74 Int. J. Exergy, Vol. 41, No.

1, 2023

Energy-exergy-emission-economic performance and

multi-response optimisation of a VCR CI engine using
bio ethanol blended diesel fuel with Al2O3
nanoparticles

Sudhansu S. Mishra
Department of Mechanical Engineering,
Government College of Engineering,
Keonjhar, India
Email: sudhansumishra_fme@gcekjr.ac.in

Taraprasad Mohapatra*
Department of Mechanical Engineering,
C.V. Raman Global University,
Bhubaneswar, India
Email: taraprasad1980@gmail.com
*Corresponding author

Abstract: A variable ratio compression ignition engine is tested experimentally

for different fuel type (diesel, e-diesel and nano fuel), load (4 kg, 8 kg and
12 kg), and compression ratios (14, 16, and 18) to determine its performance
(energy and exergy efficiency), emission (NOx emission), and economic
characteristics (% relative cost). Multiple response optimisation is carried out
using response surface methodology for maximum performance, minimum
emissions and cost. 5.2 kg load, 18 CR, and nano fuel are determined as the
optimal input parameters for attaining maximum energy and exergy efficiency
of 24.8% and 62.9%, minimum NOx emission and % cost variation of
208.4 ppm, and –6.5 respectively.

Keywords: Al2O3 nanoparticles; energy; exergy; economic analysis;

multi-response optimisation; response surface methodology; RSM.

Reference to this paper should be made as follows: Mishra, S.S. and

Mohapatra, T. (2023) ‘Energy-exergy-emission-economic performance and
multi-response optimisation of a VCR CI engine using bio ethanol blended
diesel fuel with Al2O3 nanoparticles’, Int. J. Exergy, Vol. 41, No. 1, pp.74–90.

Biographical notes: Sudhansu S. Mishra is working as an Assistant Professor

in the Department of Mechanical Engineering, Government College of
Engineering, Keonjhar, India. He had completed his BTech from the Biju
Patnaik University of Technology, India in 2005 and MTech from the National
Institute of Fondry and Forge Technology, India in 2013. Currently, he is
continuing his PhD in Mechanical Engineering in the C.V. Raman Global
University, Bhubaneswar, India. His recent research interest includes biofuels
and heat exchanger analysis.

Copyright © 2023 Inderscience Enterprises Ltd.

 Energy-exergy-emission-economic performance 75

Taraprasad Mohapatra is working as an Associate Professor in the Department

of Mechanical Engineering, C.V. Raman Global University, Bhubaneswar,
India. He had completed his BTech and MTech from the Biju Patnaik
University of Technology, India in 2005 and 2011. He had received his PhD
from the International Institute of Information Technology, Bhubaneswar, India
in 2019. His recent research interest includes heat exchanger analysis, solar
thermal applications, and biofuels.

1 Introduction

The production of bioethanol from rice straw is essential for combating the high cost of
fossil fuels and environmental protection. Each year, 205 billion litres of bioethanol, or
about 5% of global consumption, may be produced from rice straw. It was generated at
the highest rate ever from a single biomass source. In India, rice is grown over 420 lakh
hectares of land. In terms of global rice output, India comes in second. 1–1.5 kg of rice
straw are produced for every kilogramme of harvested grain. Typically, waste is
eliminated by burning it on-site. Therefore, rice straw is transformed into bioethanol in
order to address the waste issue without harming the environment.
Many scholars have taken different types of biofuels solely or blended with pilot fuel
and have used the fuel in compression ignition engines. The blends of biodiesel-ethanol
were used in a diesel engine to find the performance of the engine in terms of exergy
efficiency experimentally and by RSM technique (Khoobbakht et al., 2016). Cottonseed
biodiesel was combined with diesel and given the code B20 before being added to the
fuel mixtures used in the trials (Emiroğlu and Şen, 2018). To reduce the effect of cold
start kerosene was added with blend of diesel-cotton seed oil in a diesel engine, which
was also fed with HHO gas (Gad et al., 2020). The principal injected fuel was a
methane-inert gas mixture, with a small amount of diesel fuel serving as an ignitor
(Abdelhameed and Tashima, 2022). Castor oil is used to make biodiesel fuel. For a diesel
engine operating under various engine loads at a speed of 2,000 rpm, nine different test
fuel types were used (Elsharkawy, 2021).
The calorific value, soot-producing capacity, flash point temperature, density, and
cetane number of biofuels or bioethanol are all higher than those of diesel. Due to these
characteristics of biofuel, BTE, BSFC, opacity, NOx, CO, and HC values are all
decreased. In order to lessen the influence of the aforementioned features, nanoparticles
of varying quality and quantity can be added to the base fuel (fossil or biofuels) or fuel
mixes. Compared to ideal diesel, there was a considerable gain in performance and a
decrease in exhaust discharges when Al2O3 and CeO2 were added to diesel.
Concentrations of Al2O3 and CeO varied from 25 to 50 parts per million (Nouri et al.,
2021). In comparison to blends without TiO2 additive, adding TiO2 to waste cooking oil
enhanced engine torque and power, and lowered the BSFC (Örs et al., 2018).
Many authors studied various bio-ethanol blended diesel fuel containing
nanoparticles in CI engines to determine their performance and emission characteristics,
but research using bio ethanol produced from rice straw in CI engines with diesel fuel
and nanoparticles is rare and requires extensive investigation. An analysis of the energy,
exergy, emission and economics of a VCR diesel engine running at variable load and
with a bio-ethanol blended diesel fuel containing Al2O3 nanoparticles reveals
76 S.S. Mishra and T. Mohapatra

