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Homogeneous charge compression ignition (HCCI) engine is an advanced combustion method to use alternate fuel with higher fuel economy and, reduce NOX and soot emissions. This paper aims to investigate the influence of ethanol fraction (ethanol plus gasoline) on dual fuel HCCI engine performance.

In this study, the existing CI engine is modified into dual fuel HCCI engine by attaching the carburetor to the inlet manifold for the supply of ethanol blend (E40/E60/E80/E100). The mixture of ethanol blend and the air is ignited by diesel through a fuel injector into the combustion chamber at the end of the compression stroke. The experiments are conducted for high load conditions on the engine i.e. 2.8 kW and 3.5 kW maximum output power for 1,500 constant rpm.

It is noticed from the experimental results that, with an increase of ethanol in the blends, ignition delay (ID) increases and the start of combustion is retarded. It is noticed that E100 shows the highest ID and low in-cylinder pressure; however, E40 shows the lowest ID compared to higher fractions of ethanol blends. An increase in ethanol proportion reduces NOX and smoke opacity but, HC and CO emissions increase compared to pure diesel mode engine. E100 plus diesel dual-fuel HCCI engine shows the highest brake thermal efficiency compared to remaining ethanol blends and baseline diesel engine.

This experimental study concluded that E100 plus diesel and E80 plus diesel gave optimum dual fuel HCCI engine performance for 2.8 kW and 3.5 kW rated power, respectively.

The purpose of this study is to assess the performance of fuel blends containing ethanol and gasoline in spark ignition engines. The aim is to explore alternative fuels that can enhance performance while minimizing or eliminating adverse environmental impacts, particularly in the context of limited fossil fuel availability and the need for sustainable alternatives.

The authors used the Ricardo Wave software to evaluate the performance of fuel blends with varying ethanol content (represented as E0, E10, E25, E40, E55, E70, E85 and E100) in comparison to gasoline. The assessment involved different composition percentages and was conducted at various engine speeds (1,500, 3,000, 4,500 and 6,000 rpm). This methodology aims to provide a comprehensive understanding of how different ethanol-gasoline blends perform under different conditions.

The study found that, across all fuel blends, the highest brake power (BP) and the highest brake-specific fuel consumption (BSFC) were observed at 6,000 rpm. Additionally, it was noted that the presence of ethanol in gasoline fuel blends has the potential to increase both the BP and BSFC. These findings suggest that ethanol can positively impact the performance of spark-ignition engines, highlighting its potential as an alternative fuel.

This research contributes to the ongoing efforts in the automotive industry to find sustainable alternative fuels. The use of Ricardo Wave software for performance assessment and the comprehensive exploration of various ethanol-gasoline blends at different engine speeds add to the originality of the study. The emphasis on the potential of ethanol to enhance engine performance provides valuable insights for motor vehicle manufacturers and researchers working on alternative fuel solutions.

Automobiles have always been a major cause of air pollution. The vehicular emission contains several harmful pollutants that affect the surroundings and living beings. Mild CO exposure leads to headaches or unconsciousness. CO is also responsible for the global warming as well. CO is mainly generated in the IC engine due to incomplete combustion of the fuel. The purpose of this paper is to implement a CO absorption mechanism inside the exhaust pipe of vehicle.

In this research work the single cylinder four stroke spark-ignition engine is intended to run on petroleum and petroleum blended fuels. A new post-combustion emission control device called cobalt scrubber is employed to reduce the emission of CO during idling which absorb and later release it under transient conditions.

The emission of CO when the engine runs at petroleum is reduced from 6.24 to 3.02 per cent. Methanol 40 per cent+petrol 60 per cent gives a better emission result of 0.98 per cent of CO emission. So, the authors can implement the cobalt scrubber in automobiles to avoid CO emission during idling.

The scrubber clearly overcomes the drawbacks of the existing control techniques. The cobalt scrubber is a cheap, non-radioactive. It can be employed in any kind of vehicle irrespective of its engine.

The use of the scrubber design presented in this article, effectively reduces the emission of CO.

Accountants have long sought methods by which the concept of risk can be communicated through financial statements. Traditionally, certain financial ratios such as the current ratio and leverage ratios have been used for this purpose. Other information cues such as the variability of accounting earnings and asset size have also been employed as proxies for an entity's riskiness. Research suggests that these accounting numbers have an implicit, if not explicit, impact upon the risk expectations of financial analysts and securities markets (see, for example, Beaver, Kettler and Scholes [1970]; Eskew [1979]; Elgers [1980]; Farrelly, Ferris and Reichenstein [1985]).

To subcontract or not to subcontract — it's a question that's been discussed for years. Some swear by own labour as this appears to give them more control over the job. Others use own labour and call in contractors for one‐off jobs and especially for the annual shut‐down cleans. By K. J. Norman of Servisystem Limited.

Since Hayek’s pioneering work in the 1930s, the Austrian business cycle theory (ABCT) has been presented as a disequilibrium theory populated by less-than-perfectly rational agents. In contrast, we maintain that (1) the Austrian business cycle theory is consistent with rational expectations and (2) the post-boom adjustment process can be understood in an equilibrium framework. Hence, we offer a new interpretation of the existing theory. In doing so, we also address concerns raised with Garrison’s (2001) diagrammatic approach, wherein the economy moves beyond the production possibilities frontier. Our interpretation might accurately be described as a monetary disequilibrium approach grounded in an implicit general equilibrium framework with positive costs of reallocation.

Lester and Wolff (2013) find little empirical support for the Austrian business cycle theory. According to their analysis, an unexpected monetary shock does not alter the structure of production in a way consistent with the Austrian view. Rather than increasing production in early and late stages relative to middle stages, they find the opposite – a positive monetary shock typically decreases production in early and late stages relative to middle stages. We argue that the measures of production and prices employed by Lester and Wolff (2013) are constructed in such a way that makes them inappropriate for assessing the empirical relevance of the Austrian business cycle theory’s unique features. After describing how these measures are constructed and why using ratios of stages is problematic, we use a structural vector autoregression to consider the effects of a monetary shock on each stage of the production process. We show that, with a clearer understanding of what is actually being measured by the stage of process data, the results are consistent with (but not exclusive to) the Austrian view.

This chapter elaborates the concept of Structural Equation Modelling (SEM) and further validates the model for the sustainability of financial innovation using factors of e-payment system, adoption intention, trust and sustainability, and finally derives a model for the sustainability of the financial innovation using SEM. The chapter also presents Sustainability of E-payment System on Customer Perspective (SEPSCP) through segmentation approach.