO with n-hexanol derived from lignocellulosic biomass feedstock presents an attractive opportunity to utilize both a recycled and a renewable fuel in diesel engines. [ABSTRACT FROM AUTHOR]

n-Octanol is a promising biofuel synthesized from biomass with several properties closer to diesel than the more popularly researched n-butanol. This study investigates the effects of injection timing (2°CA advance & retard), EGR (up to 30%) and Oct30 (30% by vol. of n-octanol in diesel) on combustion, performance, and emissions of a DI diesel engine. Results in comparison with diesel indicated Oct30 blend presented an enhanced premixed combustion phasing with higher peaks of pressure and HRR. BSFC was found to be slightly higher for Oct30 blend at all EGR rates. Further, when the injection timing is advanced, the blend produced better BSFC. Oct30 delivered better BTE at all injection timings. NOx and smoke emissions are lower for Oct30 at all conditions. Oct30 could overcome the trade-off between smoke and NOx emissions at a combination of certain EGR and injection timings. It was found that at advanced injection, the reduction in NOx and smoke density was 19.02% and 57.14%, respectively, while BTE increased by 4.6% and BSFC increased by 1.3%. At late injection, a reduction of 50.87% in NOx emissions and 15.87% in smoke density was achieved with a slight drop in BTE by 3.5% and an increase in BSFC by 9.7%. [ABSTRACT FROM AUTHOR]