insufficiency of research. In order to cover these disparity, the current study performs
several test runs with diesel, e-diesel (85% diesel and 15% bio ethanol), and nano fuel
(85% diesel and 15% bio ethanol with 25 ppm Al2O3 nanoparticles) in a VCR diesel
engine to predict energy efficiency, exergy efficiency, NOx emission, and economic
viability of fuels under varying load and compression ratio (CR) conditions. Multi-
response optimisations are carried out for maximum performance and minimum
emissions from the test engine using response surface methodology (RSM). An economic
analysis of the test engine is also performed based on brake specific fuel consumption,
BSFC in % relative to the current market price of the fuels. The following section covers
performance, emission, economic, and optimisation analysis.

2 Materials and methods

2.1 Test fuels preparation methods

In this study, three types of test fuels are considered: diesel, e-diesel, and nano fuel.
Diesel is the most common diesel fuel on the market and has been collected. Waste rice
straw is used to make bio-ethanol. Both e-diesel and nano fuel are prepared by blending
bioethanol and diesel, with or without the addition of 25 ppm Al2O3 nanoparticles.

Figure 1 Preparation of bio-ethanol from rice straw (see online version for colours)

Table 1 Fuel sample characterisation

Pour Flash Calorific Oxygen

Viscosity Acid Cetane
Density point point value content
(cst) value index
Sl. no. (ASTM D (OC) (OC) (kJ/kg) (%)
(ASTM (ASTM (ASTM
4052) (ASTM (ASTM (ASTM (ASTM
D445) D1293) D13)
D97) D93) D224) D5-291)
Diesel 830 2.6 6 63 45,300 0.07 49 -
Bioethanol 806 1.3 –10 9 27,614 4.0 7 33.7
E-diesel 819.7 2.4 –2.8 53 42,757 1.3 39.5 6.8
Nano fuel 822.2 2.4 –1.0 57 43,341 1.1 41.2 13.0

Waste biomass or rice straw is gathered and delivered to processing facilities. Enzymes
are first used to break down the components of the biomass during the
pre-treatment stage. The biomass is broken down into cellulose, hemicelluloses, and
lignin using steam or water. The liquid is initially acidic in nature. Therefore, a base is
added to balance the PH value. Enzymes carry out a chemical process known as
hydrolysis. The cellulose and hemicellulose chains are split into glucose and xylose,
respectively, by the enzymes working in this process. The mixture is inoculated with
 Energy-exergy-emission-economic performance 77

microbes during the fermentation process, which breaks down the glucose and xylose and
turns it into bioethanol or biofuel. For the entire process, 3 to 5 days are needed.
Distillation, a process for separating lignin residue from liquid, is used to separate the oil
from the lignin. The entire process of preparation of bio-ethanol is shown in Figure 1.
The fuel characterisation [diesel, e-diesel and nanofuel] is shown in Table 1.
Samples of 85% diesel and 15% bioethanol weighed and placed in separate
containers. For an hour and a half, the formed mixtures are stirred in a stirring unit. For
the purposes of this experimental work, the new fuel is referred to as e-diesel.

2.1.1 Nano fuel preparation method

The gamma (ϒ) structured, spherical shaped Al2O3 nanoparticles of (27–40) nm are used
in this study. During preparation of nano fuel, the characterisation of Al2O3 nanoparticles
has been conducted and grain size verified in scanning electron microscope (SEM)
(ZEISS EVO-18-LaB6) and transmission electron microscopy (TEM) (JEOL-JEM 3010).
The characterisation of Al2O3 nanoparticles images are illustrated in Figure 2.

