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A novel photovoltaic thermal air (PVTa) system with semi length fins in the downstream portion of the air channel was tested experimentally for its performance capability for the generation of hydrogen in the present work. Fins are passive devices used to overcome the main detrimental effect of reduced power output due to photovoltaic panel heating. For this purpose, 2 semi length fin configurations namely longitudinal fin and wavy fin were placed in second half length of the channel in the direction of air flow. To compare the impact of PVTa systems with semi lengthened fins in hydrogen generation, the performance study of PV and PVTa system assisted hydrogen generation were also conducted. The experiments were conducted at the site of Tiruchirappalli district, Tamilnadu state, India having latitude and longitude of 10.82 and 78.70 respectively during March–June 2019 from 9 a.m. to 4 p.m. on clear and sunny days. The results indicated PVTa system with semi length wavy fins yielded maximum generation of hydrogen among the 4 cases of PV assisted hydrogen generation techniques considered. It was observed that downstream located longitudinal and wavy fins provided enhanced PV panel cooling which increased the current supply to the electrolyzer unit. The hydrogen generation rate was 13.5, 12.1, 9.5 and 7.8 ml/min for PVT with wavy fins, longitudinal fins, PVT and PV respectively. Keywords: Solar PV, fins, hydrogen, heat transfer.

The transportation sector is a major emitter of carbon dioxide emissions. It is a known fact that carbon dioxide is the cause of global warming which has resulted in extreme weather conditions as well as climate change. In this study a combination of different methods of expediting the CO2 emission from a single cylinder common rail direct injection (CRDI) engine has been explored. The methods include use of low carbon content biofuels (lemon peel oil (LPO) and camphor oil (CMO), inducing hydrogen in the intake manifold and zeolite based after-treatment system. Initial engine operation with the low carbon content biofuel blends resulted in reduced smoke and CO2 emissions. Substitution of the blends with hydrogen further assisted in decrease in emission and improvement in engine efficiency. Later on in the exhaust pipe an after-treatment system containing zeolite was placed. The emissions were found to reduce even further and at full load condition the lowest CO2 (39.7% reduction) and smoke (49% reduction) emissions were observed with LPO blend and hydrogen induction. The NO emission with hydrogen induction increases for both the blends, however, it was seen that the zeolite based treatment system was effective in reducing the emission as well. As compared to baseline diesel, the maximum reduction in NO emission was 23% at full load with LPO blend, hydrogen induction and after-treatment system. 2-s2.0-85114618706 WOS:000693966300001 Q2

Designing an efficient and stable electrocatalyst made of earth abundant elements to take over expensive noble metal based for Hydrogen Evolution Reaction (HER) have been focused. Cobalt disulfide-molybdenum disulfide nanocomposite supported by nitrogen doped reduced graphene oxide and multiwalled carbon nanotubes (CoS2/MoS2@NrGO-MWCNT) is reported as an efficient electrocatalyst for HER. CoS2/MoS2@N-rGO-MWCNT and ternary hybrids composed of CoS2, MoS2 and N-rGO/MWCNT have been investigated. The catalysts were prepared by facile hydrothermal method, and the optimal doping ratio referred to date cobalt to molybdenum as 2:1 was chosen. It is found that co-existence of CoS2, MoS2 brings abundant active sites and incorporation of MWCNT offered stability. Good dispersion of CoS2 nanoparticles on graphene and MoS2 sheets is observed. Additionally nitrogen doping on rGO sheets has been carried out to boost up the electronegativity of the catalyst as a support to enhance the catalytic activity of CoS2/MoS2 for refine structure and better electrical conductance. Precisely, CoS2/MoS2@N-rGO-MWCNT exhibited smaller tafel slope 73 mV dec−1 at overpotential 281 mV for current density 10 mA cm−2 and the substantial stability of 14 h is recorded in 0.5 M H2SO4 medium, results suggest that catalyst is viable alternate for HER.

The availability of fossil fuels is a major factor that determines the economy of a country. However, possible exhaustion of fossil fuel deposits as well as increased pollution, and other adverse effects on the environment has prompted us to search for alternative fuels. This resulted in the development of hythane, a blend of hydrogen with methane, at concentrations of 10%–30%. The breakdown of organic substrates using sequential dark fermentation (DF) and anaerobic digestion (AD) leads to biohythane production. The quality and quantity of biohythane can be improved by altering the following aspects: selection, development, and/or genetic engineering of suitable microbial consortium; the use of cheap, appropriate substrates; improved design of bioreactors; and the implementation of two-stage fermentation system. This review focusses on the mechanism of biohythane production and the different aspects involved in increasing both its production rate and quality. A comparative study has also been done to demonstrate the superiority of biohythane over other biofuels.

The present study aims to utilize waste engine exhaust heat to produce hydrogen and utilize the same in the single cylinder CI engine as a closed system. A thermoelectric generator was used to convert the waste exhaust heat to hydrogen gas through PEM type fuel cell. The generator was placed in the engine exhaust and connected to the fuel cell and the output of the fuel cell was connected to the inlet manifold through a flow meter and safety devices. All the tests were conducted in a single cylinder CI engine with diesel as the base fuel and the produced hydrogen as the inducted fuel. Experiments were conducted at different load conditions with a constant speed of 1500 rpm. It is observed that the heat wasted from the exhaust increases with increase in load which improves the thermoelectric generator conversion efficiency and in turn increases the hydrogen flow rate. At maximum load, 351 ml/min of hydrogen was produced and sent to the inlet manifold of the engine. The conversion efficiency of the generator varies from 13.8% at low load to 51% at full engine load. The experimental results showed that with hydrogen induction brake thermal efficiency (BTE) was improved. At full load, BTE with hydrogen induction improves by 10% in comparison to only diesel engine operation. With hydrogen induction HC, CO and smoke emissions at full load reduced by 13.46, 31.57, and 24.7%, respectively, as compared to diesel. The decrease in emissions is attributed to decrease in diesel consumption as hydrogen replaces the diesel. However, there is a slight penalty in NOx emissions and it increases by 20% with hydrogen induction due to increase in in-cylinder temperature.

