PERFORMANCE EVALUATION OF A LOW HEAT REJECTION CI ENGINE...

International J.of Multi.displ.Research & Advcs in Engg. (IJMRAE),

ISSN 0975-7074, Vol.1, No. I, November 2009, pp 53-70

PERFORMANCE EVALUATION OF A LOW HEAT

REJECTION CI ENGINE USING VEGETABLE OILS

SUDHEER B.P.K, MURTHY V.S.S, KALYANI K.RADHA,

ANJANEYA PRASAD.B, RAMJEE. E, NAGA PRASAD CH.S,

K.V.K. REDDY AND RAJAGOPAL.K

Abstract

Rapid depletion of conventional energy sources along with increasing demand for energy is a matter

of serious concern. The fact that petroleum based fuels will neither be available in sufficient quantities

nor at reasonable price in future has revived interest in exploring alternate fuels for diesel engines.

Only non-edible vegetable oils can be seriously considered as fuels for engines as the edible oils are in

great demand and are far too expensive as fuels. Gum formation, filter clogging, carbon deposits at the

nozzle tips, higher exhaust emissions due to high exhaust temperatures are some of the problems

associated with these oils. Using of vegetable oils in low heat rejection engines is the only solution to

overcome problems of these oils. The high in cylinder temperature of these engines reduces the

ignition delay and aids combustion. The use of vegetable oils in the LHR engine reduces HC, CO and

smoke emissions. It is planned to carry out suitable modification on the existing engine by insulating

piston, cylinder liner, and cylinder head with an intention to improve the performance of the engine

and to reduce emissions. Initially modifications are carried out by employing PSZ coated cylinder

head and liner on the engine. Then different levels of insulation are applied by changing different

pistons. The LHR engine configuration which gave the best performance is used for the subsequent

investigations. Varieties of locally available vegetable oils are tried with a view to identify the best

one in terms of efficiency and emissions. Volumetric efficiency drop due to high temperature

environment is the main problem associated with LHR engines. Hence, experiments are conducted

with supercharging to compensate the volumetric efficiency drop. Break thermal efficiency of thumba

Indian Journal of Science and Technology Vol.2 No.10 (Oct 2009) ISSN: 0974- 6846

Research article “Characteristics of castor oil as biofuel” Naga Prasad et al. Indian Society for Education and Environment (iSee) http://www.indjst.org Indian J.Sci.Technol.

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Performance and emission characteristics of a diesel engine with castor oil Ch .S. Naga Prasad1 , K. Vijaya Kumar Reddy1, B.S.P. Kumar1, E. Ramjee1, O.D. Hebbel2 and M.C. Nivendgi2

1Dept. of Mech. Engg., JNTU College of Engg., Hyderabad-85; 2PDA College of Engg., Gulburga, Karnataka, India. [email protected]

Abstract: Bio-diesel is one of the most promising alternatives for diesel needs. Use of edible oil may create shortage of oil seeds for daily food, which necessitates identification of new kinds of non-edible vegetable oil. With this objective, the present work has focused on the performance of castor non-edible vegetable oil and its blend with diesel on a single cylinder, 4 stroke, naturally aspirated, direct injection, water cooled, eddy current dynamometer Kirloskar Diesel Engine at 1500 rpm for variable loads. Initially, castor neat oil and their blends were chosen. The physical and chemical properties of Castor oil were determined. In general, viscosity of neat vegetable oil is high, which can be reduced through blending with diesel and heating them. The heating temperature of the blends increases with the increase in the percentage of neat oils with diesel ranging from 700C to 1200C before entering into the combustion chamber. The suitability of neat Castor oil and their blends are evaluated through experimentation. The performance and emission characteristics of engine are determined using Castor neat oil and their blends with diesel. These results are compared to those of pure diesel. These results are again compared to the other results of neat oils and their blends available in the literature for validation. By analyzing the graphs, it was observed that the performance characteristics are reduced and emission characteristics are increased at the rated load compared to those of diesel. This is mainly due to lower calorific value, high viscosity and delayed combustion process. From the critical analysis of graphs, it can be observed that 25% of neat Castor oil mixed with 75% of diesel is the best suited blend for Diesel engine without heating and without any engine modifications. It is concluded that castor non-edible oil can be used as an alternate to diesel, which is of low cost. This usage of neat bio-diesel has a great impact in reducing the dependency of India on oil imports. Keywords: Castor oil, alternate fuel, biofuel, emissions, non edible oils, performance characteristics. Introduction

The consumption of diesel fuels in India was 28.30 million tones which was 43.2% of the consumption of petroleum products. This requirement was met by importing crude petroleum as well as petroleum products. The import bill on these items was 17,838 crores. With the expected growth rate of diesel consumption of more than 14% per annum, shrinking crude oil reserves and limited refining capacity, India will be heavily dependent on imports of crude petroleum and petroleum products.

From the standpoint of preserving the global environment and to sustain from the large imports of crude petroleum & petroleum products from Gulf

countries, alternate diesel fuel is the need of the hour. The idea of using vegetable oils as a fuel for diesel engines is not a new one. Rudolph Diesel used peanut oil to fuel in his engine at Paris Exposition of 1900.However, despite the technical feasibility, vegetable oil as fuel could not get acceptance, as they were more expensive than petroleum fuels. Later the various factors as stated earlier, created renewed interest of researchers in vegetable oil as substitute fuel for diesel engines. In recent years systematic efforts have been made by several researchers (Rakopoulos et al.,1992; Humke et al.,1995; Barsic et al.,1996; Hemmer Lien et al.,1997; Michel et al., 1998; Vellguth et al.,1998; Reddy, 2000; Agarwal et al., 2001; Altin et al., 2001; Herchel et al., 2001; De Almedia et al., 2002) to use vegetable oils such as sunflower, safflower, peanut oil, soybean oil, rapeseed oil, rice bran oil, Jatropha, pongamia, coconut oil etc. and their derivatives, in the place of diesel in C.I. engines and proved useful as alternate fuel. As many of them are edible, their usage may create shortage of oil seeds for daily food, which necessitates identification of new kinds of non-edible vegetable oil. The recent upward trend in oil prices due to uncertainties in supply of petroleum products scarcity and ultimately depletion has a great impact on Indian economy and the Nation has to look for alternatives to sustain the growth rate.