Figure 2 Image of Al2O3 nanoparticles by, (a) SEM (b) TEM (see online version for colours)

(a) (b)

A crucial stage in the current investigation is the mixing of nano-alumina with

diesel-bioethanol fuel. It was made sure that nanoparticles were distributed throughout
diesel fuel in order to lessen the clinker issue. The calorific value of the test fuel is
increased by adding Al2O3 nanoparticles. Using a precision electronic balance, the mass
of the Al2O3 nanoparticles was measured in the test fuel to determine their dosage levels.
To create the nano fuel for the current investigation, 850 ml of diesel and 150 ml of
bioethanol were combined. Then, 25 mg of Al2O3 nanoparticles were added, resulting in
a dosage level of 25 ppm. The fuel can be prepared by one-step or two-step method. In
this experimental work, one step method has been taken. An automatic ultrasonicator
(make: MJL) of capacity 180 watt, set at a frequency of 33 kHz produced a uniform
distribution of Al2O3 nanoparticles in diesel-bioethanol blend at a fixed agitation time of
45 min. A biodegradable mixture (0.1% wt of Al2O3) of polyoxyethylene sorbitan
monooleate/sorbitan monooleate surfactants or zeta potential (ζ) is used to increase the
stability of nano fuel and the test of stability is done by sedimentation, TEM and UV-Vis
spectroscopy. The stability of the mixture was seen in static conditions. After undergoing
a stability test with a 45-minute agitation period, the test fuels were discovered to be
stable for 21 days without any phase separation. The stability of nano fuel after 21 days is
78 S.S. Mishra and T. Mohapatra

shown in Figure 3 tested in sedimentation method. Figure 4 illustrated the TEM and
UV-Vis spectroscopy diagram of the nano fuels. TEM analysis of Al2O3 nanoparticles is
given in Table 2. The image taken by TEM [Figure 4 (a)] shows the distribution of Al2O3
nanoparticles in 85% diesel–15% bioethanol. UV-Vis spectrum graph is plotted in
between absorption and wavelength. From Figure 4(b), maximum value of absorbency
was availed in the wavelength of 236 nm. After reaching the maximum value, the
absorption decreased and later the absorption value is stabled with increasing value of
wavelength.

Figure 3 (a) 100% diesel (b) 85% diesel–15% bioethanol (c) 85% diesel–15% bioethanol–25
ppm Al2O3 (after 21 days) (see online version for colours)

(a) (b) (c)

Figure 4 (a) TEM image (b) Variation in wavelength (see online version for colours)
1.15
236 Abs
1.10
1.05
1.00
0.95
0.90
0.85
Abs

0.80
0.75
0.70
0.65
0.60
0.55
0.50
150 200 250 300 350 400 450 500 550 600
Wavelength (nm)

(a) (b)

2.2 Experimental investigation

2.2.1 Experimental setup
In this experiment, a water cooled single cylinder diesel engine of Kirloskar make,
3.5 kW, 1,500 RPM, with fixed injection timing of 23° bTDC and variable CR of (12:1 to
18:1) is used. The VCR CI engine used in this study is shown in Figure 5 is equipped
with a 5,000 psi piezo sensor for cylinder pressure measurement, a crank angle sensor
 Energy-exergy-emission-economic performance 79

operating at 5,500 rpm with a TDC pulse for measuring angle of crank rotation, an eddy
current dynamometer weighing 0 to 50 kg for measuring load, a diesel tank, a tank for
nano fuel, and an exhaust gas analyser for measuring exhaust emissions. By tilting the
cylinder block, the CR in the test engine is changed. Enginesoft LV1 (data acquisition
system) is used to measure different parameters. For control the speed and load of the
engine, an eddy current dynamometer is coupled with the test engine. Exhaust emission is
measured using a Crypton 290 EN25 gas analyser. The temperature at the inlet and outlet
is measured by an omega K-type thermocouple.

Figure 5 Experimental setup of the VCR CI engine (see online version for colours)

2.2.2 Experimental procedure

The engine is started with diesel fuel and allowed to run for 5 to 10 minutes in order to
reach a steady state. Fuel consumption rates and cylinder pressure with respect to crank
angle are measured from a graduated tube connected in the fuel line to the engine at
various load percentages. An emission recorder was used to record the nitrogen oxide
(NOx) emissions. The various load percentages is governed by the Eddy current
dynamometer.
The same procedures are used to measure fuel consumption rates, cylinder pressures,
various load percentages, and gas emissions for blends of 85% diesel and 15% bioethanol
(e-diesel) and 85% diesel, 15% bioethanol, and 25 ppm Al2O3 (nano fuel). For all fuel
80 S.S. Mishra and T. Mohapatra

types, the calculation process for energy efficiency, energy efficiency, and emission
(NOx) is the same.

