This paper describes the CFD analysis and experimental validation for a blend of Ethanol and Diesel in CI Engine. Ethanol is the alcohol found in alcoholic beverages but it also makes an effective motor fuel. Since, ethanol possess low Cetane number it fails to auto ignite. In order to overcome this Diesel is blended with Ethanol. Thus the Diesel will ignite and thus facilitate the Ethanol to start burning. In this work a CFD model was created and the combustion analysis was carried out and the results were validated with experimental data. The Ethanol and Diesel fuels were mixed in different proportions and they were injected to the combustion chamber of a normal diesel engine. A single cylinder PC based VCR Engine was operated with this Ethanol - Diesel blend in different concentrations and at various loads. The experiment was successful and it showed that the Ethanol could be mixed with Diesel and could be injected without any engine modification. The difference between CFD and the experimental results obtained was found within acceptable range.
Computer simulation of ci engine for diesel and biodisel blendsLaukik Raut
Among the alternative fuels, biodiesel and its blends
are considered suitable and the most promising fuel for diesel
engine. The properties of biodiesel are found similar to that of
diesel. Many researchers have experimentally evaluated the
performance characteristics of conventional diesel engines
fuelled by biodiesel and its blends. However, experiments require
enormous effort, money and time. Hence, a cycle simulation
model incorporating a thermodynamic based single zone
combustion model is developed to predict the performance of
diesel engine. A comprehensive computer code using “C”
language was developed for compression ignition (C.I) engine.
Combustion characteristics such as cylinder pressure, heat
release, heat transfer and performance characteristics such as
work done, brake power and brake thermal efficiency (BTE) were
analyzed. On the basis of first law of thermodynamics the
properties at each degree crank angle was calculated. The
simulated combustion and performance characteristics are found
satisfactory with the experimental results
PERFORMANCE EVALUATION OF A CONVENTIONAL DIESEL ENGINE RUNNING IN DUAL FUEL M...IAEME Publication
Present study evaluates the performance of a compression ignition engine running in dual fuel mode with Liquefied Petroleum Gas and Petroleum Diesel. The LPG was inducted in the engine by Fumigation method at the rate of 0.094, 0.189 & 0.283 Kg/hr. Major performance parameters such as Brake power, Brake thermal efficiency, Brake specific fuel consumption etc. were evaluated at different load & different fuel combinations.
This paper describes the CFD analysis and experimental validation for a blend of Ethanol and Diesel in CI Engine. Ethanol is the alcohol found in alcoholic beverages but it also makes an effective motor fuel. Since, ethanol possess low Cetane number it fails to auto ignite. In order to overcome this Diesel is blended with Ethanol. Thus the Diesel will ignite and thus facilitate the Ethanol to start burning. In this work a CFD model was created and the combustion analysis was carried out and the results were validated with experimental data. The Ethanol and Diesel fuels were mixed in different proportions and they were injected to the combustion chamber of a normal diesel engine. A single cylinder PC based VCR Engine was operated with this Ethanol - Diesel blend in different concentrations and at various loads. The experiment was successful and it showed that the Ethanol could be mixed with Diesel and could be injected without any engine modification. The difference between CFD and the experimental results obtained was found within acceptable range.
Computer simulation of ci engine for diesel and biodisel blendsLaukik Raut
Among the alternative fuels, biodiesel and its blends
are considered suitable and the most promising fuel for diesel
engine. The properties of biodiesel are found similar to that of
diesel. Many researchers have experimentally evaluated the
performance characteristics of conventional diesel engines
fuelled by biodiesel and its blends. However, experiments require
enormous effort, money and time. Hence, a cycle simulation
model incorporating a thermodynamic based single zone
combustion model is developed to predict the performance of
diesel engine. A comprehensive computer code using “C”
language was developed for compression ignition (C.I) engine.
Combustion characteristics such as cylinder pressure, heat
release, heat transfer and performance characteristics such as
work done, brake power and brake thermal efficiency (BTE) were
analyzed. On the basis of first law of thermodynamics the
properties at each degree crank angle was calculated. The
simulated combustion and performance characteristics are found
satisfactory with the experimental results
PERFORMANCE EVALUATION OF A CONVENTIONAL DIESEL ENGINE RUNNING IN DUAL FUEL M...IAEME Publication
Present study evaluates the performance of a compression ignition engine running in dual fuel mode with Liquefied Petroleum Gas and Petroleum Diesel. The LPG was inducted in the engine by Fumigation method at the rate of 0.094, 0.189 & 0.283 Kg/hr. Major performance parameters such as Brake power, Brake thermal efficiency, Brake specific fuel consumption etc. were evaluated at different load & different fuel combinations.
History of gasoline direct compression ignition (gdci) engine a revieweSAT Journals
Abstract The first single-cylinder gasoline direct compression ignition (GDCI) engine was designed and built in 2010 by Delphi Companyfor testing performance, emissions and Brake specific fuel consumption (BSFC). Then after achieving the good results in performance, emissions and BSFCfrom single-cylinder engine, multi-cylinder GDCI engine was built in 2013. The compression ignition engine has limitations such as high noise, weight, PM and NOX emissions compared to gasoline engine. But the high efficiency, torque and better fuel economy of compression ignition engine are the reasons of Delphi Company to use compression ignition strategy for building a new combustion system. The objective of the present review study involves the reasons of building of the GDCI engine in detail. Keywords: Delphi Company,Emissions, Multi-Cylinder GDCI engine andSingle-CylinderGDCI Engine.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Combined numerical experimental study of dual fuel diesel engine to discuss t...Shans Shakkeer
It is my m.tech seminar presentation,on the basis of a study carried out by Carmelina Abagnale a, Maria Cristina Cameretti a,Luigi De Simio b, Michele Gambino b, Sabatino Iannaccone b, Raffaele Tuccillo ( Dipartimento di Ingegneria Industriale, Università di Napoli Federico II, Italy b Istituto Motori, C.N.R., Napoli, Italy ) were presented in 68th Conference of the Italian Thermal Machines Engineering Association, ATI2013, and Published by Elsevier ltd. in 2013
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
An Experimental Study of Variable Compression Ratio Engine Using Diesel Blend...IJAEMSJORNAL
Increase in the scarcity of the fossil fuels, prices and global warming have generated an interest in developing alternate fuel for engine. Technologies now focusing on development of plant based fuel, plant oils and plant fats as alternative fuel. The present work deals with finding the better compression ratio for the honne oil diesel blend fueled C.I engine at variable load and constant speed operation. In order to find out optimum compression ratio, experiments are carried out on a single cylinder four stroke variable compression ratio diesel engine. Engine performance tests are carried out at different compression ratio values. The optimum compression ratio that gives better engine performance is found from the experimental results. Using experimental data Artificial Neural Network (ANN) model was developed and the values were predicted using ANN. Finally the predicted values were validated with the experimentally.