Testing of diesel engines with neat vegetable oils as diesel blend over preheating improved the performance and reduced the emissions comparatively (Pramanik et al., 2003, Ramdas et al., 2005). It also reduced the filter clogging and ensured smooth flow of oil. Some of the researchers (Hebbal et al., 2006; Choudhury et al., 2007) conducted experiments on diesel engine using non-edible vegetable oil as alternate fuels and found maximum brake thermal efficiency and BSFC. The uses of biodiesel

(Avinash Kumar Agarwal et al., 2008) in conventional diesel engines resulted substantial reduction in emission of unburned hydrocarbons, carbon monoxide and particulate. The neat biodiesel can be converted into methyl esters of biodiesel using transestrification process. Methyl and ethyl esters of Karanja oil (Baiju et al., 2009) can also be used as a fuel in compression ignition engine without any engine modification.

From above stated factors it is evident that identification and testing of new non edible oils on diesel engine is of great importance. In the present investigation Castor oil, non-edible vegetable oil is selected for the test and its suitability as an alternate fuel is examined. This is accomplished by blending of Castor oil with diesel in 25/75%, 50/50%, 75/25%, 100/0% on volume basis; further these blends are heated to reduce viscosity equal to that of diesel. Then the following investigations are carried out:



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• The effect of blending Castor oil with diesel on viscosity.

• The effect of temperature on viscosity of various Castor oil and diesel blends and the temperature at which the

viscosity of blends equal to that of diesel at 300C.

• The performance and emission characteristics of diesel engine using various blends and compare the results with that of diesel.

• Further for ascertaining the validity of the results obtained, the performance and emission characteristics of neat Castor oil are compared with the results available in the literature for similar work.

Characterization of castor oil Properties of Castor oil

Castor oil is non-volatile fatty oil taken from beans of the plants. It ranges in color from colorless to greenish. It has two derivatives such as blown castor and hydrogenated oil. Castor oil used in textiles, paints, varnishes, plastics, cosmetics, fibers, hair oils and drying oils. It is also used for traditional and medical treatment purposes. Table 1 shows the comparison of properties of castor oil with diesel. Effect of dilution on viscosity of castor oil and diesel blends

Linseed oil and diesel are blended in 0/100%, 25/75%, 50/50%,75/25%,100/0% on volume basis and the mixture is stirred well to get homogenous stable mixture .Variation of density, viscosity, and percentage reduction in viscosity of blends at 300C are shown in Table 2. The density and viscosity of blends reduces with increases in percentage of diesel in blend. The blend

containing 75% of diesel has density and viscosity close to that of diesel. Effect of temperature on viscosity of caster oil and diesel blends

Fig.2 shows the variation of viscosity of blends with temperature. The viscosity of blends deceases with increase in temperature. Blend containing 75 % diesel have viscosity close to diesel at 300C and does not require heating.

However blends containing 50%,25%,0% diesel requires heating up to 70,80,950C respectively before firing into combustion chamber to attain viscosity equivalent to that of diesel at 300C . Experimental test rig- instrumentation

This investigation was conducted on a single cylinder, 4 stroke, water cooled, stationary Kirloskar diesel engine computerized test rig with the Rated power 5.2 kW/7 hp @ 1500rpm. The Kirloskar engine is one of the widely used engines in agriculture tractors, pump sets, arm machinery, Transport vehicles, small and medium scale commercial purposes. The engine can withstand the peak pressure encountered because of its high compression ratio. The specifications of test rig are given in Table 3. Engine was directly coupled to an eddy current dynamometer. The engine and dynamometer were interfaced to a control panel, which is connected to a computer. This computerized test rig was used for recording the test parameters such as fuel flow rate, temperatures, air flow rate, load etc. and for calculating the engine performance characteristics such as brake thermal efficiency, brakes specific fuel consumption, volumetric efficiency etc., the calorific value and the density of a particular fuel was fed to the software as input variables. Planet Equipment of 5 gas analyzer is used to find out the emission characteristics like carbon

Table 2. Properties of castor oil – diesel blendsCastor oil (%)

Diesel oil

(%)

Density (g/cc) at

300C

Viscosity (cst) at 300C

Viscosity in reduction

(%) 100 0 0.956 78 - 75 25 0.925 62 20.5 50 50 0.893 45 42.3 25 75 0.862 25 67.9 0 100 0.840 5 93.58

Table 1. Comparison of properties of castor oil with diesel oil

Property Diesel oil Castor oilDensity (g/ml) at 300C

0.84 0.956

Calorific value (kj/kg)

42000 36000

Viscosity (cst) at 300C

5.0 78

Flash point (0C)

57 320

Fire point (0C) 65 345

Fig.1. Layout of experimental setup with instrumentation

Dynamometer

Engine

Calorimeter

T1

T2

T3

F

F

T5 T6

T4PT

N

SM EGA

Rota

Control Panel Compter



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Fig.2. Variation of viscosity of blends in relation to temperature

Fig.3. Variation of brake thermal efficiency with brake power for castor oil and its blends

Fig.4. Variation of brake specific fuel consumption with brake power for castor oil and

its blends

monoxide (CO), carbon dioxide (CO2), un-burnt hydro carbons (UHC), nitrogen oxides (NO), unused oxygen (O2). Smoke measurement is made using an OPAX2000II/DX200P meter of Neptune Equipments. The layout of experimental test rig and instrumentation is shown in Fig.1.

Variable load tests are conducted for 0.2, 1, 2, 3, 4, 5.2 KW at a constant rated speed of 1500 rpm, 200 bar injector opening pressure. The Linseed oil and its blends with diesel are heated externally as stated earlier before injecting into the test cylinder. The engine was sufficiently warmed up and stabilizes before taking all readings. All the observations are replicated thrice to get a reasonable value. The performance characteristics of the is evaluated in terms of Brake Thermal Efficiency (ηth), Brake Specific Fuel Consumption (BSFC) and exhaust gas temperature (E.T) and the emission characteristics in terms of CO, UHC, NO and smoke opacity. These performance and emission characteristics are compared with the results of baseline diesel. Nomenclature: T1, T3: Inlet water temperature (0C); T2: Outlet engine Jacket Water Temperature (0C); T4: Outlet Calorimeter Water Temperature (0C); T5

& T6: Exhaust Gas Temperature before and after Calorimeter (0C); F1: Fuel Flow DP (Differential Pressure) unit; F2: Air Intake DP Unit; PT: Pressure Transducer; Wt: Load; N: RPM Decoder; EGA: Exhaust Gas Analyzer (5 Gases); SM: Smoke Meter; CaO: Castor Oil; CaO (N): Neat

Castor Oil; D: Diesel; CS (N): Neat Cotton Seed Oil; RB(N): Neat Rice Bran Oil; BHP: Brake Horse Power; E.T: Exhaust Temperature; NOx: Nitrogen Oxides; UHC: Un-burnt Hydro Carbons; CO: Carbon Monoxide; BSFC: Brake Specific Fuel Consumption. Results and discussion

Experimental investigations are carried out on a single cylinder DI diesel engine to examine the suitability of castor oil as an alternate fuel. Firstly, the effect of dilution with diesel and heating of blends on viscosity were studied. Then the performance and the emission

characteristics of blends are evaluated and compared with diesel and optimum blend is determined. Further for the confirming its validity the results are compared with

that of neat cotton seed and neat rice bran oil available in the literature for similar work.