2.2.3 Data reduction

2.2.3.1 Energy efficiency
Energy efficiency (Soudagar et al., 2020),
Wshaft
ηenergy = (1)
QE ,input

where Q E ,input = heat input rate, W shaft = shaft work or useful work output rate.
By burning of fuel, the heat energy generated inside the cylinder,
Q E ,input = m f × LHV f , where m f is the fuel mass flow rate (kg/sec) and LHVf is the test
fuel lower calorific value.

2.2.3.2 Exergy efficiency

Exergy efficiency is a measure used to quantify the performance of a system under ideal
or reversible circumstances. It is described for a thermodynamic system as the ratio of
actual thermal efficiency to ideal thermal efficiency. The exergy efficiency is given
below (Nouri et al., 2021)
Au
εE = 1 − (2)
Ef

where Au is the unaccounted availability or destructed exergy, Ef is the exergy of test fuel.
Exergy of test fuel (Ef) is derived as
 h o s h 
E f = 1.0401 + 0.1728 + 0.0432 + 0.2169 1.216901  LHV f  (3)
 c c c c 
where c, h, o and s are the mass fraction of carbon, hydrogen, oxygen and sulphur in the
test fuel respectively.
The exergy of test fuel is converted to other forms of exergy or available works are
useful work availability (As), available energy transferred to circulating water (Ac),
available energy dissipated to atmosphere in terms of exhaust flue gases (Ag) and
unaccounted availability or destructed exergy (Au). So unaccounted availability or
destructed exergy (Au) can be calculated after combine subtraction of useful work
availability (As), circulating water availability (Ac), and exhaust flue gases availability
(Ag) from the exergy of test fuel (Ef).

2.2.3.3 Economic analysis

Economic concerns are a major promoter for the development of low-cost feedstock and
process technology for e-diesel production. Although the total cost of e-diesel production
is heavily influenced by feedstock costs, there are some other factors like the total capital
investment cost, total manufacturing cost, and e-diesel break-even price are considered as
 Energy-exergy-emission-economic performance 81

the main economic criteria. To evaluate the e-diesel production processes, different
researchers used different economic criteria emphasising different points of view. In the
present paper, economic analysis of using diesel, bioethanol (e-diesel) oil, and
nanoparticle blend with diesel in multi fuel mode of operation is carried out using
formula derived in Çakmak and Bilgin (2017) and equation (9), based on the diesel
BSFC, and BSFC in relation to the most recent market fuel prices, economic analysis of
using diesel, e-diesel, and nano fuel is conducted in the current paper.

 Δ©  ©e − Diesel or Nano fuel − © Diesel

© × 100  % = × 100
 Diesel  © Diesel
 X Diesel + X e − Diesel or Nano fuel 
 
 Pe − Diesel or Nano fuel 
⋅ (4)
 PDiesel  Δ bsfc  
=  1+  − 1 × 100
 X Diesel + X e − Diesel or Nano fuel  bsfcDiesel  
 ρe − Diesel or Nano fuel 
 ⋅ 
 ρDiesel 
where © is the cost, X is volumetric ratio, P is the price of test fuel, and ρ is density of
test fuels.

2.2.4 Uncertainty analysis

It is always not possible for finding the accurate and corrected value due to manmade
error and calibration error. The outcomes of experimental works are generally evaluated
from physical quantities and they cannot be evaluated directly. The outcomes depend on
many variables. These variables have some uncertainties generally present in the
measuring equipment and calibration devices. The uncertainties affect the final result. So
uncertainty analysis is a necessary step to get dependable outcomes. In this research work
the uncertainty analysis has done by a numerical equation given in equation (10) (Zhang
et al., 2021)
If outcome ‘R’ is a function of an independent variable v1, v2, v3, …, vn and u1, u2, u3,
…, un are the uncertainties of each independent variable, then cumulative uncertainty (Cu)
is evaluated by
1/ 2
 ∂R 2  ∂R 2  ∂R 2  ∂R  
2
Cu =  u1  +  u2  +  u3  +  +  un   (5)
 ∂v1   ∂v2   ∂v3   ∂vn  
In this study, the cumulative uncertainty for brake power is 0.454%, energy efficiency is
0.61%, exergy efficiency is 0.69%, BSFC is 0.78%, and relative cost variation is 0.51%
respectively are measured for associated dimensionless uncertainty in fuel measurement
of ±0.25 in fuel burette, pressure measurement of 0.05 bar in piezo sensor, crank angle
measurement of 1° in crank angle sensor, temperature measurement of 0.35°C in K-type
thermocouple. The tool used to measure gas emissions provides readings in parts per
million (ppm) as well as percentages, with a measured uncertainty of 0.15% for CO, HC,
and NOx emissions.
82 S.S. Mishra and T. Mohapatra