The present study investigated the effect of oxygen enrichment in a CI engine on performance, emission and combustion characteristics with mahua oil (MO) as base fuel. Poor physical properties of MO, namely high viscosity and density, cause atomization problems leading to higher smoke, HC and CO emissions. The purpose of this paper is to curb smoke emissions from MO operation and to examine the possibility of direct use of straight vegetable oil in CI engine, which can mitigate CO2 emission and be cost effective. The difficulty in the mixture formation with usage of straight vegetable oil in CI engine is addressed by increasing the oxygen concentration; a separate oxygen cylinder is used to induct oxygen. The engine used for this experimentation is a twin-cylinder tractor engine that operates at a constant speed of 1500 rpm. Performance, emission and combustion parameters were determined at different loading conditions (25, 50, 75 and 100% of rated power) with varying intake-oxygen concentration from 21% (by volume) (no enrichment) to 24% (by volume) with MO and compared with diesel. Oxygen enrichment of 24% reduced smoke, HC and CO emissions by 36, 34 and 50%, respectively, at maximum load condition. The study revealed that oxygen enrichment improved the direct combustion of MO with reduced smoke, HC and CO emissions. BTE was reduced by about 5% with MO in comparison with diesel at maximum load condition. BTE was improved by 10% with 24% (by volume) with MO at maximum load in comparison with neat MO.

The experimental work presents the conclusions of a single cylinder diesel engine regarding performance, combustion and emission characteristics using blends of Pistacia khinjuk methyl ester. The physical and chemical properties of Pistacia khinjuk oil methyl ester (PKME) were observed based on ASTM standards. The fatty acid compositions of Pistacia khinjuk oil methyl ester were determined using GC-MS analysis. In the present work, agriculture purpose Kirloskar make Tangentially Vertical (TV1) model single cylinder direct injection diesel engine was used for experimentation. An effort has been made to utilize anti-oxidants namely Geraniol (GE) and Pyrogallol (PY) with PB20 blend to achieve enhanced fuel properties. Higher performance characteristics were observed with PB20 + PY blend than PB20 and PB20 + GE. Also, a prominent diminution in engine exhaust emissions were noticed except brake specific oxides of nitrogen emission was perceived with PB20 + PY blend. The research outcomes confirms that the PB20 + PY provided improved performance, combustion and emission characteristics than PB20 + GE which permits it to be the favourable alternative to conventional fuel.

The objective of this work was to compare the effect of diethyl ether (DEE) and methyl tertiary-butyl ether (MTBE) addition to biodiesel and diesel blends on diesel engine. The ethers concentration have been varied in proportion of 5% and 10% on volume basis with biodiesel by keeping the diesel concentration as 50% for all ternary blends preparation. Experimental results revealed that D50-B45-DEE5 ternary blend has shown 5.3% increase in thermal efficiency compared to other ternary blends. On the other hand, D50-B45-MTBE5 and D50-B45-DEE ternary blends have reduced CO emission by 8.1% and 14.8% respectively when compared to high speed diesel fuel. Furthermore, the D50-B40-DEE10 blend and D50-B40-MTBE10 reduce the NOx emission by 32% and 8.8% when compared to HSD at maximum load condition. Significant reduction is noted in HC emission for all ether added ternary blends than that of HSD and biodiesel fuels. However, the smoke emission is decreased marginally for D50-B45-DEE5 than that of HSD fuel. Finally, it is evident that both the DEE and MTBE could be used as viable additive with diesel or biodiesel in binary and ternary forms for diesel engine applications.

The main aim of this experimental work is to reduce engine-out carbon dioxide (CO2) emission of CI engine fuelled with Karanja oil methyl ester (K100). K100 emitted higher NO and CO2 and lower smoke in comparison to diesel as a result of high fuel borne carbon and oxygen. Various techniques namely 1. Low-carbon biofuel blending 2. Post-combustion carbon capture system (PCCCS) 3. Oxygenate blending 4. Pre-combustion treatment system was adopted to reduce CO2 emission. Equal volume blending of low-carbon biofuels namely eucalyptus oil (EU), camphor oil (CMO), pine oil (PO) and Orange oil (ORG) with K100 reduces CO2 emission. K50-O50 blend emitted minimum CO2, about 27% less in comparison to K100. PCCCS with zeolite, activated carbon and liquid mono ethanolamine (MEA) injection with K50-O50 reduced CO2 emission further. CO2 emission for K50-O50 + zeolite is 13.5% less in comparison to K50-O50 at maximum load. CO2 is further reduced with oxygenate blending. Oxygenates namely methanol (M), ethanol (E), n-butanol (B), n-pentanol (P) and acetone (A) were blended 20% by volume (based on the knock limit) with K50-O50 and tested along with zeolite based PCCCS. Among the oxygenates, methanol blending with K50-O50 with ZPCCCS lessened CO2 emission by 65% in comparison to K100. Magnetic fuel reforming system based pre-combustion treatment system reduced CO2 emission further. The combination of all the techniques emitted 68.5% less CO2 in comparison to K100 at maximum load. The effect of the techniques on other emission and performance parameters were also discussed in detail.

The main aim of this work was to utilize the winery biomass waste as a useful feedstock for CI engines, which otherwise would have been disposed as solid waste, leading to environmental pollution. Maximum utilization of this fuel in CI engines with reduced emissions was the motivation of this study. In this work, grapeseed oil derived from winery biomass waste was used. The trans-esterified methyl ester was blended with varying dosage of nanofluid additives to improve the engine performance characteristics and reduce the emission parameters. Zinc oxide (ZnO) and cerium oxide (CeO2) nanoemulsions were prepared by mixing them with water at concentration levels of 50 and 100 ppm each. Five percent of nanoemulsion and 1% Span 80 surfactant were mixed with grapeseed biodiesel to obtain biodiesel nanoemulsion blends. The test fuels were neat diesel, grapeseed biodiesel (GSBD), GSBD ZnO50, GSBD ZnO100, GSBD CeO250 and GSBD CeO2100, respectively. Analysis of experimental results shows an improvement in brake thermal efficiency of 29.34% and 29.23% for GSBD ZnO100 and GSBD CeO2100, respectively. Combustion phenomena and emission values were satisfactory for GSBD ZnO100. Peak pressure attained and heat release rate were better than GSBD fuel due to the improved thermophysical properties, however lesser than that of neat diesel. NOx emissions were slightly reduced by 10.8% due to fast evaporation rate of water particles in the nanoemulsion. HC and CO emissions were reduced by 13% and 4.6% for GSBD ZnO100 blend. Summary of results shows that GSBD produced from winery waste is suitable for use in CI engines, and the additives helped in improving the combustion efficiency and reducing the exhaust emissions.

Diesel engines are frequently employed in industries, transport and agriculture. The rapid consumption of fossil fuel in the transportation sector compels a search for alternative sources of fuel for internal combustion engines. Lower volatility, unsaturated fats and higher viscosity of crude oil are major problems to use vegetable oil straight away as fuel. The present work aims to conduct the experiments with different proportions of Azadirachta indica oil with diesel. The biodiesel used for the experimentation is prepared by two-step transesterification process considering the optimized parameters such as reaction time and concentration of catalyst. With different trials, the reaction time (90 min) and the concentration of catalyst (1%) were finalized. Experiments were conducted on a variable compression ratio diesel engine to determine various performance parameters and its exhaust emissions for different blend proportions at various loads. The brake thermal efficiency of biodiesel blends is very similar to that of diesel up to partial loads. Higher brake-specific fuel consumption (BSFC) is noticed for biodiesel blends than mineral diesel. At maximum load, BSFC is the same for all percentage of blends along with mineral diesel. The exhaust emissions such as CO and UHC are lower for different blends, while NOx emission is more. By analyzing all the results with different blends of Azadirachta indica biodiesel, it is evident that it can be used as a promising alternative fuel for a diesel engine without further modifications in engine adjustments. Uncertainty analysis and repeatability tests were performed to check the accuracy of the results.