Effect Of Compression Ratio On The Performance Of Diesel Engine At Different ...IJERA Editor
Variable compression ratio (VCR) technology has long been recognized as a method for improving the
automobile engine performance, efficiency, fuel economy with reduced emission. The main feature of the VCR
engine is to operate at different compression ratio, by changing the combustion chamber volume, depending on
the vehicle performance needs .The need to improve the performance characteristics of the IC Engine has
necessitated the present research. Increasing the compression ratio to improve on the performance is an option.
The compression ratio is a factor that influences the performance characteristics of internal combustion engines.
This work is an experimental investigation of the influence of the compression ratio on the brake power, brake
thermal efficiency, brake mean effective pressure and specific fuel consumption of the Kirloskar variable
compression ratio duel fuel engine. Compression Ratios of 14, 15, 16 and 18 and engine loads of 3kg to 12 kg,
in increments of 3kg, were utilized for Diesel.
Effect of Pilot Fuel Quantity on the Performance and Emission Characteristics...IOSR Journals
The serious environmental pollution and the energy crisis all over the world has caused for
development of the lower pollution and lower energy consumption automobile to become major research goal.
With huge back ground, Compressed Natural Gas (CNG) is projected as the best alternative fuel for the country
like India. The properties of CNG make it an ideal fuel for direct use in spark ignition engines. Conversion of
any existing spark ignition engine to operate on natural gas is relatively simple with available equipment. Many
spark ignition engine vehicles are successfully operating in major cities of India with CNG fuel. However CNG
cannot be used as a fuel in diesel engines with ease. Since the maximum engines at present run on diesel, it will
be very much useful if a solution could be found to alter the existing diesel engine with minimum modifications
to run on CNG. Several researchers could attempt to run diesel engines with CNG. In the process three methods
were reported to be successful to use CNG as a fuel in diesel engines, they are (i) Spark ignited gas mode (ii)
Direct injection of CNG in dual fuel mode and (iii) Premixed CNG dual fuel mode. In the present work a
premixed dual fuel engine was developed which can perform well for the entire range of load and experiments
are carried out by varying the pilot fuel amount and studied the effect of pilot fuel amount on engine
performance and emissions characteristics and determined optimum fuel injection quantity for better
performance and lower emissions.
EXPERIMENTAL VALIDATION AND COMBUSTION CHAMBER GEOMETRY OPTIMIZATION OF DIESE...IAEME Publication
Compression ignition diesel engines are very popular both in stationary and mobile applications. These engines find large applications because of their higher compression ratios,
robustness in design and higher thermal efficiencies. Air is sucked in to the chamber when the piston moves from TDC to BDC through the intake manifold during suction stroke. The fuel in atomized form is sprayed onto the compressed air in the chamber
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
History of gasoline direct compression ignition (gdci) engine a revieweSAT Journals
Abstract The first single-cylinder gasoline direct compression ignition (GDCI) engine was designed and built in 2010 by Delphi Companyfor testing performance, emissions and Brake specific fuel consumption (BSFC). Then after achieving the good results in performance, emissions and BSFCfrom single-cylinder engine, multi-cylinder GDCI engine was built in 2013. The compression ignition engine has limitations such as high noise, weight, PM and NOX emissions compared to gasoline engine. But the high efficiency, torque and better fuel economy of compression ignition engine are the reasons of Delphi Company to use compression ignition strategy for building a new combustion system. The objective of the present review study involves the reasons of building of the GDCI engine in detail. Keywords: Delphi Company,Emissions, Multi-Cylinder GDCI engine andSingle-CylinderGDCI Engine.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Combined numerical experimental study of dual fuel diesel engine to discuss t...Shans Shakkeer
It is my m.tech seminar presentation,on the basis of a study carried out by Carmelina Abagnale a, Maria Cristina Cameretti a,Luigi De Simio b, Michele Gambino b, Sabatino Iannaccone b, Raffaele Tuccillo ( Dipartimento di Ingegneria Industriale, Università di Napoli Federico II, Italy b Istituto Motori, C.N.R., Napoli, Italy ) were presented in 68th Conference of the Italian Thermal Machines Engineering Association, ATI2013, and Published by Elsevier ltd. in 2013
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
An Experimental Study of Variable Compression Ratio Engine Using Diesel Blend...IJAEMSJORNAL
Increase in the scarcity of the fossil fuels, prices and global warming have generated an interest in developing alternate fuel for engine. Technologies now focusing on development of plant based fuel, plant oils and plant fats as alternative fuel. The present work deals with finding the better compression ratio for the honne oil diesel blend fueled C.I engine at variable load and constant speed operation. In order to find out optimum compression ratio, experiments are carried out on a single cylinder four stroke variable compression ratio diesel engine. Engine performance tests are carried out at different compression ratio values. The optimum compression ratio that gives better engine performance is found from the experimental results. Using experimental data Artificial Neural Network (ANN) model was developed and the values were predicted using ANN. Finally the predicted values were validated with the experimentally.
Effect Of Compression Ratio On The Performance Of Diesel Engine At Different ...IJERA Editor
Variable compression ratio (VCR) technology has long been recognized as a method for improving the
automobile engine performance, efficiency, fuel economy with reduced emission. The main feature of the VCR
engine is to operate at different compression ratio, by changing the combustion chamber volume, depending on
the vehicle performance needs .The need to improve the performance characteristics of the IC Engine has
necessitated the present research. Increasing the compression ratio to improve on the performance is an option.
The compression ratio is a factor that influences the performance characteristics of internal combustion engines.
This work is an experimental investigation of the influence of the compression ratio on the brake power, brake
thermal efficiency, brake mean effective pressure and specific fuel consumption of the Kirloskar variable
compression ratio duel fuel engine. Compression Ratios of 14, 15, 16 and 18 and engine loads of 3kg to 12 kg,
in increments of 3kg, were utilized for Diesel.