Performance characteristics

Fig.3 shows the variation of brake thermal efficiency (BTE) with brake power output for castor oil and its blends with diesel

Table 3. Experimental setup specificationsEngine Type Four stroke, single cylinder

constant speed, water cooled diesel engine, Eddy current Dynamometer

Rated power 5.2 kW/7 hp @ 1500rpm Cylinder bore 87.5 mm Cylinder stroke 110 mm Compression Ratio 17.5:1 Dynamometer arm length

185 mm



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Fig.5. Variation of exhaust temperature with brake power for castor oil and its blends

Fig.6. Variation of carbon monoxide with brake power for castor oil and its blends

Fig.7. Variation of un-burnt hydro carbons with brake power for castor oil and its blends

Fig. 8. Variation of nitrogen oxides with brake power for castor oil and its blends

in the test engine. BTE of 25% blend of castor oil compared well with diesel and exhibited the highest value at 76.92% of total load. The maximum BTE at 25% blend of castor oil is 33.20% obtained at 4 Kw against the 34.1%, for diesel.

Fig.4 shows the variation of brake specific fuel consumption with brake power output for castor oil and its blends with diesel in the test engine. Diesel has lower bsfc value compared with all other blends, whereas 25% blend of castor oil has lower bsfc values. The lowest bsfc of neat castor oil is 0.305 Kg/Kw- hr, whereas it is 0.210 Kg/Kw-hr for diesel. At the maximum thermal efficiency load of 25% blend, the bsfc of castor oil is 0.320 Kg/Kw- hr, corresponding to the 0.251 value for diesel.

Fig.5 shows the variation of Exhaust Temperature (E.T) with brake power output for castor oil and its blends with diesel in the test engine. The E.T of 25% blend of castor oil has lower values compared with all other blends and is well comparable with diesel. The E.T of all blends and diesel increases with increase of operating loads. The 25% blend of castor oil has higher performance than other blends due to reduction in exhaust loss. Emission characteristics

Fig.6 shows the variation of smoke emissions with brake power output for castor oil and its blends with diesel in the test engine. CO emissions of 25% blend having higher values

compared with all other blends and diesel. CO of neat castor oil has the highest value at full load. The highest value of CO at 25% blend of castor oil is 2.12% in respect to the value of 1.95% for diesel. While at the maximum BTE

load of neat castor oil it is 0.48% corresponding to diesel of 0.22%.

Fig.7 shows the variation of un-burnt hydrocarbons emissions with brake power output for castor oil and its blends with diesel in the test engine. UHC of 25% blend of castor oil has lower emissions compared with all other blends. While, UHC of 50% and 75% blends of castor oil compared well. The maximum value of UHC at 25% blend of castor oil is 79

ppm, corresponding to diesel is 74 ppm.

Fig.8 shows the variation of nitrogen oxides emissions with brake power output for castor oil and its

blends with diesel in the test engine. NOx of 25% blend of castor oil is slightly lower than that of diesel. Diesel has higher NOx emissions compared with all other blends throughout all operating loads. NOx emissions of



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Fig.9. Variation of smoke with brake power for castor oil and its blends

Fig.10. Variation of brake thermal efficiency with brake power for neat castor oil, neat cotton seed oil

and neat rice bran oil Fig.11. Variation of brake specific fuel consumption with brake power for neat castor oil, neat cottonseed

oil and neat rice bran oil

neat castor oil has maximum value at 76.92% of rated loads and exhibited lower emission rate compared with all other blends at all load. The maximum NOx emission for 25% blend of castor oil is 55 ppm, while for diesel it is

58ppm. Fig.9 shows the variation of smoke emissions with

brake power output for castor oil and its blends with diesel in the test engine. Diesel has lower smoke emission compared with all other blends of castor oil. 25% blend of the castor oil smoke opacity is well comparable with diesel. Smoke of neat castor oil has highest values compared with all other blends and diesel. The maximum smoke at 25% blend of castor oil is 4.56 Bosch Smoke units, corresponding to diesel is 4.15.

Comparison of castor oil (CaO) performance with cotton seed oil (CS) and rice bran (RB) oil

To ascertain the validity of the results obtained from CaO, its performance is compared with results obtained by similar experimental work reported earlier (Leenus Jesu Martin et al., 2005; Nag raja et al., 2005). Wherein the viscosity of vegetable oil is reduced by dilution with diesel and further, blends are to be heated at room temperature. They have also used the similar 5.2Kw/7hp, 1500 rpm, naturally aspirated, water cooled, 4 stroke, single cylinder, Kirloskar diesel engine, which further simplifies the process of comparison.

Leenus Jesu Martin et al. (2005) conducted the variable load performance test with cotton seed oil at fuel injection pressure of 200 bars and constant cooling water outlet temperature of 750C. Then the performance of the engine is evaluated in terms of BTE, brake specific fuel

consumption, exhaust temperature, smoke, un-burnt hydrocarbons, CO and NOx emissions.

Nag raja et al. (2005) also conducted the variable load test at fuel injection pressure of 200 bar and

constant cooling water outlet temperature of 650C. Performance of engine is evaluated only in terms of BTE, brake specific fuel consumption, and exhaust temperature. Through the performance results are available for blends, for convenience only results of neat vegetable oils are used for comparison. For this purpose of comparison cotton seed oil used by Leenus Jesu Martin et al. is labeled as (100% CS) and rice bran of Nag raja et al. as (100% RB).

Fig.10 to 12 shows the variation of BTE, BSFC and E.T of neat castor oil (100% CaO), 100% CS and (00% RB with brake power. The BTE of castor oil is lower than that of 100% RB for entire operating

load. The maximum BTE of 100% CaO, 100% CS and 100% RB are 22.30%, 29% and 30.10%, respectively. BSFC of castor oil is higher and BTE is lower compared with 100% RB. This drop in performance must be attributed to the higher exhaust temperature, which accelerates the loss due to incomplete combustion, there by increases the emissions.