In this research work, an attempt has been made to compare the performance and emission characteristics of n-butanol (n-B), iso-butanol (Iso-B), n-pentanol (P) and benzyl alcohol (Bn) with gasoline at various load conditions in the ratio of 10:90 by volume respectively, in a 2 cylinder SI test engine with MPFI technology. Alcohols were selected based on the position of hydroxyl (OH) group in its molecular structure, OH group was in straight chain for n-butanol and n-pentanol while it was branched chain for iso-butanol and finally OH group was chained with benzene ring for benzyl alcohol. The favorable outcome was that the performance of the fuel blends was noticeably higher than neat gasoline, with Bn10 blend giving greater fuel power at 100% load and P10, Bn10 and iso-B10 giving greater brake thermal efficiency. On the other hand, it was observed that the fuel consumption of n-B10 was higher than gasoline but iso-B10 gave lower fuel consumption comparatively. Considering pollutant emissions, all the blends gave lower HC, CO, & CO2 emissions as compared to neat gasoline, although the NOx emissions increased with increasing loads. Considering both performance and emission characteristics it was finally concluded that benzyl alcohol – gasoline blend was better compared to other blends.

© 2019 Elsevier Ltd In this research work, the four ternary blends were prepared with 30% and 40% by volume of higher alcohol (decanol and hexanol) with biodiesel while maintain 50% of diesel concentration. All ternary blends of diesel-biodiesel-higher alcohols were used in single cylinder engine and the results were compared with binary blend of 50%–50% biodiesel, pure diesel and biodiesel. It was revealed that thermal efficiency of ternary blends was higher than biodiesel and in some cases it is closer to pure diesel. In contrary, specific fuel consumption is found to lower with increase in alcohol fractions in ternary blends. Moreover, hydrocarbon, smoke, carbon monoxide emissions from alcohol-infused fuel blends were observed to be lower than both biodiesel and pure diesel. Significant reduction in oxides of nitrogen (NOx) emissions was also observed by the addition of higher alcohols to the fuel blend when compared to biodiesel fuel. It is to be noted that decanol 40% addition with diesel and biodiesel blend has shown better results in emission characteristics. Furthermore, the heat release rate and in-cylinder pressure for biodiesel were significantly lower compared to pure diesel fuels. However, addition of 40% decanol with fuel blend improved the heat release rate and in-cylinder pressure.

In the present study, a high-viscous biofuel, namely wheat germ oil (WGO), and a low-viscous biofuel, namely pine oil (PO), are used in a twin-cylinder diesel engine. The fuel ionization filter is fitted with a permanent magnet, an electromagnet, and the combination of permanent magnet and electromagnet, and their effect on the engine performance, emission, and combustion is studied. A fuel ionization filter placed in the fuel line, before the injection pump, ionizes the fuel molecules and increases the rate of disintegration of droplets due to a decrease in viscosity and surface tension. The tests are performed at a constant engine speed of 1500 rpm with loads varying from no load to full load at intervals of 25%. As compared to diesel, the engine operation with ionization filter increased brake thermal efficiency and reduced the fuel consumption for both PO and WGO. The increase in brake thermal efficiency is in the order: permanent magnet, electromagnet, and combination of electromagnet and permanent magnet. The magnetic field strength of electromagnet is higher than permanent magnet which tends to increase the ionization of the fuel. When both the magnets are combined, the magnetic field strength further increases resulting in more ionization of the fuel. It is also perceived that magnetic effect reduces the viscosity of the fuel. Regulated emissions, namely unburned hydrocarbons (HC), carbon monoxide (CO), and smoke emissions, reduced, whereas NOx emissions increased with WGO and ionization filter. With pine oil and ionization filter, all the regulated emissions decreased as compared to neat pine oil. The reduction in HC, CO, and smoke emissions was highest for combination of electromagnet and permanent magnet followed by electromagnet and permanent magnet. The study shows that combination of permanent magnet and electromagnet resulted in the best engine performance and emission characteristics.

IF=5.578; International audience; Currently, India imports 84% of its total oil needs and aims to bring that down to 67% by 2022. To aim for this, the hunt for sustainable production of non-toxic, renewable, and low-cost alternative fuel sources is the need of the hour. Azolla microphylla plant which grows on the water surfaces can be a potential feedstock for the production of biodiesel. The oil was extracted from the azolla plant by the solvent extraction method. The biodiesel was produced from the azolla oil through the transesterification process. The azolla biodiesel was blended with the diesel in the ratio of 25:75, 50:50, and 75:25 by volume and tested in a diesel engine at the part and maximum load conditions. The engine characteristics of the azolla biodiesel blends, neat azolla biodiesel, and sole diesel were compared. The result showed that brake thermal efficiency (BTE) was highest for the B25 (25% azolla biodiesel, 75% diesel) blend with a value of 25.9% which was less than sole diesel, whose BTE value was 26.8% at maximum load. The high viscous nature of biodiesel blends results in inferior evaporation and improper air–fuel mixing process. Due to this, the B25 blend gave the least CO, HC, and smoke emissions among the test blends, but slightly higher than that of neat diesel. The NO emission for diesel was 852 ppm, 882 ppm, and it is 806 ppm, 824 ppm for B25 at the part and maximum load respectively. The peak cylinder pressure for diesel and B25 blend was 50.8 bar and 49.4 bar respectively at maximum load.

The ill effects of carbon dioxide on global warming are well known, and the transportation segment is among the major emitter of carbon dioxide (CO2). Use of renewable fuels in diesel engines can reduce the emission as they recycle carbon dioxide. In this context, the present study aims to achieve low carbon emissions from the engine exhaust by blending different fuels having low carbon content. Karanja oil methyl ester was selected as the base fuel and blends of low carbon content vegetable oils namely eucalyptus, camphor, pine, and orange oil were prepared. Methyl ester was also blended with additives like acetone, diethyl ether, and monoethanolamine. The engine was also operated in dual fuel mode with hydrogen and oxyhydrogen. The results reveal that the lowest carbon emissions were observed with hydrogen induction technique.