2.3 Response surface methodology

The performances of CI engines can be enhanced through the application of numerous
optimisation techniques. The performances of CI engine are influenced by a number of
variables, including the load, CR, injection pressure, temperature of the cooling water,
fuel type, and engine cylinder temperature. The performance of the CI engine can be
considerably increased by putting the appropriate optimisation strategies into use. RSM is
a powerful optimisation technique that is mostly used for modelling and analysing
various engineering problems. It is a collection of mathematical and statistical methods
that can be used with any test design where a number of input variables may have an
impact on the performance metric, product quality, or process quality. The RSM
technique is mostly used for developing a polynomial model using input design data in
order to find the optimal solution. The main purpose of RSM technique is to determine
the optimised results for multiple responses; specifically, it finds the best compromise
among the responses rather than optimising individual ones. Secondly, it investigates the
impact of various design parameters on output responses.
The RSM approach forecasts the functional relationship between independent factors
and output responses using the following equation.
y = f ( x1 , x2 , x3 , ) ± e (6)

where y is the response, x1, x2, x3, … are independent variables, and e is the error or noise
factors associated with the experiment.
A second-order polynomial in the RSM of independent variables is used to represent
the function f.
k k k k
y = β0 + 
i =1
βi xi + 
i =1
β ii xi2 +  β x x
i i
ij i j +e (7)

where β is the unknown regression coefficient of the second-order model.

This response data used in the equations is to calculate the regression coefficients for
the RSM model (β). The least-squares approach with the lowest residual error is utilised
to increase the model equations’ accuracy. ANOVA is used to evaluate how well the
model fits and how well it predicts output responses in relation to input parameters.
Design Expert-11 software is used for instigating the RSM method in the current
research. In the current study, the RSM technique is employed to determine the optimal
performance of the VCR CI engine by altering the engine load, CR, and fuel blend.
Dubey et al. (2022), Singh et al. (2019) and Usman et al. (2021) provide additional
information on the RSM. The RSM technique is implemented to determine the factors
affecting the engine performance and emission behaviour. In this investigation Cassia
Tora biodiesel blended with diesel was used in a direct injection diesel engine. The RSM
technique suggested at the injection time of 150 before top dead centre, injection pressure
of 221 bar, at 47% engine load with 40% blend of Cassia Tora oil with diesel will show a
higher efficiency and lower emission (Singh et al., 2019). The diesel engine was run by
the blend of hydroxyl gas with flow rate 0–10 lit/min and diesel. The engine was tested
with load intensity of 15% to 75% of total loading capacity. RSM approach was used to
validate engine performance and emission parameters. The optimisation model suggested
that at flow rate of 8 lit/min (hydroxy gas) and engine load of 41% gives most promising
result (Usman et al., 2021). To use the leftover soybean cooking oil in a direct injection
 Energy-exergy-emission-economic performance 83

compression ignition engine, it was combined with low sulphur diesel. Waste soybean
cooking oil was added to diesel at a rate of 20 to 35 volume percent to create the binary
fuel blend. The EGR range for the experiment was 0 to 15%. RSM approach was used to
validate the outcome (Dubey et al., 2022).
Box-Behnken design is employed in the present RSM analysis because it aids in
determining the best performances by choosing the fewest number of test runs. The
following points are taken into account in the Box-Behnken design:
1 Each independent variable or factor is assigned one of three evenly distributed
values, usually encoded as 1, 0, or +1.
2 The design must be able to fit a quadratic model that includes quadratic terms,
two-element products, linear terms, and intercepts.
3 The total number of runs, N = 2k(k – 1) + cp to be executed during the experiment
should be reasonable relative to the number of coefficients in the quadratic model.
The total number of experiments (N) and central points (cp) required for various
factors (k) should be reasonable.

3 Result and discussion

The engine performances, emissions, and economic characteristics of the VCR CI engine
are examined in this section with regard to a variety of input parameters, and the ideal
values for these parameters are established for maximum energy efficiency, exergy
efficiency, with the least amount of emission (NOx), and the least amount of cost. It
includes statistical analysis; ANOVA analysis, engine performance, emission
characteristics study, and multiple response optimisations (MRO) are described in the
following section in detail.

