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When comparing base paths for converting to renewable energy with conventional based routes, electric vehicles (EVs) offer the most efficient and affordable solution for the aforementioned problem. EVs use lithium‐ion batteries to store energy, but these batteries face an array of difficulties, includes poor performance at both high and low temperatures, high temperature electrode life reduction and thermal runaway safety worries. These issues have a direct impact based on performance, dependability, cost, and security of the vehicle. For Lithium‐ion (Li‐ion) battery packs used in Electric Drive Vehicles (EDVs), selecting the best cooling technique and developing an effective cooling control strategy are crucial for enhancing security, increasing the pack's validity, and decreasing expenses. The appropriate range of temperatures for such battery packs range between 15°C and 35°C. Trade‐offs must be regarded when deciding how to cool and creating strategies, including those involving prices, complexity, weight, cooling results, homogeneity of temperature, and parasitic power. The batteries may be fatally destroyed if they overheat due to chemical reactions triggered by the flow of electrons during the charging and discharging operation in hot temperatures. Therefore, numerous thermal management of batteries system types as well as potential for progress are explored in this evaluation study. The Battery Thermal Management Systems (BTMS) for electric vehicles has a lot of room for further research, it is concluded. Temperature regulation of lithium‐ion batteries is challenging due to the weak heat resistance of lithium ions. The internal working temperature significantly affects influence on the functionality and lifespan of lithium‐ion batteries. To guarantee a Li‐ion batteries reliable performance for a given application, battery cell thermal characterization is crucial. Due to the high heat that commonly used Lithium‐ion (Li‐ion) batteries produce during fast charging and discharging, Thermal Management Systems (TMS) are necessary for the operation of electric cars. In this paper, an experimentally verified OHP system is suggested as a module for cooling batteries. [ABSTRACT FROM AUTHOR]

There has been a significant growth in aviation industry due to the increased consumption of aviation fuel which is one of the main sources of anthropogenic CO2 emissions. As a result, using aviation fuels made from renewable resources has drawn a lot of attention. There have been significant attempts made to create renewable fuels as alternatives to petroleum‐based fuels in order to provide a conservative approach for mitigating CO2 emissions from the air transportation sector. Non‐edible oils combined with diesel are preferred as biofuels due to the growing global population and the rising need for edible oils and food crops. Various non edible oils which include candle nut, soap nut, jatropha, groundnut, canola, karanja, mahua, neem, jojoba, rubber seed oil, etc., are employed to produce biofuel. These biodiesels are prepared from the raw oil by a two‐step co‐solvent esterification process. In this study, an attempt is made to compare the important performance parameters of biodiesel blends made from both edible and non‐edible sources. Brake thermal efficiency and brake specific fuel consumption of known biodiesel samples are evaluated based on the reported test results. Emission parameters includes carbon monoxides, carbon di oxides, smoke, and nitrogen oxide emissions are also compared. [ABSTRACT FROM AUTHOR]

In this present work, the impacts of exhaust gas recirculation (EGR) on exhaust emissions of a diesel engine powered with the blending of butanol with mineral diesel under different engine loads were studied. Experimental tests were performed using butanol‐diesel blends on a single cylinder, constant speed, direct injection (DI) unmodified diesel engine at different proportions by vol%. A higher alcohol—Butanol of 10%, 20%, and 30% blended with mineral diesel fuel. Three different EGR rates of 10 to 30% were employed to reduce the oxides of nitrogen (NOx) emissions that prevailed at higher engine loads. Experimental results revealed that by increasing the EGR rates reduces nitrogen oxide emissions by up to 32% at higher loads. Whereas smoke opacity barely raised to an EGR rate of 20%. There was a rise in hydrocarbon (HC) emissions and a slight surge in carbon monoxide (CO) emissions found with butanol‐diesel blends rather than mineral diesel. NOx emissions were decreased by 29% for 70% Diesel + 30% Butanol (Bu30) blend with EGR 30% than mineral diesel fuel. There is an increase in smoke opacity with engine load because of the burning of a higher amount of energy to generate higher brake power. Smoke opacity is decreased to 68.9% using Bu30 than conventional diesel. Overall, it was found that blends of 30% of butanol and 70% of diesel can be employed in existing unmodified diesel engines. [ABSTRACT FROM AUTHOR]

The present study aims on onsite production of hydrogen using electrolysis process in series and using temporary storage to store the gas and induce it at the required flow rate through the inlet manifold in a dual‐fueled engine along with injecting sapodilla oil through the fuel injector. Sapodilla oil biodiesel is prepared via conventional transesterification with standard operating conditions (65°C) reaction temperature, 3 h reaction time, 1.5% by wt. catalyst and 6:1 molar ratio). Diesel, B100 (100% biodiesel), B100 with two sets of hydrogen induction have been tested for its performance and emissions. Through this analysis it was found that the gas emission such as CO, HC, CO2 was greatly reduced compared to the diesel and sapodilla oil when hydrogen was induced but resulted in increase in NOx emission. There was improvement in parameters with increase in hydrogen induction. [ABSTRACT FROM AUTHOR]

This work aims to define the optimum n‐decanol fraction in the inlet port and the corresponding engine load for the better emissions and performance characteristics of a partially premixed charged compression ignition (PCCI) engine by response surface methodology (RSM). The numerical model based on multi‐linear regression was established using experimental data. For this, the influence of various proportions of n‐decanol through intake port including 10%, 20%, 30%, and 40% were experimentally investigated besides the primary injection of neem oil biodiesel in the volumetric ratio of 80% diesel and 20% neem biodiesel, namely NB20. The optimization using RSM is exploited to capitalize the brake thermal efficiency (BTE) and diminish the emissions including oxides of nitrogen (NOx), carbon monoxide (CO) emission, smoke opacity, and hydrocarbon (HC) emission. The n‐decanol fraction in the port injection of 31.43% and the engine load in terms of brake power of 2.950 kW were found to be optimum parameters with the maximum desirability of 0.752. The optimal responses for brake‐specific fuel consumption (BSFC), BTE, CO, HC, smoke, and NOx under these operating conditions were found to be 0.305 kg/kWh, 28.8%, 0.145%, 19.61%, 54.85 ppm, and 837.7 ppm, respectively. Likewise, the correlation coefficient R2 values for BSFC, BTE, CO, HC, smoke and NOx have been found to be 99.85%, 99.95%, 93.58%, 90.32%, 99.97%, and 99.93%, respectively. According to the study's findings, the RSM is a realistic method for calculating and enhancing a diesel engine's emission and performance values operating in PCCI mode and using n‐decanol and NB20 as fuels. [ABSTRACT FROM AUTHOR]