Effect of Pilot Fuel Quantity on the Performance and Emission Characteristics...IOSR Journals
The serious environmental pollution and the energy crisis all over the world has caused for
development of the lower pollution and lower energy consumption automobile to become major research goal.
With huge back ground, Compressed Natural Gas (CNG) is projected as the best alternative fuel for the country
like India. The properties of CNG make it an ideal fuel for direct use in spark ignition engines. Conversion of
any existing spark ignition engine to operate on natural gas is relatively simple with available equipment. Many
spark ignition engine vehicles are successfully operating in major cities of India with CNG fuel. However CNG
cannot be used as a fuel in diesel engines with ease. Since the maximum engines at present run on diesel, it will
be very much useful if a solution could be found to alter the existing diesel engine with minimum modifications
to run on CNG. Several researchers could attempt to run diesel engines with CNG. In the process three methods
were reported to be successful to use CNG as a fuel in diesel engines, they are (i) Spark ignited gas mode (ii)
Direct injection of CNG in dual fuel mode and (iii) Premixed CNG dual fuel mode. In the present work a
premixed dual fuel engine was developed which can perform well for the entire range of load and experiments
are carried out by varying the pilot fuel amount and studied the effect of pilot fuel amount on engine
performance and emissions characteristics and determined optimum fuel injection quantity for better
performance and lower emissions.
EXPERIMENTAL VALIDATION AND COMBUSTION CHAMBER GEOMETRY OPTIMIZATION OF DIESE...IAEME Publication
Compression ignition diesel engines are very popular both in stationary and mobile applications. These engines find large applications because of their higher compression ratios,
robustness in design and higher thermal efficiencies. Air is sucked in to the chamber when the piston moves from TDC to BDC through the intake manifold during suction stroke. The fuel in atomized form is sprayed onto the compressed air in the chamber
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
Cultivating teacher trainees’ experiences of integrating emerging educational...Dr. David Kabugo
Luganda language is one of the indigenous languages spoken by people of Uganda. Out of the 45+ indigenous languages of Uganda, Luganda is the most widely spoken with more than eight million speakers (Namyalo, 2013). Although Luganda is a fairly well documented language, and while it is being taught as a subject of study at some education institutions in Uganda, many young learners of this generation are slowly detaching themselves from its study (LTA, 2014). The need to address this challenge is urgent. Otherwise, many young learners of this generation will continue to detach themselves from the study of Luganda. When this challenge is not addressed, Luganda language will lose its continuity and risk becoming extinct. The larger study from which this paper emerges aimed at cultivating teacher-trainees’ experiences of utilising emerging technologies (ETs) in teaching to revitalise Luganda language.
THE PERFORMANCE OF BIODIESEL MIXTURES IN A VCR ENGINEIAEME Publication
In recent years alternate fuels have received much attention because the world is confronted with the twin crisis of fossil fuel depletion and environmental degradation. The biodiesel produced from Jatropha oil by transesterification process represents one of the most promising options to reduce the use of conventional fossil fuels. The present work studies the performance and emission characteristics of a single cylinder water cooled variable compression ratio engine using jatropha biodiesel and its mixtures as fuel in a direct injection diesel engine. An additive DEE (Di-ethyl ether) is used to enhance the combustion properties of biodiesel. A total of 3 samples of fuels are used such as diesel, BD25 (Jatropha biodiesel 25%), BDM (Biodiesel mixture). The performance and emission characteristics are measured at compression ratios of 16, 17 and18 by varying the load and maintaining the speed constant at 1500 rpm. From the study results it has been found that better results are obtained at a compression ratio of 18. At this best compression ratio the performance and emission characteristics of biodiesel mixture is compared with BD 25 and Diesel Fuel (DF). It is observed that the use of additive have improved the performance and emission characteristics of biodiesel mixture and can be used as a substitute for diesel.
Experimental investigation of using kerosene-biodiesel blend as an alternativ...Mustansiriyah University
Researchers are seeking alternative ways to deal with conventional fuels
depletion and global warming. Biodiesel appears as one of the most candidate alternatives
in this regard. The present work deals with biodiesel produced by transesterification of
sunflower oil. The produced biodiesel was further mixed with kerosene to obtain a blend
between new and traditional fuels. The physicochemical properties of the bio-fuel
blended with kerosene have been tested in the laboratory maintaining different ASTM
standards. In this study, blends of biodiesel and kerosene were tested on TQ small engine
test set (TD200). BK60 (biodiesel 60 vol. % and kerosene 40 vol. %), BK45 (biodiesel 45
vol. % and kerosene 55 vol. %), BK30 (biodiesel 30 vol. % and kerosene 70 vol. %) and
BK15 (biodiesel 15 vol. % and kerosene 85 vol. %) were tested. Three mixing speeds
were used in the tests, namely; 1000 rpm, 2000 rpm, and 3000 rpm at constant high load
of 80%. The performance parameters studied included; brake thermal efficiency (BTE)
and brake specific fuel consumption (BSFC). Regarding the emissions, carbon monoxide
(CO), hydrocarbons (HC), and oxides of nitrogen (NOx) were also recorded. Results
showed that the new blends produce higher BTE and lower BSFC than the conventional
kerosene and biodiesel.
The experimental investigation is made to estimate the combustion and performance
characteristics of direct injection diesel engine using different blends of karanja methyl ester with
diesel. The Karanja biodiesel is mixed with diesel in proportions of 20%, 50% and 100% by volume
and studied under various loading conditions i.e. at No load, 25%, 50%, 75% and full load in diesel
engine. The combustion parameters were found close to that of diesel. The blend of karanja biodiesel
performed complete and smoother combustion process than diesel. The various parameters values
like brake thermal efficiency, and heat equivalent to useful work wererecorded nearest to diesel. The
fuel air ratio also recorded higher than diesel. Whereas the mean gas temperature for pure karanja
biodiesel was higher than diesel which is on account of complete combustion on account of 10-12%
fuel bound oxygen. On the basis of brake thermal efficiency, KB20 blend was found to be the best
blend.