International audience; There is a need to find suitable substitutes for the petroleum based fuels as the conventional fuels are decreasing in order in recent years. Vegetable oils are attractive as an alternative fuel for diesel engines as they are renewable and can be used in engines without employing any major modifications. The main problems with the use of neat vegetable oils in diesel engines are high smoke levels and relatively low thermal efficiency due to high viscosity and carbon residue as compared to diesel. In this work various methods for improving the performance of rubber seed oil (RSO) fuelled diesel engine are compared and discussed. Dual fuel operation with hydrogen, ethanol and DEE resulted in higher brake thermal efficiency. Oxides of nitrogen (NOx) level are lowest with neat RSO engine operation. It increases about 36% for dual fuel operation with hydrogen and 32% with DEE injection compared to neat RSO. Smoke emission reduces from 6.1 Bosch Smoke Unit (BSU) for neat RSO operation to 3.8 BSU for hydrogen induction, 4 BSU for DEE injection and 3.4 BSU for ethanol injection which is the lowest value compared to all other test fuels. Peak pressure and rate of pressure rise are higher for all the methods as compared to neat RSO operation. Ignition delay is higher for neat RSO operation; it further increases with dual fuel operation with hydrogen, LPG and ethanol. It is concluded that dual fuel operation with hydrogen and DEE is effective in improving the performance of neat rubber seed oil in compression ignition engine operation.

In this experimental study, pine oil is identified as low viscous low cetane (LVLC) fuel for compression ignition engine replacing diesel. Numerous advantages of LVLC fuels include improved combustion due to favorable physical properties than diesel. This leads to reduced hydrocarbon, smoke and carbon monoxide emissions with improved thermal efficiency. However, utilization of pine oil as a drop in fuel is challenging, due to its low cetane index. This leads to higher nitrogen oxide (NOx) emission due to prominent heat release rate. A novel fuel reforming system based on the principle of electrochemical liquid vortex ionization was used with permanent magnet/electromagnet to reduce NOx emission with pine oil as base fuel. Electrochemical liquid vortex ionization system converts the fuel molecules to ions; this leads to enhanced atomization and faster air–fuel mixing process leading to lower ignition delay. A two-cylinder commercial CI engine was used for this experimental study. Performance, emission and combustion characteristics were studied for pine oil with and without ionization system at 3, 6, 9 and 12 kW power output and compared with diesel. According to engine test results, compared to diesel, brake thermal efficiency for pine oil is higher and further improved with ionization system. Emissions like smoke, hydrocarbon, carbon monoxide and carbon dioxide are reduced for pine oil in comparison with diesel and further reduce with the ionization system. Longer ignition delay with pine oil operation leads to higher NOx emission compared to diesel. Nevertheless, the use of magnetic-based fuel reforming system reduces the ignition delay leading to lower NOx emission.

International audience; The current study aims to explore the opportunities of using the high viscous biofuel namely Wheat Germ oil (WGO) in a twin cylinder CI engine. High viscous fuels suffer from improper atomization leading to poor combustion and higher smoke emission. To address this problem, various techniques namely transesterification, fuel ionization and hydrogen induction were studied. WGO was converted to its ester which reduced the viscosity. Fuel ionization increases the vibrational frequency of the molecules, weakens the bonds and converted to ions, which increases the dispersion rate during injection and improves the combustion subsequently. Hydrogen is having faster flame speed and higher calorific value aids in combustion enhancement at its knock limited levels.The twin cylinder tractor engine selected for this experiment runs at a constant speed of 1500 rpm. The engine was run using diesel to achieve the preferred warm-up condition in order to use WGO, which hada cold starting problem. Tests were conducted with wheat germ biodiesel (WGBD), WGO with permanent magnet (PM), electromagnet (EM) and the combination of PM and EM-based fuel ionization system and finally WGO with hydrogen induction rates of 2%, 4.3%, 6.7% and 10.3% at maximum engine load condition. It is observed that all the techniques improved the performance of WGO. Among the techniques tested, hydrogen induction displayed better results in terms of performance and emission characteristics with a slight penalty in NO emission.

In this study, neat castor oil having a high viscosity of 226.2 cSt is taken as a base fuel replacing diesel in a CI engine. To improve the combustion characteristics of NCO, various methods like transesterification, blending with diesel and blending with low viscous biofuel namely pine oil (P) were adopted. Pine oil has viscosity of 1.3 cSt, which is only about 1/3rd compared to diesel fuel. On the contrary, low cetane number of pine oil limits its share ratio (30% by volume) due to engine knocking problems. The merits and demerits of the properties of castor oil and pine oil are mutually balanced causing a NO-smoke tradeoff. For comparison purpose, diesel was blended 30% by volume with NCO. All the tests were done in a single cylinder CI engine with rated power of 5.2 kW at 1500 rpm. Diesel, neat castor oil (NCO), castor oil methyl ester (COME), NCO70 + P30 and NCO70 + D30 were tested to assess the comparative performance, emission and combustion characteristics at different load conditions. NO emission for diesel is 8.2 g/kWh and for NCO and COME it is 5.2 g/kWh and 8.99 g/kWh respectively. The smoke opacity is 57% for diesel and it exceeds 100% for NCO at full load whereas it is 69% for COME. NCO70 + P30 blend increases NO emission to 7.1 g/kWh and reduces smoke opacity to 85% compared to neat castor oil. Very low viscosity and better volatility of pine oil, blending it with NCO improves brake thermal efficiency from 23.73% to 29.07% whereas it is 29.73% and 32.93% for COME and diesel operations respectively. While, COME exhibited better combustion compared to other techniques, considering NO-smoke tradeoff and laborious tranesterification process, NCO70 + P30 is considered optimum since the performance, combustion and emission characteristics approach closer to COME operation.

Use of bio-oils in diesel engines results in increased NOx and smoke and reduced brake thermal efficiency. Dual-fuel engines can use a wide range of fuels mainly alcohols and yet operate with high thermal efficiency and simultaneous reduction of NO and smoke emissions. The present study aims to explore the effect of methanol–waste cooking oil (WCO) dual-fuel mode on performance and emission characteristics in a single cylinder Compression ignition (CI) engine producing 3.7 kW at 1,500 rpm. WCO was injected in the conventional injection system, replacing diesel as pilot fuel. Methanol was fumigated along with intake air using a variable jet carburetor, which was installed in the inlet manifold. The methanol was fumigated, and the energy share was varied for each load till the knock limit. Performance parameters like brake thermal efficiency (BTE) and emission parameters like HC, CO, NO, and smoke emissions were tested for various energy shares of methanol with WCO as a pilot fuel. The results show ...