Fig.13 to 16 shows the variation of CO, UHC, NOx and smoke emissions of 100% CaO, 100% CS and 100%

RB with brake power. UHC and NOx emissions of Castor oil are lower compare with 100% CS and 100% RB for entire operating load. The smoke emissions also lower compared with 100% CS for entire operating except at full load. The CO emissions

of castor oil at full load are 4.25 % which is higher at full load compared with other oils.

From above discussion it is clear that performance and emission characteristics of castor oil are better than that of other oils (CS and RB) considered. Conclusion • The properties like density, viscosity, flash point and

fire point of castor oil (IS: 1448 [p:6],1994; IS: 1448 [p: 25],1976; IS: 1448 [p: 20], 1998) is higher and calorific value is 0.936 times that of diesel.

• Dilution of castor oil reduces the viscosity considerably. The blend containing 75% of diesel has viscosity 15 cst



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Fig.12. Variation of exhaust temperature with brake power for neat castor oil, neat cotton seed oil and neat rice bran oil

Fig.13. Variation of carbon monoxide with brake power for neat castor oil, neat cotton seed oil and neat rice bran oil

close to viscosity of diesel at 300C and does not require any heating prior to injection into combustion chamber. Blends containing 50%, 25%, and 0% diesel require preheating up to 70, 80 and 950C respectively.

• The performance and emission characteristics of 25% blend of castor is better than that of all other blends and it is well comparable with diesel.

• However at rated load, the neat castor oil emissions viz. CO, UHC, smoke are 56.41%, 20.27%,31.32% respectively higher and NOx are 44% lower compared to those of diesel. This is due to incomplete combustion of the fuel and delay in the ignition process.

• The Brake Thermal Efficiency (BTE), BSFC of castor oil are 33.45% lower and 54.76% higher compared to those of diesel. This is due to higher viscosity and lower calorific value of the fuel.

• The maximum BTE of castor oil is obtained at 76.92% of the total load. i.e., 4 Kw load. The emissions like CO, UHC, smoke and NOx for 25% blend of castor oil is higher by 145%, 41.17%, 48% and lower by 31.03%, respectively compared to that of diesel. This is due to incomplete combustion of the fuel (or) Lean air-fuel

mixture formation.

• Performance of the castor oil is validated as results are well comparable with the results of cotton seed oil and rice bran oils.

Hence from above conclusions it may be stated that blends up to 25% without preheating and up to 50% with preheating can be substituted as fuel for diesel engine without any modifications in the engine.

Acknowledgments The author sincerely thanks Dr. O.D.Hebbel,

Assistant Professor and M.C.Nivendgi, Selection Grade Lecturer and their organization- PDA college of Engineering, Gulbarga, for support, co-operation, and encouragement to get the permission and to conduct the experimental work in IC engines. References 1. Agarwal AK and Das LM (2001) Bio diesel development

and characterization for use as fuel in compression engines. Trans. ASME. 123, 440-447.

2. Altin R, Cetinkaya S and Yuces HS (2001) The potential of using vegetable oil fuel as fuel in compression Ignition engines. Energy Conversion Mangt. 42, 529-538.

3. Avinash Kumar Agarwal (2007) Biofuels (alcohols and biodiesel) applications as fuels for internal combustion engines. Prog. in Energy & Combustion Sci., 33, 233–271.

4. Baiju B, Naik MK and Das LM (2009) A comparative evaluation of compression ignition engine characteristics using methyl and ethyl esters of Karanja oil. Renewable Energy. 34, 1616–1621.

5. Bari S, Lim Th and YU CW (2002) Effects of preheating of crude palm oil (CPO) on injection system, performance and emission of a diesel engine. Renewable Energy. 27, 339-351.

6. Barsic NJ and Humke AL (1996) Performance and emissions characteristics of a naturally aspirated diesel engine with vegetable oil fuels. SAE paper No.810262.

7. Choudhury S and Bose PK (2007) Karanja or Jatropha– a better option for an alternative fuel in CI engine. In: Intl. Conf. on IC Engines (ICONICE), Hyderabad.

8. De Almedia SCA, Belchior CR, Nascimento MVG, Vieira LSR and Flueury G (2002) Performance of a diesel generator fuelled with palm oil. Fuel. 81, 2097-2102.

9. Ertan Alptekin and Mustafa Canakci(2006) Determination of the density and the viscosities of biodiesel– diesel fuel blends. Renewable Energy (33), 2623– 2630.

10. Hebbal OD, Vijaya Kumar Reddy K and Rajagopal K (2006) Performance characteristics of a diesel engine with Deccan Hemp oil. Fuel.(42), 45 - 52 .

11. Hemmer Lien N, Korte V and Richter H (1997) Performance, exhaust emissions and durability of modern diesel engines running on rapeseed oil. SAE paper No.910848.



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Fig.16. Variation of smoke with brake power for neat castor oil, neat cotton seed oil and neat rice

b il

Fig. 14. Variation of un-burnt hydro carbons with brake power for neat castor oil, neat cotton seed oil and neat rice bran oil

Fig. 15. Variation of nitrogen oxides with brake power for neat castor oil, neat cotton seed oil and neat rice bran oil

12. Henham AWE (1990) Experience with alternate fuels for small stationary diesel engines: fuels for automotive and industrial diesel engines., I. Mech. E.(46) 117-22.

13. Herchel TCM, Seiichi S, Takao K and Hisao N (2001) Performance and emission characteristics of a diesel engine fueled with coconut oil –diesel fuel blend. Biomass Bioenergy. 20, 63-69.

14. Humke AL and Barsic NJ (1995) Performance and emission characteristics of naturally aspirated diesel engine with vegetable oil fuels– part 2: SAE paper

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(2004) Experimental evaluation of diesel engine performance and emission using blends of jojoba oil and diesel fuel. Energy Conversion Manager. 45, 2093 -2112.

16. IS: 1448 (1976) Methods of test for petroleum and its products: Determination of kinematics and dynamic

viscosity, Bureau of Indian Standards. New Delhi. p:25. 17. IS: 1448 (1984) Methods of test for petroleum and its

products: heat of combustion of liquid hydrocarbon fuels by bomb calorimeter method. Bureau of Indian Standards. New Delhi. p:6.

18. IS: 1448 (1998) Methods of test for petroleum and its products: Determination of flash point and fire point by

Able’s apparatus, Bureau of Indian Standards. New Delhi. p:20.

