Experiments were carried out to study exhaust emissions of diesel engine with low heat
rejection (LHR) combustion chamber with ceramic coated cylinder head [ceramic coating of
thickness 500 microns was done on inside portion of cylinder head] with different operating
conditions [normal temperature and pre–heated temperature] of waste fried vegetable oil based
biodiesel with varied injector opening pressure and injection timing. Conventional engine (CE)
showed deteriorated performance, while engine with LHR combustion chamber showed improved
performance with biodiesel operation at manufacturer’s recommended injection timing of 27o bTDC
(before top dead center) and injector opening pressure of 190 bar. The optimum injection timing was
31o bTDC for CE while it was 30o bTDC with engine with LHR combustion chamber with biodiesel
operation. Smoke levels decreased, while nitrogen oxide levels increased with engine with LHR
combustion chamber its optimized injection timing in comparison with pure diesel operation on CE.
6. Fig 3: Variation of brake thermal efficiency (BTE) with brake mean effective pressure (BMEP)
in engine with LHR combustion chamber at different injection timings with biodiesel
(BD) operation
Reduction of ignition delay of the biodiesel in the hot environment of the Engine with LHR
combustion chamber improved heat release rates and efficient energy utilization. Preheating of
biodiesel improved performance further in LHR version of the engine. The optimum injection timing
was found to be 30o bTDC with Engine with LHR combustion chamber with normal biodiesel as
well as preheated biodiesel. Since the hot combustion chamber of engine with LHR combustion
chamber reduced ignition delay and combustion duration and hence the optimum injection timing
was obtained earlier with engine with LHR combustion chamber when compared with CE with the
biodiesel operation.
Injector opening pressure was varied from 190 bar to 270 bar to improve the spray
characteristics and atomization of the biodiesel and injection timing was advanced from 27 to 31o
bTDC for CE and engine with LHR combustion chamber.
31
3.2 Exhaust Emissions
From Fig.4, it is observed that lower levels of smoke was observed with both versions of the
combustion chamber with test fuels up to 80% of the full load operation, an beyond that it they
increased drastically. During the first part, the smoke level was more or less constant, as there was
always excess air present.