The present study aims to explore the performance, emission and combustion characteristics of CI engine fuelled with gutter oil/waste cooking oil obtained from vegetarian and non-vegetarian restaurant used for frying french fries (WCO1) and chicken (WCO2) respectively. The engine used for testing is single cylinder CI engine producing 4.4 kW at a constant speed of 1500 rpm. The oils thus obtained are filtered twice to remove any food and other sediments. The waste cooking oil obtained from frying meat have high acidic content, which makes it challenging to convert to biodiesel via transesterification. Hence, Geraniol higher alcohol which is also an acid neutralizer is blended 20% by volume with WCO1 and WCO2 and tested in a CI engine. The experimental results show that brake thermal efficiency (BTE) for WCO1 (29.3%) and WCO2 (28.2%) is less compared to diesel (30.9%). BTE improves with geraniol blending in par with diesel. Geraniol aided in the simultaneous reduction of NO and smoke emission at all the loading conditions. It is evident from the experimental results that WCO with high acid content (WCO2) can also be used in CI engine and its performance is improved with geraniol blending.

The present work aims to utilise second-generation biofuel, namely jatropha oil (JO) and third-generation biofuel, namely waste tire pyrolysis oil (TPO) to replace diesel in a CI engine completely....

Some properties of castor oil such as extremely high viscosity and high water content complicate the use of neat castor oil (NCO) as a fuel for compression ignition engines. The brake thermal efficiency, emission and combustion characteristics of a diesel engine operation compared with neat castor oil is far inferior. However, neat castor oil has an affinity for alcohol because of high Ricinoleic Acid about 89.5% and hence mixes in any proportion without any phase separation and also diesel easily blends with neat castor oil. The blending of bio-ethanol and diesel enhances the combustion of NCO. The present study aims to obtain an optimum ternary fuel blend with neat castor oil-diesel- bio-ethanol, which can be used in small diesel engines. Experimental investigation reveals that the ternary blend of neat castor oil-diesel-bio-ethanol fuel with the volume ratio of NCO40 + D30 + E30 is optimum. At full load, the thermal efficiency of the engine operating with NCO40 + D30 + E30 is 31.25%, which is closer to diesel operation of 32.94% and specific NO emission for NCO40 + D30 + E30 is 6.11 g/kWh, whereas it is 8.17 g/kWh for diesel. NCO40 + D30 + E30 has a smoke emission of 68% opacity, but the smoke level of the base diesel engine is 57% opacity.

This study investigates the biodiesel from Deccan hemp oil and its blends for the purpose of fuelling diesel engine. The performance and emission characteristics of Deccan hemp biodiesel are estimated and compared with diesel fuel. The experimental investigations are carried out with different blends of Deccan hemp biodiesel. Results show that brake thermal efficiency is improved significantly by 4.15% with 50 BDH when compared with diesel fuel. The Deccan hemp biodiesel reduces NOx, HC and CO emission along with a marginal increase in CO2 and smoke emissions with an increase in the biodiesel proportion in the diesel fuel. The improvement in heat release rates shows an increase in the combustion rate with different percentage blends of Deccan hemp biodiesel. From the engine test results, it has been established that 30–50 BDH of Deccan hemp biodiesel can be substituted for diesel.

Alcohols are gaining interest as an alternate biofuel for compression ignition engines because they contain oxygen and are produced using biomass. Since they have lower cetane number, they are suitable for premixed combustion applications. In this investigation, the authors have tried to improve a single cylinder diesel engine’s performance by injecting ethanol into the intake port during the suction stroke. Rubber seed oil (RSO), rubber seed oil methyl ester (RSOME) and diesel are the primary fuels injected directly into the combustion chamber. The injection timing and duration of ethanol injection were optimized for dual fuel operation. The results indicate that increasing ethanol quantity with RSO and RSOME lead to an increase in brake thermal efficiency and reduction in smoke emissions. The maximum brake thermal efficiency achieved at full load is 31%, 29.9% and 29.3% with diesel, RSOME and RSO at ethanol energy shares of 35.2%, 33.5% and 31.6%, respectively. Smoke reduces by 44.26% with RSO, 43.63% with RSOME and 26.47% with diesel at maximum thermal efficiency point. However, HC, CO, and NOx emissions increases with increase in ethanol energy share at all loads. Peak pressure and maximum rate of pressure rise increases with increase in ethanol injection. Combustion duration reduces with ethanol injection, which in turn contributes to a higher heat release rate.

The present study focuses on the reduction of CO2 and NO emission from a single-cylinder compression ignition (CI) engine fuelled with diesel using a selective non-catalytic reduction (SNCR) system. SNCR of NO and CO2 emission is investigated due to its ease in retrofitting to existing vehicles. Four chemical absorbents, namely, succinic acid, anhydrous ammonia, monoethanolamine (MEA), and diethylamine (DEA), were injected downstream of exhaust gas. The absorbents were injected using a mechanical injector and pump unit, which operates at 1500 rpm. The flow rate was optimized and fixed at 1 kg/h for all the absorbents. A separate mixing chamber was developed for increasing the resident time for the reaction between absorbents and exhaust gases, which was placed after the injection unit. The results exhibit that diesel + MEA emitted minimum CO2 and NO emission compared to other absorbents in the SNCR system. The MEA-based SNCR system reduced CO2 and NO emission by 15 and 10%, respectively, in comparison with diesel at 100% load condition. However, while using the SNCR system, slight fuel penalty was observed because of backpressure.

Vegetable oils are receiving a lot of attraction as alternative engine fuels as they are renewable. The main problems with the use of neat vegetable oils in direct injection (DI) diesel engines are higher viscosity and relatively lower thermal efficiency as compared to diesel fuel. In this investigation the cotton seed oil (CSO) has been considered as an alternative fuel for the compression ignition (C.I.) engine. The viscosity of this oil is decreased by blending with diesel and preheating the CSO–diesel blends to reduce the viscosity further. The mixture of varying proportions of cotton seed oil and diesel were prepared and their viscosities at various inlet temperatures were calculated and the performance and emission levels of these mixtures are compared with diesel fuel. The performance of the engine using preheated blends and cottonseed oil were studied using a single cylinder diesel engine. Significant improvement in engine performance is observed with preheated CSO and diesel mixture compared to neat CSO. Test results show that there is a marginal increase in the brake thermal efficiency of the engine, as the fuel inlet temperature of the blend and the amount of diesel in the blend increases. It is increases from 28% to the maximum of 30.5% with preheated CSO and diesel mixture of 40%. The smoke, carbon monoxide (CO) and unburnt hydrocarbons (HC) emissions of the engine is also less with the preheated blends. Smoke emission reduces from 3.9 Bosch smoke unit (BSU) to 3.5 Bosch smoke unit (BSU) which is very close to diesel smoke value of 3.4 BSU. Heat release rates indicated an increase in combustion rate with preheated mixtures. The cylinder peak pressure increases from 70.4 bar to 72.5 bar for optimum preheated mixture (60% CSO and 40% diesel at 343 K). From the engine test results it has been established that 60% of cotton seed oil at 343 K can be substituted for diesel.