19. Kalam MA and Masjuki HH (2004) Emission and deposit characteristics of a small diesel engine when operated on preheated crude palm oil. Biomass Bioenergy. 27, 289-297.

20. Leenus Jesu Martin M, Prithviraj D, Chandrasekaran S and Tamilporai P (2005) Effect of cotton seed oil and diesel blends on the performance and emission of a compression ignition engine. In: Proc. of 19th Natl. Conf. on I.C. engines and combustion, Annamalai Univ. pp: 101-105.

21. Michel SG and Robert LM (1998) Combustion of fat and vegetables oil derived fuels in diesel

engines. Prog. Energy. Combustion Sci. 24,125-64. 22. Nag raja AM and Prabhu Kumar GP(2005)

Performance of diesel, neat biodiesel and 20% biodiesel – a comparative study. In: Proc. of 19th Natl. Conf. on I.C. engines and combustion, Annamalai Univ. pp: 503-508.

23. Nwafor OMI (2004) Emission characteristics of a diesel engine running on vegetable oil with elevated fuel inlet temperature. Biomass Bioenergy. 29, 727-742.

24. Pramanik K(2003), Properties and use of Jatropha curcus oil and diesel fuel blends in compression ignition engines. Renewable Energy. 28, 239-248.

25. Rakopoulos CD (1992) Olive oil as a fuel supplement in DI and IDI diesel engines. Energy. 17(8),787-790.

26. Ramdas AS, Jayaraj S and Muraleedhran C (2005) Characterization and effects of using rubber seed oil as fuel in compression ignition engines. Renewable Energy. 30, 795-803. 27 Rao PS and Gopalakrishna KV (1989) Use of non

edible vegetable oils as diesel engine fuels. J. Intt .Engg. India. 70 (4), 24-29.

28 Reddy KV (2000) Experimental investigations on the use of vegetable oil fuels in a four stroke, single cylinder diesel engines. PhD Thesis. JNTU College of Engg., Anantapur, Andhrapradesh, India.

29 Vellguth G (1998) Performance of vegetable oils and their monoesters as fuels for diesel engines. SAE paper No.831358.

SUDHEER B.P.K, MURTHY V.S.S, KALYANI K.RADHA, ANJANEYA PRASAD.B,

RAMJEE. E, NAGA PRASAD CH.S, K.V.K. REDDY AND RAJAGOPAL.K

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fueled supercharged LHR engine is found to be higher than the base engine run by the same fuel by 7

percent.

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Keywords: Low heat rejection engine, vegetable oils, alternate fuels, performance.

1. INTRODUCTION

The concept of low heat rejection (LHR) engine or semi adiabatic engine is nothing but

employing insulation on combustion chamber walls of the engine [1]. Though diesel engines

play a vital and indispensable role in today’s modern life, it contributes to pollution

substantially [2]. The threat from environmental degradation endangers the quality of life in

modern society and jeopardizes the continual global development. One solution to avoid the

twin problem of environmental pollution and energy shortage will be a carefully planned

gradual shift of our energy economy from fossil fuels to renewable sources of energy [3].

The following points emphasize the need for alternative fuels.

1) The Fossil fuels are depleting at faster rate and the scientists believe that nearly 80

percent of them have already been consumed [4].

2) There is an exponential growth in the automobile vehicles; hence the fuel

requirements would go up day by day.

3) The rising prices and dwindling reserves of petroleum products have led to intensive

studies.

Therefore, it is the right time to search for alternative fuels. Vegetable oils are renewable and

are produced easily in rural areas [5]. Its usage has been studied ever since the advent of the

internal combustion engine [6]. However, it is only in the recent years, systematic efforts

have been made to utilize these oils as fuels in engines. The production of vegetable oil from

seeds is quite simple. Obviously only non-edible vegetable oils can be seriously considered

as fuels for engines as the edible oils are in great demand and are far too expensive as fuels.

These oils are good alternatives to fossil fuels for use in diesel engines [7, 8]. Since they

have properties comparable to diesel, they can be used to run compression ignition engines

PERFORMANCE EVALUATION OF A LOW HEAT….

55

with little or no modifications. Engines using vegetable oils can produce the same power

output, however, with reduced thermal efficiency and increased emissions (particularly

smoke) [9].

Gerhard Vellguth [10] has conducted tests on some vegetable oils and reported the following

points.

a) Viscosities were significantly higher and densities were marginally higher as

compared with diesel.

b) Vegetable oils have lower heating values.

c) The presence of molecular oxygen in vegetable oils raises the stoichiometric F/A ratio.

NOMENCLATURE

TDC top dead center

bTDC before top dead center

HC hydrocarbon

CO carbon monoxide

Bp brake power

CA crank angle

LHR low heat rejection

LHRE low heat rejection engine

TO Thumba Oil

SO Simarouba Oil

NO Neem Oil

CO Cotton seed Oil

RO Rapeseed Oil

KO Karanj Oil

PO Palm Oil

2. EXPERIMENTAL SET-UP

The layout of the experimental setup is shown in fig.1. The main components of the system

are given below.

(1) The engine (2) Fuel injection pump



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(3) Dynamometer (4) Device for changing starting of fuel

(5) Supercharging system (6) Dynamic injection indicator

(7) Data acquisition system (8) Smoke meter

(9) Exhaust gas analyzer (10) Pressure transducer

2.1 About the test engine

The engine chosen to carryout experimentation is a single cylinder, water cooled, vertical,

direct injection, CI engine.

2.1.1 Reasons for Selecting the Engine

This engine can with stand higher pressures encountered and also used extensively in

agricultural and industrial sectors. Therefore this engine is selected for conducting

experiments. Moreover necessary modifications on the piston and the cylinder head can

easily be made.

2.1.2 Modification of Test Engine

The CI engine is converted into a LHR engine by applying a ceramic (PSZ) coating on the

cylinder head and on the liner [11]. Five different pistons are used along with ceramic coated

cylinder head and liner.

2.2 Dynamometer

The engine has a DC electrical dynamometer to measure its output. The dynamometer is

calibrated statically before use. This dynamometer is reversible, i.e., it works as motoring as

well as an absorbing device. The load is controlled by changing the field current.

2.3 Modifications on Fuel Injection Pump

The fuel injection pump element is changed from 7mm to 9mm diameter. Suitable changes

are made on the rack setting to increase the fuel delivery.

2.4 Supercharging equipment

For supercharging the engine to a higher pressure an externally powered compressor is used.

This can provide air at the rate of 50 m3/hr. The simplified sketch of the supercharging

equipment is shown in figure 2.