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
In the course of this study, an eco-friendly alternative fuel was manufactured by transesterifying waste oils with the help of alcohol and a catalyst. As required by the American society for testing and materials (ASTM) requirements, we conducted an analysis on the acquired waste cooking oil
biofuel (WOB) to determine its most important properties. We were successful in producing three separate fuel mixes, which we will refer to as BF100WOB0 (100% diesel), BF80WOB20 (80% diesel and 20% biofuel),
and BF0WOB100 (100% biofuel) respectively. This research used a diesel engine with direct injection; the engine had a single cylinder, and the
computer that operated it was located in the cabin. The results showed that the BF80WOB20 had a 3.8% increase in fuel consumption and a 1.4% loss
in thermal efficiency while it was at a temperature of 26.5° b top dead center (TDC) conditions with low injection time led to decreased levels of both nitrogen oxides (NOx) and hartridge smoke level (HSL) emissions. The addition of 20% WOB to the fundamental fuel improved the engine
combustion characteristics at 26.5° b TDC. This improvement occurred at the same time.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
PERFORMANCE AND COMBUSTION CHARACTERISTICS OF SINGLE CYLINDER DIESEL ENGINE F...IAEME Publication
The experimental investigation is made to estimate the combustion and performance characteristics of direct injection diesel engine using different blends of karanja methyl ester with diesel. The Karanja biodiesel is mixed with diesel in proportions of 20%, 50% and 100% by volume and studied under various loading conditions i.e. at No load, 25%, 50%, 75% and full load in diesel engine. The combustion parameters were found close to that of diesel. The blend of karanja biodiesel performed complete and smoother combustion process than diesel.
Performance and combustion characteristics of single cylinder diesel engine f...Er Sandeep Duran
The experimental investigation is made to estimate the combustion and performance
characteristics of direct injection diesel engine using different blends of karanja methyl ester with
diesel. The Karanja biodiesel is mixed with diesel in proportions of 20%, 50% and 100% by volume
and studied under various loading conditions i.e. at No load, 25%, 50%, 75% and full load in diesel
engine. The combustion parameters were found close to that of diesel. The blend of karanja biodiesel
performed complete and smoother combustion process than diesel. The various parameters values
like brake thermal efficiency, and heat equivalent to useful work wererecorded nearest to diesel. The
fuel air ratio also recorded higher than diesel. Whereas the mean gas temperature for pure karanja
biodiesel was higher than diesel which is on account of complete combustion on account of 10-12%
fuel bound oxygen. On the basis of brake thermal efficiency, KB20 blend was found to be the best
blend.
Performance and combustion characteristics of single cylinder diesel engine f...Er Sandeep Duran
The experimental investigation is made to estimate the combustion and performance characteristics of direct injection diesel engine using different blends of karanja methyl ester with diesel. The Karanja biodiesel is mixed with diesel in proportions of 20%, 50% and 100% by volume and studied under various loading conditions i.e. at No load, 25%, 50%, 75% and full load in diesel
engine. The combustion parameters were found close to that of diesel.
A Study of diesel engine fuelled with Madhuca Indica biodiesel and its blend...IJMER
The engine emission characteristics of Mahua (Madhuca Indica) biodiesel (Mahua Oil
Methyl Ester) and its blends with diesel is presented. The thermo-physical properties of all the fuel blends have been measured and presented. The engine tests are conducted on a 4-Stroke Tangentially Vertical (TV) single cylinder kirloskar 1500 rpm water-cooled direct injection diesel engine with eddy current dynamometer at different brake power of 1.021133, 2.072299, 3.093431, 4.144597, 5.195763 kw with modified Static Injection Timing of 22° bTDC and standard Nozzle Opening Pressure of 220
bar maintained as constant throughout the experiment under steady state conditions at full load condition. From
the test results, it could be observed that the higher brake power of 5.195763 kw (full load) with nozzle opening
pressure of 220 bar and static injection timing of 22° bTDC gives lower emissions for brake power 5.195763 kw for B0 and B25 when compared to other blends. Also there is significant percentage reduction in NOx emission with brake power of 5.195763 kw for B0 when compared with B100. It could be found that lower in CO, HC emissions with brake power 5.195763 kw for B25 when compared to B0.
Explore the innovative world of trenchless pipe repair with our comprehensive guide, "The Benefits and Techniques of Trenchless Pipe Repair." This document delves into the modern methods of repairing underground pipes without the need for extensive excavation, highlighting the numerous advantages and the latest techniques used in the industry.
Learn about the cost savings, reduced environmental impact, and minimal disruption associated with trenchless technology. Discover detailed explanations of popular techniques such as pipe bursting, cured-in-place pipe (CIPP) lining, and directional drilling. Understand how these methods can be applied to various types of infrastructure, from residential plumbing to large-scale municipal systems.
Ideal for homeowners, contractors, engineers, and anyone interested in modern plumbing solutions, this guide provides valuable insights into why trenchless pipe repair is becoming the preferred choice for pipe rehabilitation. Stay informed about the latest advancements and best practices in the field.
Sachpazis:Terzaghi Bearing Capacity Estimation in simple terms with Calculati...Dr.Costas Sachpazis
Terzaghi's soil bearing capacity theory, developed by Karl Terzaghi, is a fundamental principle in geotechnical engineering used to determine the bearing capacity of shallow foundations. This theory provides a method to calculate the ultimate bearing capacity of soil, which is the maximum load per unit area that the soil can support without undergoing shear failure. The Calculation HTML Code included.
About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Hierarchical Digital Twin of a Naval Power SystemKerry Sado
A hierarchical digital twin of a Naval DC power system has been developed and experimentally verified. Similar to other state-of-the-art digital twins, this technology creates a digital replica of the physical system executed in real-time or faster, which can modify hardware controls. However, its advantage stems from distributing computational efforts by utilizing a hierarchical structure composed of lower-level digital twin blocks and a higher-level system digital twin. Each digital twin block is associated with a physical subsystem of the hardware and communicates with a singular system digital twin, which creates a system-level response. By extracting information from each level of the hierarchy, power system controls of the hardware were reconfigured autonomously. This hierarchical digital twin development offers several advantages over other digital twins, particularly in the field of naval power systems. The hierarchical structure allows for greater computational efficiency and scalability while the ability to autonomously reconfigure hardware controls offers increased flexibility and responsiveness. The hierarchical decomposition and models utilized were well aligned with the physical twin, as indicated by the maximum deviations between the developed digital twin hierarchy and the hardware.