A reasonably accurate estimation of gear power loss is desirable to maximize gear performance. The load share by teeth pair, contact stress, sliding speed, elastohydrodynamic film thickness and coefficient of friction are some of the most important contributing factors which determine frictional power losses in gears. This paper presents an improvement concept to minimize the load-related power losses (sliding and rolling power losses), which will lead to an enhancement in gear efficiency by selection of non-standard gears. The tooth thickness at the pitch circle of the pinion and gear is different in non-standard gears (kpπm > 0.5 πm and kgπm pπm = kgπm = 0.5 πm). In this work, the load share-based frictional power loss and the respective mechanical efficiency have been determined for comparative performance of standard and non-standard gears. Finally, the influence of various gear and drive parameters such as gear ratio, pressure angle pinion teeth number and addendum height factor on gear efficiency has also been investigated and the results of the parametric study are discussed.

In the present study, tests were conducted to reduce CO2 emissions from a single-cylinder CI engine using biofuels and an exhaust catalytic carbon capture system (ECCCS) to evaluate CO2 sequestration of biofuels. Karanja oil is a second generation non-edible oil available abundantly in India. A Karanja oil methyl ester (KOME) operated CI engine emits higher CO2 emissions due to the higher carbon content in its structure compared to diesel. Hence, the low carbon biofuel Orange oil (ORG) was blended on an equal volume basis with KOME. The blend reduced CO2 emissions by 27% compared to KOME at 100% load condition. For further enhancement, acetone (A) was blended 20% by volume basis with the KOME-ORG blend. CO2 emissions were reduced by about 30% for KOME-ORG + A20 blend compared to KOME at 100% load condition. Employing ECCCS along with KOME-ORG + A20 blend reduces CO2 emissions further. CO2 emissions are reduced by about 44% for KOME-ORG + A20 + Zeolite and reduced by about 32% for KOME-ORG + A20 + ...

The present work aims to achieve simultaneous reduction of NO and smoke emission using waste tire pyrolysis oil (TPO) a third-generation fuel along with cetane improver namely diglyme (DGE) in a twin cylinder CI engine used in tractors. The solid waste tire disposal is getting much attention due to the environmental and health effects to humans. One of the methods to recycle used tire is to convert it to useful fuel to replace diesel in CI engine. Fuel derived from waste tire has comparable calorific value compared to diesel. TPO possess high viscosity and low cetane index causing improper atomization and increased ignition delay. This property of TPO reduces brake thermal efficiency (BTE) with higher NO and soot emissions. BTE for TPO is reduced by blending cetane improver, namely diglyme which subsequently improves the BTE along with reducing NO and smoke. The tests were conducted at constant speed of 1500 rpm with constant fuel injection pressure and timing. The tests were conducted at various load conditions corresponding to 25, 50, 75 and 100% of maximum brake power (BP). DGE was blended 10 and 20% with TPO on volume basis. NO emission increases from 1413 ppm for diesel to 1565 ppm for TPO and reduces to 1350 and 1235 ppm for TPO + DGE10 and TPO + DGE20 at 100% load. Smoke opacity increases from 62% for diesel to 70% for TPO and reduces to 67 and 63% for TPO + DGE10 and TPO + DGE20. TPO + DGE20 reduces maximum NO and smoke emission but brake thermal efficiency (BTE) is less due to high latent heat of vaporization. Hence, TPO + DGE10 is identified as optimum blend to simultaneously reduce NO and smoke emission with improved performance.

International audience; This investigation mainly focuses on the characteristic study on combustion, performance and emission of gasoline blended with lower order alcohol, i.e. ethanol and higher order alcohol, i.e. benzyl alcohol in the ratio of 10% and 20% by volume of the overall quantity. These two alcohols were blended with gasoline and investigated solely to find the comparison between higher and lower order alcohols and thus to identify the optimum blend based on the performance and emission characteristics. The blends were tested in a commercial two-cylinder 624 cc gasoline engine with multi-point fuel injection (MPFI) system and data acquisition capability. The fuel blends were tested at different loads ranging from 20% to 100% with a step size of 20% in ascending sequence. At full load, higher alcohol blend showed an improvement in brake thermal efficiency (BTE) of 32.8% and 33.2% for Bn10 and Bn20, when compared to neat gasoline 29.77% and BTE of lower alcohol registered a slight improvement in comparison to gasoline, i.e. 30.41% and 31.1% for E10 and E20 respectively. HC emissions were reduced to 70 ppm and 57 ppm for lower and higher alcohol blends respectively, which is lower compared to 88 ppm for gasoline. CO and CO2 emissions were reduced with both lower and higher alcohol blends in comparison with neat gasoline. NOx emissions show a reduction nature with alcohol blends when compared to neat gasoline at all the load conditions. It is perceived that based on the performance, emission and combustion characteristics, higher alcohol namely benzyl alcohol blend with gasoline is optimum.

In the present work, liquefied petroleum gas (LPG) is premixed with air for combustion in a compression ignition engine, along with neat rubber seed oil as the direct injected fuel. The LPG is injected directly into the intake manifold using an electronic gas injector. The variation in the LPG flow rate is from zero to the maximum tolerable value. The engine load was varied from no load to full load at regular intervals of 25% of full load. Experimental results indicate a reduction in thermal efficiency at low loads, followed by a small improvement in the thermal efficiency at 75% and 100% loads. Premixing of LPG prolongs the delay in the ignition with a simultaneous decrease in the duration of combustion. With an increase in the LPG flow rate, the maximum in-cylinder pressure increased at high outputs, whereas it decreased at low outputs. The heat release rate shows that the combustion rate increases with LPG induction. Carbon monoxide (CO) and hydrocarbon (HC) levels reduced at high outputs, whereas at all loads, the oxides of nitrogen (NOx) levels increased. The NOx level at full load increased from 6.9 g/kWh at no LPG induction to 10.36 g/kWh at 47.63% LPG induction. At all loads, the smoke level decreased drastically. The smoke level at full load decreased from 6.1BSU at no LPG induction to 3.9BSU at 47.63% LPG induction.

Considering the present energy demand and industrial growth, finding a potential sustainable energy source is crucial. Among renewable fuels, hydrogen is considered to be the primary choice as it offers substantial benefits over other conventional fuels. Hydrogen can be generated from waste substrates, is cleaner, and has the highest energy density when compared to conventional fuels. Hydrogen production, particularly biological hydrogen production, is believed to be cost-efficient as it can be successfully performed in ambient conditions with easy operational techniques in an environmental-friendly manner. This review summarizes the different routes of biological hydrogen production including biophotolysis, indirect photolysis, dark fermentation, photofermentation, and microbial electrolysis. Further, leading microorganisms involved in biohydrogen production, such as Clostridium spp., Enterobacter spp., Bacillus spp., Escherichia coli, thermophilic lactic acid bacteria, and Klebsiella spp., along with the molecular approaches employed for the enhancement of biohydrogen production are discussed. In addition, a thorough techno-economic analysis of factors involved in the scale-up of hydrogen production is carried out.