2.5 Device for Changing Start of Injection

This device can change fuel injection timing from 550 before top dead center (bTDC) to top

dead center (TDC).


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2.6 Dynamic Injection

The start of fuel injection timing which is used along with the dynamic injection time

changing device indicates the start of fuel injection time in degrees of crank angle (CA), with

an accuracy of 0.010 CA.

2.7 Data Acquisition System

For studying the processes inside the cylinder data acquisition system are used [12]. These

are used for analyzing the measured cylinder pressure data and to quantify the combustion

parameters. The components of the system are the pressure pick up, charge amplifier, TDC

position sensor, A/D card and a personal computer. Various parameters such as peak cylinder

pressure, occurrence of peak pressure, start of combustion and ignition delay are analyzed

with the system.

2.8 Exhaust Gas Analyzer

A Non-dispersive infrared gas analyzer (FUJI, Japan) is used to measure HC and CO

emissions. Cold traps are provided to prevent moisture from entering the exhaust gas

analyzer. The emission measurements are carried out on dry basis.

2.9 Smoke Meter

BOSCH smoke meter is used for the measurement of smoke. This consists of a sampling

pump which allows a specific volume (330 cc) of exhaust gas through a filter paper. This

filter paper is then analyzed for blackness by a photoelectric sensor based indication meter

which directly read in standard Bosch smoke units.

3. EXPERIMENTATION

The information regarding various components of the engine, modifications carried on them,

the instrumentation used for experimentation is discussed in this chapter. The experimental

setup is designed to suit the requirements of the present investigations. Transducers like

needle lift pick up, optical pick up and necessary electronic devices are also used during the

course of experimental work. Various components of the experimental setup and

modifications adopted are discussed in this chapter. At a rated speed of 1500rpm all the

variable load tests are conducted. Injection timing, fuel injection pressure, electrical input to

heater is the parameters which are varied during the course of experimentation. The outlet



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temperature of the cooling water is maintained at 700C. For all the experiments, the

lubrication oil temperature is maintained at 600C.

The load on the dynamometer, air flow rate, fuel flow rate, exhaust temperature, manifold

pressure, cooling water flow rate, cylinder head and cylinder liner temperatures, pressure

time signal, TDC marker signal, dynamic injection timing, HC, CO and smoke readings are

noted and recorded after allowing sufficient time for the engine to stabilize. The cylinder

head temperatures are measured at two locations (i) near the exhaust valve and (ii) on the

other side of injector. The main objective of experimentation is to find out the best

performed LHR engine among five different insulation levels. After identifying the best

performed LHR engine, the next step is to pick the most suited vegetable oil in terms of

efficiency, emissions from seven different oils which are locally available, the next step is to

see the effect of supercharging on the brake thermal efficiency. Here supercharging is

intended to compensate the volumetric efficiency loss in low heat rejection engine.

4. RESULTS AND DISCUSSIONS

During experimentation five different levels of insulations are tried on the test engine with an

objective to find the best one in terms of performance, emissions and other combustion

parameters. After a thorough review of literature, these different levels of insulation are

chosen. The Aluminium piston engine is chosen as a base engine. Also, there is no insulation

over the piston. As an initial modification to this engine, PSZ coated cylinder head and liner

is fitted. Then different insulation levels are tried by changing different pistons.

The details of these insulation levels are as follows.

LHRE1 : Cast iron piston

LHRE2 : Cast iron piston coated with PSZ

LHRE3 : Aluminium piston coated with PSZ

LHRE4 : Cast iron piston with heat dam, the crown coated with PSZ and heat dam

surfaces coated with PSZ

LHRE5 : Aluminum piston with heat dam, the crown coated with PSZ and the heat

dam surfaces coated with PSZ


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In all these engines vegetable oil, thumba is used for the performance analysis and with a

view to find out the best one. And the insulation thickness employed is 0.5mm. Most suitable

vegetable oil can be selected from different vegetable oils by testing them in the best

performed LHR engine. Their properties are similar to diesel, particularly cetane rating and

heat values. However their viscosity values are higher but can easily be overcome by heating

them to the order of 60o to 100

oC. Since these oils have slightly longer ignition delay, they

are most suitable to use in low heat rejection engines. The seven different vegetable oils

which are tried in the LHR test engine are given below.

4.1 Thumba Oil

Thumba oil is classified as citrus cococynthis schare (cucurbitaceae) is a main of the gourd

family and it grows on sandy tracks of North West, Central, and South India. It is abundantly

available in Gujarath and in the desert areas of Jaisalmer, Badmer, Bikaner and Jodhpur in

Rajastan. The seed contains 23% oil and 18% protein. The Kernel comprises of 40% of seed.

The oil is yellow in colour. In general thumba oil seed contains much oil like rapeseeds. The

slight bitter taste is due to the presence of sulphur containing compounds. This oil is

expected to be produced commercially in short time.

4.2 Simarouba Oil

Simarouba trees are seen in the states of Bihar, Orissa, Madhya Pradesh, West Bengal,

Andhra Pradesh and Tamilnadu. Simarouba oil is solid at ambient temperature. The colour of

simarouba oil is cascade green. The proximate composition of simarouba oil varies widely

depending on both genetic and environmental factors.

4.3 Neem Oil

Neem is classified as azadirachta indica belongs to the family meliaceae. The kernels contain

40 to 50% of an acrid bitter greenish yellow to brown oil with strong disagreeable garlic like

odour. The bitter taste is due to the presence of sulphur containing compounds like Nimbin,

Nimbidin and Nimbosterol. It is rich in oleic acid, followed by Stearic, Palmitic and

Linolenic acids. The oil is used for illumination, soap making and medicinal purposes. The

purified oil can be used in the manufacture of disinfectable and emulsifying agents for

insecticidal sprays.



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4.4 Cotton Seed Oil

Cotton is one of the important crops grown in many parts of the world. The production of

this cotton seed vegetable oil ranks fifth in the world after Soybean, palm, rapeseed and

sunflower. The major cotton producing countries include China, USA, India, Pakistan,

Brazil, Egypt and Turkey. Cotton (Gossy Pium SPP) is a member of the family Malvaceae.

Typical composition of cotton seed from various world sources indicates that seeds contain

5-12.8% moisture, 15.2-22% oil and 17.1-21.3% Protein. It is also a rich source of minerals,

and B vitamins and fat soluble vitamins such as A, D and E. The proximate composition of

cotton seeds varies according to the variety and region.