Industrial Training at Shahjalal Fertilizer Company Limited (SFCL)MdTanvirMahtab2
This presentation is about the working procedure of Shahjalal Fertilizer Company Limited (SFCL). A Govt. owned Company of Bangladesh Chemical Industries Corporation under Ministry of Industries.
Immunizing Image Classifiers Against Localized Adversary Attacksgerogepatton
This paper addresses the vulnerability of deep learning models, particularly convolutional neural networks
(CNN)s, to adversarial attacks and presents a proactive training technique designed to counter them. We
introduce a novel volumization algorithm, which transforms 2D images into 3D volumetric representations.
When combined with 3D convolution and deep curriculum learning optimization (CLO), itsignificantly improves
the immunity of models against localized universal attacks by up to 40%. We evaluate our proposed approach
using contemporary CNN architectures and the modified Canadian Institute for Advanced Research (CIFAR-10
and CIFAR-100) and ImageNet Large Scale Visual Recognition Challenge (ILSVRC12) datasets, showcasing
accuracy improvements over previous techniques. The results indicate that the combination of the volumetric
input and curriculum learning holds significant promise for mitigating adversarial attacks without necessitating
adversary training.
2. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 621
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Nomenclatures
BDC Bottom dead centre
BMEP Brake mean effective pressure, bar
BSFC Brake specific fuel consumption, kg.kW-1
.hr-1
BTDC Before top dead centre
BTE Brake thermal efficiency
CO Carbon monoxide
CO2 Carbon dioxide
CR Compression ratio
CV Heating value of fuel, kJ.kg-1
D Diesel fuel
HC Hydro carbon
J Jatropha fuel
K Karanja fuel
K20J40D Blend with 20% Karanja, 40% Jatropha and 20% diesel (v/v)
K20J60D Blend with 20% Karanja, 60% Jatropha and 20% diesel (v/v)
KJD20 Blend with 20% Karanja, 20% Jatropha and 60% diesel (v/v)
KJD40 Blend with 40% Karanja, 40% Jatropha and 20% diesel (v/v)
MGT Mean gas temperature
P Cylinder pressure
PM Particulate matter
SFC Specific fuel consumption, kg.kW-1
.hr-1
TDC Top dead centre
VCR Variable compression ratio
Greek Symbols
ηBT Efficiency brake thermal
ηvol Efficiency volumetric
ηMECH Efficiency mechanical
θ Crank angle, deg.
ρ Density of a fuel, kg.m-3
Some literature explains that the power of the engine is recovered due to high
viscosity of biodiesel. High viscosity improves the air fuel ratio because of fuel
spray penetration during injection [22-23]. Most of researches [7, 9-12] reported
that fuel consumption of an engine is increased.
This is due to loss of heating value of biodiesel blends. Armas et al. [24]
reported that due to lower heating value of B100 biodiesel BSFC is increased by
12%. Also Hasimoglua et al. [25] reported higher BSFC for biodiesel. Godiganur
et al. [26] observed that with increasing content of biodiesel engine fuel
consumption increases. Raheman and Phadtare [15] reported same observations
for use of B100 Karanja biodiesel. Sahoo et al. [27] observed that for B100
Karanja biodiesel BSFC was increased by 13.31%.
PM emission reduced with the use of biodiesel. 40% PM was reduced
compare with biodiesel [16, 19, 25]. Sahoo et al. [27] observed that PM reduced
by 68.83% for B100 Karanja biodiesel and 64.28% for B100 Jatropha biodiesel.
Literatures reported that NOx emission increase with increase in content of
biodiesel. Lujan et al. [28] observed that NOx emission increases by 44.8 % for
3. 622 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
B100 biodiesel. Sahoo et al. [27] reported comparison of Karanja and Jatropha
biodiesel. For Karanja biodiesel NOx emission increases with increase content
and for Jatropha biodiesel there is variation in NOx emission. Most of the
literatures reported that with the use of pure biodiesel CO emission reduces
compared with diesel fuel [7-9, 14, 15, 29-31]. Raheman and Phadtare [15]
observed that the CO emission was reduced by 74-94% for B100 Karanja
biodiesel. Sahoo et al. [27] reported that the CO emission was increased for
Jatropha biodiesel and reduced for Karanja biodiesel. Banapumatha et al. [32]
reported that the CO value for Jatropha biodiesel was 0.155% and for diesel fuel it
was 0.1125%. Many authors reported that HC emission decreases with increases
in content of biodiesel [26, 28, 31-36].
All these literatures findings are based on single fix compression ratio and use
of single biodiesel fuel. Compression ratio has a significant effect on combustion
and emission of the engine. Few literatures were observed with findings of varied
compression ratio and use of dual blends of biodiesel. Hence aim of this work is
to identify the performance and emission characteristics of single cylinder diesel
engine fuelled with blends of biodiesel (Jatropha and Karanja) with diesel fuel at
a compression ratio 16 and 18.
2. Materials and Method
Commercial diesel fuel was obtained locally was used as a base line fuel for this
study. Test fuel samples are prepared at B. S. Deore College of Engineering and
properties are tested from the third party, Horizon Services Chemical Lab at Pune
(M.S). Density and Heating value of test fuels is as given in the Table 1. D is
referred as pure diesel and K is for Karanja fuel and J is for Jatropha fuel. Engine
oil used for the study purpose meets the API CH-4, ACEA A3/B4, SAE 15 W-40
specification.
Table 1. Properties of Fuel.
Sr.
No.