Considering the glitches in making commercially realistic fuel, this research article has demonstrated the lipid accumulation in four fast growing, filamentous cyanobacterial strains. On day 26, the lipid content estimated was 6.7, 8.2, 10.2, and 9.4% from Phormidium sp. FW01, Phormidium sp. FW02, Oscillatoria sp. FW01, and Oscillatoria sp. FW02, respectively. Of the photosynthetically active radiation (PAR) tested, 2000 lx was found to higher biomass and lipid at about 1.83 g/L and 12.5%, respectively for Oscillatoria sp. FW01. Of5 °C, 15 °C, 25 °C, 37-40 °C tested, 11.2% lipid was extracted from Oscillatoria sp. FW01 grown at 37-40 °C and pH did not make any changes in biomass and lipid content. The optimized abiotic conditions showed higher polar lipids about 75% in all the tested cyanobacteria and further, Oscillatoria sp. FW01 yielded 57% fatty acid methyl ester, which contains desirable fatty acids C 16:0, C 16:1, C18:1, C18:3 for high quality biodiesel.

The low carbon biofuel (pine oil) derived from the pine tree is endowed with enhanced fuel properties with good octane rating and can be used for SI engine applications. In order to operate pine oil blends with improved fuel efficiency, engine design modification is required. This work investigates the change reflected on the engine characteristics of the port fuelled SI engine due to a thin thermal barrier coating layer formed on the piston crown using the Micro-arc oxidation technique. Furthermore, an endoscopic visualization technique was adopted to compare the combustion flames of uncoated and coated piston engines fuelled with pine oil blends. The coated piston engine fuelled by pine oil blends displayed improved peak in-cylinder pressure and heat release rate. Among the pine oil blends, P20 (20% pine oil + 80% gasoline) blend showed superior engine characteristics at all engine load conditions. The brake thermal efficiency of the coated piston engine fuelled with the P20 blend was improved by 1.8% compared to the uncoated piston fuelled with gasoline. With the P20 blend, the CO, HC emissions were decreased by 8% and 14% respectively and NO emission was increased by 19% for coated piston when compared to gasoline with an uncoated piston engine.

This research work endeavours to study the effect of 2-butoxyethanol blended gasoline on the engine in-cylinder spatial flame propagation, performance, and emission characteristics of a twin-cylinder spark ignition engine at a constant speed of 2400 rpm. The four blends were prepared by adding 1%, 1.5%, 2%, and 2.5% 2-butoxyethanol by volume proportion to the sole gasoline. The visual characteristics of the spatial combustion flame propagation were studied by flame visualization technique using engine endoscope. The captured flame propagation images were analyzed by the combustion diagnostic tool and digital image processing method to compute the flame speed. The results show that the percentage increase in flame speed for 2BE10, 2BE15, 2BE20, and 2BE25 blends is 0.046%, 0.2%, 0.8%, and 1.4% respectively as compared with gasoline. The peak in-cylinder pressure and heat release rate of 2BE25 (97.5% gasoline + 2.5% butoxyethanol) fuel blend is higher by 1.9 bar and 5.06 kJ/m3deg when compared to the sole gasoline whose values are 31.35 bar and 74.322 kJ/m3deg. All the butoxyethanol blends showed a slight improvement in brake thermal efficiency. At full load condition, the CO and HC emissions of 2BE25 blend are decreased by about 15.6% and 9% respectively, whereas NOx emissions of 2BE25 are increased by 10% when compared to that of sole gasoline.

Bioethanol is gaining momentum to be the best suitable replacement fuel for internal combustion engines; since it can be produced from biomass and lesser NOx emissions due its increased latent heat of vaporization. It has high flame speed which helps to complete the combustion quickly in premixed charge compression ignition (PCCI) mode. The focus of this work is to inject bioethanol in the inlet port with varying energy share; subsequently wheat germ oil is injected directly inside the combustion chamber. Experiments were conducted with various injection timing and duration for bioethanol to optimize for PCCI operation. The brake thermal efficiency of the wheat germ oil is lower than the diesel. The operation of bioethanol with wheat germ oil in PCCI mode improves the combustion behaviour and the significant improvement is seen with the emission and performance characteristics. Brake thermal efficiency increase to the maximum of 29.14% with 30% bioethanol energy share which is very closure to the diesel value of 29.78%. NO emission reduces from 813 ppm to 756 ppm with 30% energy share at maximum load. Smoke emission increases from 65% opacity with diesel to 78% opacity with wheat germ oil at maximum load. Addition of bioethanol decreases the smoke emission; it decreases from 78% opacity to 67% opacity with 30% bioethanol share. Addition of diesel improves the cylinder pressure from 62.4 bar to 67.6 bar at maximum load. Ignition delay and combustion duration are reduced with bioethanol addition due to higher flame speed which in turn increases the heat release rate.

The present work focuses on the simultaneous reduction of NO–smoke–CO2 emission in a Karanja oil methyl ester (KOME)-fueled single-cylinder compression ignition engine by using low-carbon biofuel with exhaust after-treatment system. Replacement of KOME for diesel reduced smoke emission by 3% but resulted in increase of NO emission and CO2 emission by 13 and 35% at 100% load condition. In order to reduce CO2 emission, tests were conducted with a blend of KOME and orange seed oil (OSO), a low-carbon fuel on equal volume basis (50–50). At the same operating conditions, compared to KOME, 27% reduction in CO2 emission and 5% reduction in smoke emission were observed. However, a slight increase in NO emission was observed. To achieve simultaneous reduction of NO–smoke–CO2 emissions, three catalysts, namely monoethanolamine, zeolite and activated carbon, were selected for exhaust after-treatment system and tested with optimum KOME–OSO blend. KOME–OSO + zeolite showed a great potential in simultaneous reduction of NO–smoke–CO2 emissions. NO, smoke and CO2 emissions were simultaneously reduced by about 15% for each emission compared to diesel at 100% load condition. The effect of exhaust after-treatment system with KOME–OSO blend on combustion, performance and other emission parameters is discussed in detail in this study. Fourier transform infrared spectrometry analysis and testing were done to identify the absorbance characteristics of zeolite material.