4.5 Rapeseed Oil

Rapeseed is one of the important oils in the Far East and in the Northern parts of Europe and

North America. It occupies the third place among oil seed crops after soybean and palm in

the production of vegetable oils. It ranks fifth in the production of oil seed proteins.

Rapeseed thrives well in a cool, moist climate. A major rapeseed producing countries are

Canada, India, China, Pakistan, Australia, England, Poland, France and Sweden. Rapeseed

is mainly used as source of oil. The meal obtained after extraction of oil is used as animal

feed.

4.6 Karanj Oil

Karanj also called Pongam, is classified as Pongamia Pinnata. The name Karanj oil is more

common in trade and commercial circles. The karanj fruit is about 7 to 8 cm wide, weighs

about a gram. It is elliptical or kidney shaped when only one seed is found in the fruit,

angular shaped when two seeds are present. The karanj oil is an acird, reddish brown non

drying oil that is rich in unsaponifiable matter and oleic acid. The oil is chiefly used for

leather tanning, lighting and to a smaller extant in soap making, medicine and lubrication.

The cake is mostly used as manure.

4.7 Palm Oil

Palm oil has pleasant odour and taste. It is stable and resistant to rancidity. The colour of

palm oil ranges from yellow to deep orange. The depth of colour depends upon several

factors such as cartotenioid content, storage period, iron content, etc. Palm oil is solid at

ambient temperature in temperate climates, and fluid in tropical and subtropical climates.


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The production of palm oil is restricted to the developing countries of the world, mostly in

Asia and Africa.

5. COMPARISON OF SEVEN VEGETABLE OILS IN LHR ENGINE

The above seven vegetable oils are tested in LHR engine (LHRE 4) for performance,

emission and combustion characteristics. Optimum injection timings and pressures are

employed for each of these fuel oils for better performance. The processed results of the

experiments are displayed in the below figures.

5.1 Brake Thermal Efficiency

The brake thermal efficiency is estimated based on the high heating value of the fuel. The

variation of brake thermal efficiency of seven vegetable oils tested in LHR engine with

Brake Power output is shown in figure 5.1. The brake thermal efficiency of thumba oil is

higher throughout the load range followed by simarouba oil. The thermal efficiency of

thumba oil is significantly higher compared to other oils at part loads. This higher thermal

efficiency of thumba oil in LHR engine is due to high in-cylinder temperature which helps in

better vaporization and faster combustion of the fuel injected into the combustion chamber.

5.2 Smoke Emission

Lowest smoke emissions for thumba oil is due to better vaporization, faster and more

efficient combustion of injected fuel in the hot environment inside the LHR test engine and

also due to higher oxidation rate of the soot formed.

5.3 Unburnt-fuel

Un-burnt hydrocarbon emissions of all vegetable oils are marginally higher than thumba oil.

Poor mixing of these oils with air may be one of the reasons for this. Due to insulation in

LHR engine, combustion rate has increased very much in the case of thumba oil compared to

combustion rates of other oils.

5.4 Carbon Monoxide

Carbon monoxide emission levels are also lower with thumba oil as compared to other

vegetable oils as seen in the figure 5.4. The curves of other vegetable oils are almost merged

and shown the similar trends that of thumba oil. Combustion duration is another parameter,

which indicates the fastness of combustion. Figure 5.5 shows the variation of combustion



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duration with power output for all the vegetable oils tested in the LHR engine. The

combustion duration is shortest for thumba oil throughout the power range and highest for

palm oil in the full load range.

5.6 Ignition Delay

Figure 5.6 shows the variation of ignition delay with Brake Power output for all the

vegetable oils. The test results indicate highest ignition delay for palm oil among all the

vegetable oils. The ignition delay is shortest for thumba oil. However, the variation of

ignition delay for other oils is in between.

5.7 Volumetric Efficiency

The variation of volumetric efficiency with power output is shown in figure 5.7. Relatively

due to lower cylinder wall temperatures the volumetric efficiency is higher for thumba oil.

The volumetric efficiency is badly affected in the case of Rapeseed, palm and Cotton seed

oils. The volumetric efficiency drop is more for palm oil and less for thumba oil when

observed for a complete power range.

5.8 Exhaust Temperature

Exhaust gas temperature variation with respect to Brake Power output for all the vegetable

oils are compared in the figure 5.8. Exhaust temperature curves of thumba, simarouba oils

have merged and difficult to differentiate them and expectedly lowest compared to other oils.

Exhaust temperatures are highest in the case of palm oil.

5.9 Effect of Low Heat Rejection on the Volumetric Efficiency

The volumetric efficiency is drastically affected by high in cylinder temperatures in LHR

engines. The effect of LHR test engine (i.e. cast iron piston with heat dam, the crown coated

with PSZ and the heat dam surfaces coated with PSZ) on the volumetric efficiency is studied.

The variation of volumetric efficiency drop of the LHR engine compared with the base

engine is shown in figure 5.9. The volumetric efficiency drop varies from 1.8% at 0.20 KW

to 11.8% at 3.7 KW rated load. The drop in volumetric efficiency increases with the engine

output as is evident from the same figure.

5.10 Effect of Supercharging on Low Heat Rejection Engine

The effect of supercharging on the volumetric efficiency, thermal efficiency parameters of

the LHR test engine is studied and the results are presented below. With the help of a


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supercharger the inlet boost pressure can be increased and hence drop in volumetric

efficiency can be compensated [13]. The variation of volumetric efficiency with power

output for LHR test engine at different inlet pressures is shown in figure 5.10. From the

figure it is observed that the volumetric efficiency decreases with power output. However,

the volumetric efficiency of the LHR test engine increases as the intake boost pressure

increases. The volumetric efficiency for the LHR test engine is higher than the base engine at

a pressure more than 1.6bar. The compressor work is deducted from the engine output for the

calculation of brake thermal efficiency, since a blower driven by separate motor is used for

supercharging in the present experimentation.

Figure 5.11 shows variation of brake thermal efficiency with load at pressures from 1.3 bar

to 1.7 bar. The increase in brake thermal efficiency is marginal at lower loads [14]. The

reason for this may be that even in naturally aspirated LHR engine sufficient air is available

at lower loads. Therefore sending some more air does not improve the combustion efficiency.

Thermal efficiency gains are maximum at full load with the increase of boost pressure.

CONCLUSIONS

Based on the experimental results the following conclusions are drawn.

• Performance of thumba oil is found to be superior compared to other oils when tested in

the LHR test engine.

• The emissions like smoke, un-burnt fuel and carbon monoxide are found to be lowest

with thumba oil. For other oils these emissions are higher.