Fuel
Blend
Density
(kg/m3
)
CV
(kJ/kg)
Viscosity
(cSt)
Flash
Point
(o
C)
Cloud
Point
(o
C)
Pour
Point
(o
C)
1 D 828 42300 2.85 76 6.5 3.1
2 J 870 39450 4.56 150 10 4.2
3 K 880 39890 4.52 166 14.2 5.1
4 KJD20 824 40367 3.80 94 7.3 3.1
5 KJD40 834 40778 3.98 130 7.9 3.3
6 KJ50 852 39470 3.88 155 9.8 4.5
7 K20J40D 840 40985 3.76 145 8.8 3.3
8 K20J60D 852 37710 3.92 150 8.4 3.5
9 Method ASTM
D4052
ASTM
D240
ASTM
D445
ASTM
D93
ASTM
D2500
ASTM
D97
Test setup consists of single cylinder, four stroke, VCR (Variable
Compression Ratio) Diesel engine connected to eddy current type dynamometer
for loading. The compression ratio can be changed without stopping the engine
and without altering the combustion chamber geometry by tilting cylinder block
arrangement. During the test fuel injection timing was maintain as a constant and
4. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 623
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
it was 23 degree BTDC. Setup is provided with necessary instruments for
combustion pressure and crank-angle measurements. These signals are interfaced
to computer through engine indicator for Pθ−PV diagrams. Provision is also made
for interfacing airflow, fuel flow, temperatures and load measurement. The set up
has stand-alone panel box consisting of air box, two fuel tanks for duel fuel test,
manometer, fuel measuring unit, transmitters for air and fuel flow measurements,
process indicator and engine indicator. Rotameters are provided for cooling water
and calorimeter water flow measurement. The setup enables study of VCR engine
performance for brake power, indicated power, frictional power, BMEP, IMEP,
brake thermal efficiency, indicated thermal efficiency, Mechanical efficiency,
volumetric efficiency, specific fuel consumption, A/F ratio and heat balance.
Labview based Engine Performance Analysis software package “EnginesoftLV”
is used for on line performance evaluation. A computerized Diesel injection
pressure measurement is optionally provided. Table 2 represents the engine
specifications and Fig. 1 shows a photograph of test setup.
Fig. 1. Photograph of VCR Single Cylinder Diesel Engine.
Engine used in this experiment was four stroke, naturally aspirated, water cooled
engine. Engine was commercial engine and is coupled with dynamometer.
Dynamometer was AG series eddy current dynamometer designed for testing of
engines upto 400 kW. The dynamometer is bi-directional. The shaft mounted finger
type rotor runs in a dry gap. A closed circuit type cooling system permits for a
sump. Dynamometer load measurement is from a strain gauge load cell and speed
measurement is from a shaft mounted three hundred sixty PPR rotary encoder.
During experimentation load on the engine was varied to measure the performance
at two different compression ratio 16 and 18. Initially test was conducted for Diesel
engine fuel then for Jatropha and Karanja fuel. Every time fuel tank and fuel line
was completely drain out and to ensure new fuel supply to the engine was initially
run for five to ten minutes. To ensure the steady state readings were taken only when
the oil temperature was observed to be constant for a period of at least five minutes.
5. 624 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Table 2. Engine Specifications.
Details Specification
Type Single cylinder, Four stroke, Variable
Compression Ratio Diesel Engine
(Computerized)
Engine Kirloskar Make, Place of Manufacturer INDIA,
Water cooled, 3.5 kW at 1500 rpm, Stroke 110
mm, Bore 87.5 mm, 661 cc, CR range 12 – 18
Dynamometer Model ED-I, Manufacturer – Apex
Innovations, Eddy current type, Water cooled
Max load 7.5 kW.
Piezo Sensor Range 5000 PSI with low noise cable
Crank Angle Sensor Resolution 1 degree, Speed 5500 rpm, with
TDC pulse
Data Acquisition Device NI USB-62210, 16 Bit, 250 kS/s
Piezo Powering Unit Make – Cuadra, Model – AX 409
Digital Mili Voltmeter Range 0-200 mV, Panel Mounted
Temperature Sensor Type RTD, Thermocouple K Type
Temperature
Transmitter
Type two wire, Input RTD PT-100, Range 0 –
100o
C, Output 4-20 mA and Type two wire,
Input Thermocouple Range 0 – 1200 o
C,
Output 4-20 mA
Load Indicator Digital, Range 0 – 50 kg, Supply 230 VAC
Load Sensor Load Cell, Type Strain Gauge, Range 0 – 50 kg
Fuel Flow Transmitter DP Transmitter, Range 0 – 500 mm WC
Air Flow Transmitter Pressure Transmitter Range (-) 250 mm WC
Software EnginesoftLV,
Rotameter Engine Cooling 40 – 400 LPH, Calorimeter 25
– 250 LPH
Emission analysis was conducted with portable emission analyser DELTA
1600S. Exhaust gases from the engine was taken directly to the sampling tube. It
measures carbon monoxide (CO), carbon dioxide (CO2), hydrocarbons (HC) and
nitric oxide (NO). Both heated line and conditioning lines are provide with the
instrument. Heated line serves to avoid condensation by ensuring the gas
temperature about 200o
C and conditioning line maintains the gas temperature
bellow 40o
C and the saturation level is correct. The DELTA 1600-L determines
the emissions of CO (carbon monoxides), CO2 (carbon dioxides), HC
(hydrocarbons) with means of infrared measurement and O2 (oxygen) and NO
(nitrogen oxides) with means of electrochemical sensors. The 5-gas analysis is
processed by the integrated microprocessor and described in the display. Table 3
represents specification of emission analyser.
Table 3. Specifications of Emission Analyser.
Measurement Measuring Range Resolution
HC 0 – 10000 ppm 1 ppm
CO 0.000 – 9.999% 0.001%
CO2 0 – 20% 0.01%
O2 0 – 25% 0.01%
6. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 625
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
3. Results and Discussion
Tests were conducted on single cylinder VCR diesel engine. All experiments
were performed after ensuring the full warm-up. A plan was designed for the
experimental investigation. Different blends of fuels were tested. The tests were
conducted for different blends and were repeated for four times for every kind of
fuel, in order to increase the reliability of the test results. For each of the fuel,
engine was run on five different loads, 2 kg, 4 kg, 6 kg 8 kg and 10 kg of break
load on dynamometer. The engine load was controlled by dynamometer. The
dynamometer is eddy current type, water cooled with a maximum load of 7.5 kW.
3.1.Combustion analysis
3.1.1. Pressure crank angle
Figures 2 and 3 represent pressure vs. crank angle diagram for compression ratio of
18 and 16 respectively. Figures 4 and 5 represents summary of the combustion data.
For a compression ratio of 18 it is observed that the peak pressure for Jatropha fuel
was maximum by 6% compared with pure diesel, whereas for Karanja it is 4%, for
KJD20 and KJD40 it was more by 1% compared with pure biodiesel. However for
the blends of K20J40D peak pressure was low by about 12% compared with pure
diesel fuel. For K20J60D fuel peak pressure was low by 2% compared with pure
diesel. For a compression ratio of 16, peak pressure for all fuel was also decreased
and it was observed that the peak pressure was low for each blends compare with
diesel fuel. This is mainly because of increase in ignition delay.