3.1 Statistical analysis

In statistical analysis, the engine performance likes energy efficiency, exergy efficiency,
emission characteristic (NOx), and cost analysis and are studied and analysed by RSM
regarding CR, load, and different fuel input mode.
Table 6 shows the design of experiments (DOE) that RSM produced in coded format
for analysing output responses related to three input parameters, such as load, CR, and
fuel type. The load intensities for this analysis are taken as 4 kg, 8 kg, and 12 kg. The
CRs are 14, 16, and 18. There are three types of fuels are used for this statistical analysis,
fuel type 1 (diesel), fuel type 2 (e-diesel, i.e., 85% diesel and 15% bioethanol blend), and
fuel type 3 (nano fuel, i.e., 85% diesel and 15% bioethanol blend with 25 ppm Al2O3
nanoparticles). A quadratic model is prepared using the Box-Behnken design of RSM for
three control factors and 15 test runs are performed as mentioned in Table 2. An ANOVA
test is performed as part of the statistical response analysis to check the model suitability
for estimating the output responses.
The R2-value, R2-pred, R2-adj, p-value, F-value, and sufficient precision are predicted
in the current study from ANOVA analysis and ability of the validated model toward
prediction of the output responses is determined. From ANOVA analysis, the R2 value for
energy efficiency, exergy efficiency, NOx emission, and relative cost variation are found
84 S.S. Mishra and T. Mohapatra

out as 99.42%, 99.96%, 99.75% and 99.44%, respectively, which indicates that the RSM
model is well fit and competent in calculating engine performance, emission parameter,
and cost variation. There is a satisfactory agreement between the projected R2 value and
the adjusted R2 value for the responses namely energy efficiency, exergy efficiency, NOx
emission, and % relative cost variation, as the difference between these values is less than
0.2.
Table 2 Design layout for experiment and output responses data

Factor 1 Factor 2 Factor 3 Response 1 Response 2 Response 3 Response 4

Std Run A: load B: comp. Energy Relative
C: fuel Exergy Emission
efficiency cost
kg ratio type efficiency % (NOx) ppm
% variation %
11 1 8 14 3 23.4 61.0 218 12.9
7 2 4 16 3 23.3 61.8 146 –6.5
12 3 8 18 3 25.8 63.2 284 5.9
6 4 12 16 1 27.2 58.4 400 0
9 5 8 14 1 24.4 56.7 208 0
15 6 8 16 2 22.9 55.2 239 10.5
14 7 8 16 2 22.7 55.5 234 10.1
1 8 4 14 2 20.8 53.8 116 3.8
3 9 4 18 2 22.7 56.0 182 –3.5
2 10 12 14 2 23.0 54.9 352 15.9
5 11 4 16 1 24.3 57.5 139 0
13 12 8 16 2 22.9 55.3 244 11.0
10 13 8 18 1 27.3 58.7 267 0
4 14 12 18 2 25.2 56.8 444 16.2
8 15 12 16 3 25.7 63.0 421 21.0

The signal to noise ratio (S/N), which is a measure of adequate precision in RSM, should
always be larger than 4. In this study, the values of adequate precision for energy
efficiency, exergy efficiency, emission (NOx), and relative cost variation are 34.5,
113.17, 47.08, and 34.26 respectively, indicating the good adequacy of all RSM models
in predicting the output parameters.
The relevance of the RSM model and other model terms in statistical ANOVA
analysis is determined by the p-value and F-value. When the p-value is less than 0.05, the
RSM model or its terms are considered significant. The statistical significance of the
anticipated RSM model and model terms increases with decreasing p-value. For the
current study, 95% confidence, 5% error, and 0.05 level of significance (α) were used.
F-distribution or F-statistical formula is used for finding out the F-value. The F-value can
be calculated from the ratio of mean square treatment, MST to mean square error, MSE.
The formula gives the ratio of the explained and unexplained variances. During statistical
analysis, the F-value greater than one and P-value is less than 0.05 are required, else the
predicted model is treated as insignificant.
The value of F-critical is found from the F-distribution table by using Fcritical = Fα(k–1,
N–k) where, α = significance level, k = sample number, and N = number of numerical data.
 Energy-exergy-emission-economic performance 85

The significance of the model is tested for F-statistical is more than F-critical. The value
of F-critical for all models has been determined by Design Expert-11 analytical software
to be 1. The calculated F-values for energy efficiency, exergy efficiency, emission
(NOx), and relative cost variation are 94.76, 1,412.84, 224.79, and 98.26 respectively are
observed greater than one, which indicates the formulated models are significant. The
probability value or p-value of formulated RSM models for predicting energy efficiency,
exergy efficiency, emission (NOx), and relative cost variation is less than 0.0001 and for
opacity is equal to 0.0002. The models developed by RSM are significant and competent
enough to ascertain the performance and emission characteristics for the test engine
because the calculated F-values in this statistical analysis are larger than 1 and p-values
are less than 0.05.
The quadratic polynomial regression model formulated and coefficients of various
model terms of the equations determined by the analytical software concerning input test
parameters with output responses are represented in equations (8)–(11) as a function of
load, L, CR, and fuel type, FT.
Energy efficiency = 28.29 + 0.214 L − 0.375CR − 8.54 FT
+0.01( L × CR ) − 0.026( L × FT ) − 0.062(CR × FT ) (8)
−0.001 ⋅ L + 0.031 ⋅ CR + 2.28 ⋅ FT
2 2 2