• The combustion duration, ignition delay are also found to be shorter with this fuel which

shows lesser tendencies towards knocking.

• The volumetric efficiency is higher with this thumba oil.

• Among the vegetable oils tested, the exhaust temperatures are found to be lowest in the

case of thumba oil.

• Compared to thuma fuelled base engine, the brake, thermal efficiency of a thuma fueled

supercharged LHR engine is higher by 7% at full load.



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• The problem of carbon deposition on injector tip, piston head, valve faces were observed

with the vegetable oils.

• Above conclusions are drawn based on short term investigations on engine test bed.

Figures

Figure1 Lay-Out of Experimental Set-Up

1.Engine 2. Flywheel 3. Electric dynamometer 4. air damper 5. Digital air flow meter 6. Air Filter

7. Pressure transducer 8. Manifold vacuum gauge 9. Exhaust temperature measuring unit

10. Exhaust gas analyzer 11. Cam shaft 12. TDC pick up 13. Charge amplifier 14. A to D

converter 15. Personal Computer 16. RPM pickup 17. Dynamometer control unit 18.Exhaust pipe

19. Fuel flow measurement 20. Throttle valve 21. By-pass valve 22. Receiver tank 23. Super

charger 24. Inlet pressure manometer 25.Lub oil temperature meter 26.Cooling water inlet

27. Cooling water temp. measuring unit 28. Cooling water flow meter 29. Turbocharger.


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Figure 2 Block Diagram of Supercharging Set-Up

1. Roots blower 2. Motor 3. Lub. oil pump 4. V-belt 5,9,11. Pressure gauges 6. By pass valve

7. Throttle valve 8. Air flow meter 10. Surge tank 12. Engine 13. Exhaust throttle valve

Figure.5.1 Comparison of Brake thermal Figure 5.2 Comparison of Smoke number

efficiency with power output for with power output for different

different vegetable oils in LHR engine vegetable oils in LHR engine



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Figure 5.3 Comparison of Un-Burnt Figure 5.4 Comparison of Co Emission

Fuel Emission with Power Output for with Power Output for Different

Different Vegetable Oils in LHR Engine Vegetable Oils in LHR Engine

5.5 Combustion Duration

Figure 5.5 Comparison of combustion Figure 5.6 Comparison of ignition

duration with power output for delay with power output for

different vegetable oils in LHR engine different vegetable oils in LHR engine


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Figure 5.7 Comparison of volumetric Figure 5.8 Comparison of exhaust

efficiency with power output for temperature with power output for

different vegetable oils in LHR engine different vegetable oils in LHR engine

Figure 5.9 brake power output Figure 10: brake power output vs

vs volumetric efficiency volumetric efficiency with supercharging



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Figure 5.11 brake power output vs. brake thermal efficiency with supercharging

REFERENCES

[1] Kamo, R., and Bryzik, W., “Adiabatic Turbocompound Engine Program”, SAE, Detroit Mich,

Feb.1981, Paper 810070.

[2] Assanis, D., Wiese, K., Schwarz, E., and Bryzik, W., “The effects of ceramic coatings on diesel

engine performance and exhaust emissions”, SAE, Feb 1991, Paper, 91 0460.

[3] Rao, P.S., Gopala Krishnan, K.V., “Use of Non-edible vegetable oils as diesel engine fuels”,

Journal of the Institution of Engineers, India, 1989, Vol.70, No.4.

[4] Vijaya Kumar Reddy, K., “Experimental Investigations on the Use of Vegetable Oil Fuels in A

4-Stroke Single Cylinder Diesel Engine”, Ph.D Thesis, May 2000, Dept. of Mech. Engg.,

JNTUCE, Anantapur, A.P, India.

[5] Mittelbach, martin, “Diesel fuel derived from vegetable oils, VI specifications and Quality

control of Biodiesel”, Bioresource Technology V.56, N1, April, 1996, pp.7-11.

[6] Quick, G.R., “Developments in use of vegetable oils as fuel for diesel engines”, ASAE Paper

No.80, 1980, p.1525-1529.

[7] Modh. Rafiqul Alam Beg, “Performance Studies on a Semi-adiabatic Diesel Engine Using

Vegetable Oil as Fuel”, SAE Technical Paper No. 2002-01-2692, Oct. 2002, San Diego, USA.

[8] Nag, A., Bhattacharya, S., De, K.B., “New Utilization of Vegetable Oils”, Journal of the

American Oil Chemists, Society V72, N12, Dec.1995, PP.1591-1593.

[9] Yoshimoto, Y, Onodera, M, Tamaki, H.,1999, “Reduction of NOx, Smoke, and BSFC in a

Diesel Engine Fueled by Biodiesel Emulsion with Used Frying Oil”, SAE, Paper 1999-01-

3598.


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[10] Gerhard Vellguth, “Performance of Vegetable Oils and their Monoesters as Fuels for Diesel

Engines”, SAE, 1983, Paper 831358.

[11] Dale R. Tree, Donil C. Oren, Thomas M. Yonushonis, and Paul D. Weizynski, “Cummins

engine Co., Inc., Experimental measurements on the effect of insulated pistons on engine

performance and heat transfer”, SAE, 1996, paper No.960317.

[12] Hayes, T.K., Savage, L.D., “Cylinder pressure data acquisition and heat release analysis on a

personal computer”, SAE, 1986, paper No.860029.

[13] Xiabo Sun., “Experimental Analysis and performance improvement of a single cylinder direct

injection turbocharged low heat rejection engine”, SAE 1993, paper no.930989.

[14] Srinivasa Murthy. V.S, “Investigations on the use of Vegetable oils in a Low heat Rejection CI

Engine”, Ph.D Thesis, May 2005, Dept. of Mech. Engg., JNTUCE, Anantapur, A.P, India.

Sudheer B.P.K Department of Mechanical Engg,

JNTUH College of Engineering,

Hyderabad – 500085, India

Email: [email protected]

Murthy V.S.S Principal,

Department of Mechanical Engg,

KSRMCE, Kadapa, India

Kalyani K.Radha Department of Mechanical Engg,



Email: [email protected]

Anjaneya Prasad.B Department of Mechanical Engg,



Ramjee. E Department of Mechanical Engg,





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Naga Prasad Ch.S Department of Mechanical Engg,



K.V.K. Reddy Department of Mechanical Engg,



Rajagopal.K

Department of Mechanical Engg,



PERFORMANCE EVALUATION OF A LOW HEAT REJECTION CI ENGINE...

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