Search Results for diesel-engine

Abstract

This study establishes a risk aware, multi objective methodology to select diesel plastic fuel α-terpineol blends that deliver robust engine performance across operating loads in a common rail direct injection diesel engine. Heterogeneous responses brake thermal efficiency, brake specific fuel consumption, oxides of nitrogen, carbon monoxide, hydrocarbons, smoke, and exhaust gas temperature are mapped to a unitless desirability scale and aggregated by load. Conditional Value at Risk across loads then prioritizes worst case behavior. By Conditional Value at Risk at level 0.20, the ranking is: diesel 0.242, diesel plastic fuel with 15% α-terpineol 0.197, 10% α-terpineol is 0.177, 5% α-terpineol is 0.157, diesel plastic fuel is 0.141, waste plastic fuel is 0.081. Relative to neat diesel plastic fuel, worst-case performance improves by 11% at 5% α-terpineol, 26% at 10% α-terpineol, and 40% at 15% α-terpineol, with the 100% load consistently governing the tail. Average brake specific fuel consumption decreases from 0.4553 to 0.4217 kg/kWh at 15% α-terpineol, average exhaust gas temperature falls from 321.4 to 293.0°C. Duty map mean oxides of nitrogen reduce from 512 to 474 ppm, hydrocarbons fall from 42.67 to 35.73 ppm. At full load, carbon monoxide declines from 0.52 to 0.46 %vol., and smoke opacity decreases from 52.28 to 49.71%. Within the tested window, 15% α-terpineol in diesel plastic fuel is the risk aware first choice, with 10% α-terpineol a near optimal alternative. The methodology remains stable under risk aversion and weighting changes at high-load calibration.