Neat CNSO (cashew nut shell oil) otherwise called as Neat CNSL (cashew nut shell liquid) is capable of running the engine but possesses high viscosity and density. This drawback can be overcome by reducing its viscosity. This can be done by blending with secondary fuels and transesterification of CNSO as well. CNSO was separately blended with oxygenates (diethyl ether and dimethyl carbonate), alcohols (ethanol, methanol and butanol) and vegetable oils (camphor oil, orange peel oil, cottonseed oil and coconut oil) in various proportions by volume. Performance, emission and combustion characteristics were studied by operating the engine with cashew nut shell oil as base fuel blended with diesel and separately with other secondary fuels like oxygenates, alcohols and vegetable oils in various proportions by volume. Results proved that performance of neat CNSO is very low compared to diesel and CNSO methyl ester (CNSOME). Among the various oxygenate, alcohol and vegetable oil blends, DEE30 blend (CNSO70% + Diethyl ether30%), BUTANOL30 blend (CNSO70% + Butanol30%) and CMPRO30 (CNSO70% + Camphor Oil 30%) has given better performance. Brake thermal efficiency increases to the maximum of 29.68% with DEE30 followed by CMPRO30 of 29.1% and BUTANOL30 of 28.4%. Smoke emission is 4.01 BSU for DEE30, 3.91 BSU for both CMPRO30 and BUTANOL30 which is lower compared to neat CNSO and CNSOME.

In this work, the performance analysis of a diesel engine fitted with a porous medium (PM) combustor is investigated. Three different sizes of Silicon carbide (SiC) porous medium such as 10, 20, and 30 Pores Per Inch (PPI) were evaluated. The porous medium was installed into the piston bowl to study the variation in performance, combustion and emission characteristics. Results show that heat recuperation capability of the porous medium leads to an increase in the air/fuel mixture homogenization and helps in reducing Oxides of Nitrogen (NOx). It was noted that at full load with 10 PPI PM, NOx emission significantly reduced by 37% when compared to the base findings. The increasing trend of unburned hydrocarbons, carbon monoxide, and smoke emissions reveals that there is a reduction in combustion pressure, temperature and lack of availability of oxygen inside the PM. Marginal drop-in thermal efficiency is also observed with all PM. Amongst three different PPI porous mediums, 10 PPI SiC ceramic porous medium combustor was found to be superior from the point of performance, combustion and emission characteristics.

This research work investigates the effect of Exhaust Gas Recirculation (EGR) in a CI engine fueled with Grapeseed oil biodiesel derived from winery biomass waste. As the brake thermal efficiency of any biodiesel are generally lesser compared to diesel, fuel modification and design changes in combustion chamber geometry are made to improve the thermal efficiency. The above strategy not only decrease fuel consumption, but also reduces the engine emissions like HC, CO and NO. To further reduce NO emission that is formed due to high combustion pressure and temperature, EGR technique is used at four different rates, 5%, 10%, 15% and 20% and the optimum rate is decided based on NO soot tradeoff. Engine tests were conducted at various loads to study the performance of nanoemulsive grapeseed biodiesel with modified combustion chamber shape. NO emissions were noticed to increase at high loads. Nano blends of grapeseed oil biodiesel injected at 23°bTDC at 5% EGR rate was found to reduce NO emissions from 8.07 g/kWh to 5.5 g/kWh with a slight compromise in smoke. UBHC and BSCO emissions were reasonably reduced at this EGR rate by 20.7% and 6.2% compared to diesel. The novel finding of this investigation is that biomass derived from winery waste could be a viable fuel for CI engines with suitable engine modifications.

The present work give emphasis to investigate the exergy and energy analysis of 20% pomegranate seed oil methyl ester with engine operating parameters modification at thermally coated engine. The present work intends to find the optimum engine operating parameters in ceramic coated diesel engine. The engine was initiated with diesel as a working fuel. Followed by, the conventional engine was allowed to work with pomegranate seed oil methyl ester at standard compression ratio, injection timing and injection pressure. The engine operating conditions were altered in 5.2 kW, 1500 rpm, single cylinder water-cooled direct injection engine. In order to utilize the available heat energy, the combustion chamber components were coated with Yttria Stabilized Zirconia. An attempt has been made to use biodiesel sample at varying compression ratio, injection pressure and injection timing by retarding and advancing the standard condition in both conventional engine and thermal barrier coated engine. The variables determined were energy and exergy prospective of cooling water, combustion, fuel input, performance, shaft work and emission characteristics and second law efficiency. From the results, it was observed that the biodiesel sample showed significant engine characteristics at high compression ratio, injection pressure and injection timing in thermally coated engine. In addition, the aforesaid combination offered a considerable performance in thermodynamic analysis of biodiesel sample in both conventional engine and thermal barrier coated engine. The practice of using pomegranate seed oil methyl ester (B20) with engine operating parameters modification in Yttria Stabilized Zirconia coated engine may be considered as the advantageous approach to achieve better engine characteristics.

Article number: 8; International audience; Utilizing oil extracted from waste engine oil and waste plastics, by pyrolysis, as a fuel for internal combustion engines has been demonstrated to be one of the best available waste management methods. Separate blends of fuel from waste engine oil and waste plastic oil was prepared by mixing with diesel and experimental investigation is conducted to study engine performance, combustion and exhaust emissions. It is observed that carbon monoxide (CO) emission increases by 50% for 50% waste plastic oil (50WPO:50D) and by 58% for 50% waste engine oil (50WEO:50D) at full load as compared to diesel. Unburnt hydrocarbon (HC) emission increases by 16% for 50WPO:50D and by 32% for 50WEO:50D as compared to diesel at maximum load. Smoke is found to decrease at all loading conditions for 50WPO:50D operation, but it is comparatively higher for 50WEO:50D operation. 50WPO:50D operation shows higher brake thermal efficiency for all loads as compared to 50WEO:50D and diesel fuel operation. Exhaust gas temperature is higher at all loads for 50WPO:50D and 50WEO:50D as compared to diesel fuel operation.

This experimental study aims to mitigate harmful emissions from a CI engine using bio-energy with carbon capture and storage (BECCS) approach. The engine used for this experimental work is a single cylinder CI engine with a rated power of 5.2 kW at a constant speed of 1500 rpm. The BECCS approach is a combination of plant-based biofuels and carbon capture and storage (CCS) system. The whole investigation was done in four phases: (1) Substituting diesel with Karanja oil methyl ester (KOME) (2) Equal volume blending of Orange oil (ORG) with KOME (3) 20% blending of n-butanol (B) with KOME-ORG blend (4) CCS system with zeolite based non-selective catalytic reduction (NSCR) and mono ethanolamine (MEA) based selective non-catalytic reduction (SNCR) system with KOME-ORG + B20 blend. The experimental results show that substitution of diesel with KOME reduces smoke emission, but increases NO and CO2 emission. KOME-ORG blend reduces CO2 and smoke emissions with high NO emission due to combustion improvemen...