Higher pressure rise was observed for fuel due to longer delay. Pressure reached
during the second stage of combustion depends on the duration of delay period.
Long delay period results in high pressure rise, since more fuel is present in the
cylinder before the rate of burning comes under control. Same trend was observed
compared with Jatropha fuel since; Jatropha has 6% more pressure rise compared
with diesel fuel. For the same proportion of Karanja and Jatropha pressure rise
observed to be same. However, with increase in Jatropha content for the fix value of
Karanja content pressure was low compare with diesel fuel. This is due to higher
density of biodiesel fuel. It is observed that for all blends peak pressure was
observed to be after TDC only this ensures the smooth running of engine.
Fig. 2. Pressure vs. Crank Angle (CR-18).
7. 626 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 3. Pressure vs. Crank Angle (CR-16).
Fig. 4. Ignition Delay, Peak Pressure and
Peak Heat Release Rate for Compression Ratio 18.
Fig. 5. Ignition Delay, Peak Pressure and
Peak Heat Release Rate for Compression Ratio 16.
8. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 627
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Figure 6 represents net heat release rate for the different blends for the two
compression ratios 16 and 18. It is observed that ignition delay was short for
biodiesel and its blends compare with biodiesel. Also the maximum heat release
rate for biodiesel was less compared with pure biodiesel. Long delay results in
accumulation of fuel in the cylinder and hence higher heat release rate was
observed for the diesel fuel. Due to shorter delay higher heat release rate for
biodiesel occur earlier compare with diesel. Because of higher oxygen content of
biodiesel combustion in biodiesel is complete in the after main combustion phase.
Fig. 6. Net Heat Release Rate.
3.1.2. Mass fraction burn
Figures 7 and 8 represent crank angle for the same mass fraction burn. The data
regarding mass fraction burn was the part of LABVIEW software which was used
in this analysis. At compression ratio of 18 it is observed that start of combustion
occurs at earlier stage for K20J40D fuel, 21 degree BTDC, i.e., 33.33% earlier
than diesel, 38.1% earlier than Jatropha and 47.62% earlier than Karanja. It is
observed that 90% of the mass was burn at about 14.44 degree ATDC where as
for other fuel same mass was burn at 18 degree ATDC and more. This indicates
early burning property of this blend. However as compression ratio decreases to
16 for the fuel K20J40D fuel combustion starts at 18 degree BTDC. This is
mainly due to decrease in temperature of the charge.
Fig. 7. Mass Fraction Burn (CR-18).
9. 628 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 8. Mass Fraction Burn (CR-16).
3.1.3. Mean gas temperature
Figures 9 and 10 represent mean gas temperature vs. crank angle diagram. It is
observed that at a compression ratio 18, mean gas temperature was low for
K20J40D. This temperature is 6.01% less than diesel, 0.8% less than Jatropha,
41.82% less than Karanja and 47.83% less than KJD20 and 6.37% less than
K20J60D. This low temperature results in to low NOx emission and even
combustion efficiency is improved due to complete combustion. However as the
compression ratio decreases to 16 Jatropha is having lower mean gas temperature
compare with other fuels. K20J40D fuel temperature is 766.46℃ which is 48-
49% less than any other fuel except Jatropha. It is observed that for both
compression ratios for fixed content of Karanja (20%) with increase in content of
Jatropha mean gas temperature was decreasing first and again increases, it is
observed to be minimum when Jatropha content is 40% by volume. This indicates
that the fuel K20J40D can be low emission environmental friendly fuel for Indian
rural requirements where Karanja and Jatropha can easily available.
Fig. 9. Mean Gas Temperature (CR-18).
10. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 629
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 10. Mean Gas Temperature (CR-16).
3.2.Energy analysis
3.2.1. Break power
Figures 11 and 12 indicate break power variation vs. engine load. It was observed that
there were no significant differences in break power of the engine between for
biodiesel, its blends and diesel fuel for both compression ratios 18 and 16. At
maximum load for any compression ratio difference between petroleum diesel and
pure biodiesel is less than 1.5% only. This is mainly due to higher SFC at higher load
at any compression ratio, lower heating value and higher oxygen content of biodiesel.
Since density of the biodiesel fuel is more than petro diesel, biodiesel supplied to the
engine is more than diesel fuel, which compensate for the loss of heating value.
Fig. 11. Break Power vs. Load on Engine (CR-18).
11. 630 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 12. Break Power vs. Load on Engine (CR-16).
3.2.2. Specific fuel consumption
Figures 13 and 14 represent effect on fuel consumption with increase in load
on engine. It is observed that with increase in load on engine SFC decreases
for all the fuels. At maximum load of 10 kg and compression ratio 18,
Karanja fuel has 10% more fuel consumption than Diesel and 6.6% more than
Jatropha. For KJD20 fuel consumption is 10% higher compare with diesel,
6.66% compare with Jatropha and same compare with Karanja. For KJD40
fuel consumption is higher by 6.89% compare with diesel, 3.45% higher
compare with Jatropha and 3.4% lower compare with Karanja. For K20J40D
fuel consumption was higher by 12.9% compare with diesel, 9.67% higher
compare with Jatropha and 3.23% higher compare with Karanja. This
indicates that for fixed content of Karanja, increase in content of Jatropha
results in higher fuel consumption. It is observed that density of blends of the
fuel is 2 to 5% more than petro-diesel. Since density is higher than diesel fuel
specific fuel consumption is higher for blends compare with diesel.
Fig. 13. Specific Fuel Consumption vs. Load on Engine (CR-18).
12. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 631
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 14. Specific Fuel Consumption vs. Load on Engine (CR-16).
3.2.3. Break thermal efficiency
Figures 15 and 16 represent effect of engine load on break thermal efficiency. It is
observed that for Jatropha fuel break thermal efficiency is higher at any load
compare with any other fuel. It is observed that for a compression ratio of 18,
compare with diesel, Jatropha fuel has 37.75% higher efficiency at low load of 2
kg and about 9.29% higher at maximum load of 10 kg. Similarly for Karanja fuel
it is observed that compare with diesel efficiency is higher by 15.94% at low load
of 2 kg and 6.71% higher at maximum load of 10 kg. For the blend KJD20 it is
observed that for a maximum load of 10 kg thermal efficiency is 4.89% less than
diesel fuel and 15.6% less than Karanja and Jatropha fuel.