Exergy efficiency = 55.55 + 0.094 L + 1.19CR − 16.96 FT

−0.01( L × CR ) + 0.016( L × FT ) + 0.021(CR × FT ) (9)
+0.01L − 0.02CR + 4.67 FT
2 2 2

NOx emission = 51.75 − 15.81L + 0.437CR − 30.62 FT

+0.81( L × CR ) + 0.875( L × FT ) + 0.875(CR × FT ) (10)
+2.08 L + 0.281CR + 4.12 FT
2 2 2

% relative cost variation = −39.79 − 3.63L + 4.41CR + 24.95 FT + 0.24( L × CR )

+1.72( L × FT ) + 0.865(CR × FT ) − 0.112 L2 (11)
−0.171CR − 5.18 FT
2 2

3.2 Effect of input parameters on performances

The effect of input parameters on energy efficiency, exergy efficiency, NOx emission,
and % relative cost variation are shown in Figures 6 to 9, respectively. The results of the
current study are presented in a certain combination of control factors of L-CR, L-fuel
type, and CR-fuel type by 3D surface graphs as well as in bar graphs as shown in
Figures 7 to 10. The highlights of the following results are listed below:

3.2.1 Effect of input parameters on energy efficiency

Figures 6(a) and 6(b) shows the impact of load, CR, and fuel type on energy efficiency.
At the highest level (+1) of load, i.e., 12 kg, the highest level (+1) of CR, i.e., 18, and the
lowest level (1) of fuel type, i.e., 1, or diesel fuel, the maximum energy efficiency is
attained. The same result is also confirmed in Figure 6(c). For all test runs, an increment
in the energy efficiency is observed in respect to rise in the load and CR. The cylinder
pressure and temperature inside the combustion chamber are often improved with
86 S.S. Mishra and T. Mohapatra

increase in load and CR, ensures clean combustion and improves the energy efficiency of
the test engine. In regard to fuel type, it is found that fuel type 1, i.e., diesel fuel has the
highest energy efficiency than other types of fuel. However, the energy efficiency of fuel
type 3 (85% diesel+15% bioethanol+ 25 ppm Al2O3 nanoparticles) is higher compared to
fuel type 2 (e-diesel) at all load conditions. This is because the added Al2O3 nanoparticles
in e-diesel acts as a catalyst during combustion, enhances the oxidation rate and leads to
improved volumetric efficiency (Metwally et al., 2019). Due to added Al2O3
nanoparticles, the chemical reaction got amplified as well as ensures a greater surface
area and reactive surfaces (Krupakaran et al., 2016). Addition of Al2O3 nanoparticles also
lowers the ignition delay during combustion due to its high thermal conductivity (Saxena
et al., 2019).

Figure 6 Effect of load, CR, and fuel type on energy efficiency (see online version for colours)
CR:14 CR:18
32 32
4kg Load 4kg Load
8kg Load 8kg Load
30 12kg Load 30 12kg Load
29.1

E n e rg y E ffic ie n c y , %

E n e rg y E ffic ie n c y , %
28 28 27.4
26.9 27.1

25.9
26 25.5 26
24.5 24.6
24.3 24.2
24 23.5 24
23.1 23.3
23
22.6 22.6 22.7

22 21.8 22

20 20
1 2 3 1 2 3
Fuel Type Fuel Type

(a) (b) (c)

3.2.2 Effect of input parameters on exergy efficiency

The effect of load, CR and fuel type on exergy efficiency is illustrated in Figures 7(a) and
7(b). It is observed that the maximum exergy efficiency is attained at the highest level
(+1) of load, CR, and fuel type, i.e., 12 kg, 18, and fuel type 3 (nano fuel) respectively.
The same result is also confirmed in Figure 7(c). The exergy efficiency increases with
increment in load and CR, as higher CR results lower exergy destruction. Once CRs are
raised, useful power becomes more readily available due to higher combustion
temperatures and pressures. Lowest exergy efficiency has been observed for e-diesel
among all fuel type is due to the addition of bioethanol lowers the heating value of the
blend, resulting in a decrease in exergy efficiency.

3.2.3 Effect of input parameters on NOx emission

Figures 8(a) and 8(b) shows the effect of variation in load, CR, and fuel type affect NOx
emissions. It is noticed that at the lowest value (1) of load, CR, and fuel type, i.e., 4 kg,
14, and diesel fuel, the lowest NOx emission achieved. The same result is also confirmed
in Figure 8(c). However, the changes in NOx emission in regard to fuel type is negligible
as observed. Figures 8(a), 8(b) and 8(c) shows that NOx emission increases with
increasing in load and CR. This is because the higher cylinder temperature and pressure
inside combustion chamber in regard to rise in load and CR emit more NOx.
 Energy-exergy-emission-economic performance 87

Figure 7 Effect of load, CR, and fuel type on exergy efficiency (see online version for colours)
CR:14 CR:18
4kg Load 4kg Load
60 8kg Load 60 8kg Load
12kg Load 12kg Load

E x e rg y e ffic ie n c y ,%

E x e rg y e ffic ie n c y ,%
57.5
56.8
57 57 56.4
55.9 56
55.3 55.1
54.8 54.7
53.8
54 53.5
53.1
54

51.05
51 51
49.2
48.6 48.3
47.9
48 47.1
48

45 45
1 2 3 1 2 3
Fuel Type Fuel Type

(a) (b) (c)

Figure 8 Effect of load, CR, and fuel type on NOx emission (see online version for colours)
CR:14 CR:18
600 600
4kg Load 4kg Load
550 8kg Load 550 8kg Load
12kg Load 12kg Load
500 500

N O x E m is s io n ,p p m

N O x E m is s io n ,p p m
444
450 450 422
434

400 400
344 352 349
350 350
300 300 281 276
267
250 250
208 213 210
200 200 173 182 179

150 150
113 116 114
100 100
1 2 3 1 2 3
Fuel Type Fuel Type

(a) (b) (c)

Figure 9 Effect of load, CR, and fuel type on % relative cost variation (see online version
for colours)
CR:14 CR:18
45 45
4kg Load 4kg Load
40 8kg Load 40 8kg Load
R e la tiv e C o s t V a ria tio n ,%

12kg Load 12kg Load

R e la tiv e C o s t V a ria tio n ,%

35 32.3 35
30 30

25 25
20.3 20.2
20 20
15.1
15 15 12.1
11.5 11.3
10
10 10 7.7
6.2 6.9
5 5 3.9
0 0 0 0 0 0
0 0
-5 -5
1 2 3 1 2 3
Fuel Type Fuel Type

(a) (b) (c)

3.2.4 Effect of input parameters on % relative cost variation

The effect of load, CR and fuel type on % relative cost variation is illustrated in
Figures 9(a) and 9(b). It is observed that the minimum relative cost is found at the lowest
value (1) of load, i.e., 4 kg, highest value (+1) of CR, i.e., 18, and highest value (+1) of
fuel type 3, i.e., nano fuel compared to fuel type 2, i.e., e-diesel. The same result is also
confirmed in Figure 9(c). In this the study, % relative cost of fuel types 1 and 2 are
88 S.S. Mishra and T. Mohapatra

calculated with respect to the fuel type 1, i.e., diesel fuel. % relative cost variation
increases with increase in load and decreases with increase in CR.

3.3 Multiple response optimisation

A test engine has several operational characteristics generally measured in terms of
performance, emission, combustion, etc. Higher performance and lower emissions are the
two different quality responses always expected from the test engine. So, overall
optimisation of these quality responses are required to be conducted as both are opposing
in nature. A multiple responses optimisation technique essentially helps in performing
this synchronised overall optimisation for maximum energy efficiency, and exergy
efficiency at the same time minimum emission (NOx) and the minimum cost concerning
the optimum value of input parameters. Several methods have been adopted (Agrawal
et al., 2019; Das et al., 2021) by researchers to perform the same. However, the method
adopted in the literature (Agrawal et al., 2019) using the desirability function, D is used
in this study for overall optimisation of the test engine.
It is found out from the multi response optimisation analysis that at 18 CR, 5.25 kg,
and nano fuel, the maximum energy efficiency of 24.85% and exergy efficiency of
62.97%, as well as minimum NOx emission of 208.45 ppm and % cost variation of –6.59
rupees are attained for the test engine for combined desirability of 94.55%.

4 Conclusions

The approach of using bioethanol extracted from waste rice straw and Al2O3
nanoparticles in a variable CR engine is tested experimentally to predict its performances,
emission, and economic characteristics. Regardless of load or CR, switching from diesel
to e-diesel or nano fuel decreases energy and exergy efficiency, increases NOx emissions,
and % relative cost. This is because adding bioethanol with a lower cetane number and
calorific value to e-diesel and nano fuel lowers power production and available energy
while also increasing emissions and fuel consumption. Afterward multiple engine output
responses have been optimised and the optimum value of control parameters was
determined using the RSM technique. The optimised performance for the test engine are
found out to be 24.85% of energy efficiency, 62.97% of energy efficiency, 208.45 ppm of
NOx emission, and –6.59% of cost variation at optimal input parameters of 5.25 kg load,
18 CR, and nano fuel.

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