Fig. 15. Break Thermal Efficiency vs. Load on Engine (CR-18).
13. 632 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 16. Break Thermal Efficiency vs. Load on Engine (CR-16).
For KJD40 it is observed that for a maximum load of 10 kg thermal efficiency is
1.18% less than diesel, 11.54% less than Jatropha and 8.5% less than Karanja. For
K20J40D it is observed that at a maximum load of 10 kg thermal efficiency is
7.08% less than diesel, 18.05% less than Jatropha and 14.8 % less than Karanja.
Similarly for K20J60D thermal efficiency is 2.73% less than diesel, 13.26% less
than Jatropha and 10.1% less than Karanja. This shows that with increase in content
of Jatropha for fix content of Karanja thermal efficiency decrease first and then
again increases this is because of change in heating value and SFC. Also it is
observed that decrease in compression ratio has a significant change (decrease) in
thermal efficiency for all fuel blends. However, it is observed that for fuel blend
K20J40D change is less than 1%.
3.2.4. Mechanical efficiency
Figures 17 and 18 represent effect on mechanical efficiency with increase in
load on engine. It is observed that at compression ratio 18, for Jatropha and
Karanja biodiesel at part load operation mechanical efficiency is close to diesel
fuel however, with increase in load on engine for both these fuels efficiency
decrease by about 15 to 17%. For other blends similar effects are observed. At a
load range of 6 to 10 kg loss in mechanical efficiency is about 20 to 22%
compare with diesel fuel. However, decrease in compression ratio to 16 it is
observed that all the fuel blends are having the efficiency is more or less same
compare with diesel fuel.
3.2.5. Volumetric efficiency
Figures 19 and 20 represent effect on volumetric efficiency. For a compression
ratio of 18 and 16 no any significant variation is observed for Jatropha and
Karanja compare with diesel fuel. Similarly for other blends of fuel changes
observed is less than 1% only.
14. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 633
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 17. Mechanical Efficiency vs. Load on Engine (CR-18).
Fig. 18. Mechanical Efficiency vs. Load on Engine (CR-16).
Fig. 19. Volumetric Efficiency vs. Load on Engine (CR-18).
15. 634 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 20. Volumetric Efficiency vs. Load on Engine (CR-16).
3.2.6. Emission analysis
3.2.6.1. CO emission
Figures 21 and 22 represent CO emission with increase in load on engine. For a
compression ratio of 18 it is observed that at low load 2 kg CO emission was
higher however, with increase in load emission reduces. This is because of
increase in load increases the temperature and hence combustion is complete. At a
low load of 2 kg for Karanja fuel CO emission reduces by 50% compare with
diesel fuel and for Jatropha fuel it reduces by 12.5%. For the blend KJD20 has
same emission as that of diesel fuel. For a blend KJD40 and K20J60D about 75%
emission was reduced compare with diesel and Jatropha fuel. Compare with
Karanja reduction was observed to be 50%. For K20J40D fuel CO emission was
observed to be ZERO for the entire load range. Higher oxygen content of and
lower carbon to hydrogen ratio of a biodiesel may tend to reduce CO emission.
Also it is observed that reduction in compression ratio increases CO emission for
the fuels. This is mainly because of decrease in mean gas temperature.
Fig. 21. CO Emission vs. Load on Engine (CR-18).
16. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 635
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 22. CO Emission vs. Load on Engine (CR-16).
3.2.6.2. CO2 emission
Compared with diesel fuel CO2 emission for Jatropha and Karanja was observed
to be lower by about 10 to 15% (Figs. 23 and 24). This is mainly due to the fact
that biodiesel has low carbon to hydrogen ratio compare with diesel fuel. For the
blend K20J40D it is observed that the emission was by about 25 to 30% with
increase in load compare with diesel, Jatropha and Karanja fuel. This is due to
improved combustion characteristics.
Fig. 23. CO2 Emission vs. Load on Engine (CR-18).
17. 636 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 24. CO2 Emission vs. Load on Engine (CR-16).
3.2.6.3. NOx Emission
Figures 25 and 26 represent effect on NOx emission with increase in load on
engine. It is observed that increase in load increases the combustion temperature
that increases NOx. It is observed that for Jatropha and diesel fuel NOx emission
was same. For Karanja fuel for a load range, NOx emission was low about 20 to
22% compared with diesel fuel. For blends K20J40D at maximum load of 10 kg
NOx emission was 70% lower than diesel and Jatropha fuel. This is due to the
fact that the mean gas temperature for this fuel was 807 ℃ whereas the mean gas
temperature of diesel fuel was 858 ℃. Due to low combustion temperature NOx
emission was low at compression ratio 18. Decreasing the compression ratio to 16
NOx emissions was 64% less than diesel fuel. Improved combustion and low
mean gas temperature may be the cause of reduction in NOx.
Fig. 25. NOx Emission vs. Load on Engine (CR-18).
18. Effect of Compression Ratio on Energy and Emission of VCR Diesel Engine . . . . 637
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
Fig. 26. NOx Emission vs. Load on Engine (CR-16).
4. Conclusion
Test was conducted on VCR diesel engine to study the effect of multiple blends
of biodiesel on engine performance. Results of blends of biodiesel were
compared with diesel fuel as well as biodiesel. Following is the summary
of findings;
• Higher density of biodiesel fuel and blends resulted in to a longer delay
period. This causes higher peak pressure. It is observed that start of
combustion occurs at earlier stage for K20J40D fuel, 21 degree BTDC
compare with diesel Jatropha and Karanja.
• K20J40D has low mean gas temperature that results in to low NOx emission
compared with other blends and fuels
• For every biodiesel fuel and its blends it is observed that the loss of heating
value is more than the increase of density which is the main cause of increase
fuel consumption.
• Decrease in compression ratio decreases the thermal efficiency of all the
fuels significantly, however for K20J40D fuel it is observed that the change
is less than 1%
• Among all the fuels it is observed that K20J40D fuel is observed
to be environmental free as it has very low CO and NOx emission.
However further study is required with injection pressure variation and
ignition advance.
19. 638 R. D. Eknath and J. Ramchandra
Journal of Engineering Science and Technology October 2014, Vol. 9(5)
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