Experimental Investigation on Performance, Emission and Combustion Characteristics of A LHR Single Cylinder Diesel Engine Operating On Deccan Hemp Biodiesel and Diesel Fuel

IJSRD - International Journal for Scientific Research & Development| Vol. 2, Issue 07, 2014 | ISSN (online): 2321-0613
All rights reserved by www.ijsrd.com 341
Experimental Investigation On Performance, Emission And Combustion
Characteristics Of A LHR Single Cylinder Diesel Engine Operating On
Deccan Hemp Biodiesel And Diesel Fuel
Sateeshkumar1
Prakash.S.Pati 2
Dr.Omprakash Hebbal3
1
M.Tech Student 2
Associate Professor 3
Professor
1, 2, 3
Department of Mechanical Engineering
1, 2, 3
PDA College of Engineering, Gulbarga, Karnataka/(INDIA)
Abstract— In this present investigation deccan hemp oil,a
non-edible vegetable oil is selected for the on a diesel
engine and its suitability as an alternate fuel is examined.
The viscosity of deccan hemp oil is reduced first by
blending with diesel in 10/90%, 20/80%, 30/70%, 100/0%
on volume basis. Performance parameters of brake
thermal efficiency, exhaust gas temperature and were
determined at various values of brake power (BP)
Investigations were carried out to evaluate the
performance of a low heat rejection (LHR) diesel engine
consisting of air gap insulated piston with 3-mm air
gap, with superni (an alloy of nickel) crown and air
gap insulated liner with superni insert with different
operating conditions of deccan hemp oil based bio diesel
with varied injection timing and injection pressure. The
effect of void ratio, temperature of catalyst, space velocity
on the reduction of oxides of nitrogen (NOx) in the
exhaust of the engines was studied. Exhaust emissions of
smoke and oxides of nitrogen (NOx) were determined at
various values. For ascertaining the validity of result
obtained, pure deccan hemp oil from investigation it has
been established that, upto 20% of blend of deccan hemp oil
without heating and any engine modification.
Key words: Crude Vegetable oil , Non-edible oil ; LHR
engine Deccan hemp oil.
I. INTRODUCTION
The concept of LHR engine is to minimize the heat loss to
the coolant by providing thermal resistance in the path of the
coolant by which energy can be gained. Several methods
adopted for achieving LHR to the coolant are i) using
ceramic coatings on piston, liner and cylinder head ii)
creating air gap in the piston and other components with
low-thermal conductivity materials like supreme , cast
iron and mild steel etc. Investigations were carried out by
various researchers on ceramic coated engines, and reported
brake specific fuel consumption (BSFC) was improved in
the range 5 -9% and pollution levels decreased with ceramic
coated engine. Investigations were carried out with air gap
insulated piston with nimonic crown with pure diesel
operation, and reported brake specific fuel consumption was
improved by 3%. The idea of using vegetable oil as fuel has
been around from the birth of diesel engine. Rudolph diesel,
the inventor of the engine that bears his name, experimented
with fuels ranging from powdered coal to peanut oil. In view
of the above, the major thrust in engine research during the
last one or two decades has been on development of LHR
engines. Several methods Renewable Energy adopted for
achieving LHR to the coolant are (i) using ceramic coatings
on piston, liner, and cylinder head (ii) creating air gap in the
piston and other components with low thermal-conductivity
materials like superni, cast iron and mild steel, and so forth.
Ceramic coatings provided adequate insulation and
improved brake-specific fuel consumption (BSFC) which
was reported by various researchers conducted
investigations of LHR engines with varying degree of
insulation such ceramic coated engine, air gap-insulated
piston engine, and air gap-insulated liner engine with pure
diesel operation and reported improvement in the
performance of the engine with LHR version of the engine
II. MATERIALS AND METHODS
The extraction of biodiesel is carried out by base catalyzed
transesterification method.
A. Extraction of biodiesel from crude Deccan hemp oil:
To a one liter of crude deccan hemp is heated up to 70o
C.
300 ml of methanol & 5-7gms sodium methoxide of
(catalyst) is added and the mixture is maintained at 65-700
C
is about 1½ hours and stirred continuously. The mixture is
allowed to settle for 20-30 min until the formation of
biodiesel and glycerin layers. The glycerin is removed from
the bio-diesel in a separating funnel. The bio diesel
produced from Deccan hemp biodiesel is ready to use.
B. Transesterification:
It is most commonly used and important method to reduce
the viscosity of vegetable oils. In this process triglyceride
reacts with three molecules of alcohol in the presence of a
catalyst producing a mixture of fatty acids, alkyl ester and
glycerol. The process of removal of all the glycerol and the
fatty acids from the vegetable oil in the presence of a
catalyst is called esterification Physical and chemical
properties are more improved in esterified vegetable oil
because esterified vegetable oil contains more Cetane
number than diesel fuel. These parameters induce good
combustion characteristics in vegetable oil esters. So
unburnt hydrocarbon level is decreased in the exhaust. It
results in lower generation of hydrocarbon and carbon
monoxide in the exhaust than diesel fuel. The vegetable oil
esters contain more oxygen and lower calorific value than
diesel. So, it enhances the combustion process and generates
lower nitric oxide formation in the exhaust than diesel fuel
Fig. 2.2: Transesterification process

Experimental Investigation On Performance, Emission And Combustion Characteristics Of A LHR Single Cylinder Diesel Engine Operating On Deccan
Hemp Biodiesel And Diesel Fuel
(IJSRD/Vol. 2/Issue 07/2014/078)
C. The Properties of Diesel and Deccan hemp Biodiesel:
The different properties of diesel fuel and Deccan hemp
biodiesel are determined and shown in table 2.1 after
transesterification process the fuel properties like kinematic
viscosity, cv, density, flash and fire point get improved in
case of biodiesel. The calorific value of Deccan hemp
biodiesel is lower than that of diesel because of oxygen
content. The flash and fire point temperature of biodiesel is
higher than the pure diesel fuel this is beneficial by safety
considerations which can be stored and transported without
any risk
Properties
D10
0
B10 B20 B30 B100
Apparatus
Used
Kinematic
Viscosity
At 400
C
(Cst)
4.98 5.32 6.58 9.46
51.8
5
Redwood
Viscomet
er
Calorific
Value(Kj/K
g)
4230
0
4220
8
4201
2
4130
0
3754
8
Bomb
Calorimet
er
Density
(Kg/M3
)
840 840 840 865 913
Hydromet
er
Flash Point
(0
C)
51 62 70 80 155
Pensky-
Martien’s
Apparatus
Fire
Point(0
C)
57 75 83 94 165
Pensky-
Martien’s
Apparatus
Table 2.1 Fuel properties
III. EXPERIMENTAL SETUP
The experimental setup enables, study performance,
combustion and emission characteristics. The experiments
have been carried out on a DI compression ignition engine
for various blends of Deccan hemp biodiesel with diesel
(DHB10%, DHB20%, DHB30%, and DHB100) with
varying brake power. The experiment is carried out at
constant compression ratio of 17.5:1 and constant injection
pressure of 200 bars by varying brake power.
Fig. 3.1: Photograph of engine setup
Manufacture Kirlosker oil engines Ltd, India
Model TV-SR, naturally aspirated
Engine Single cylinder, DI
Bore/stroke 87.5mm/110mm
Compression Ratio 17.5:1
Speed 1500r/min, constant
Rated power 5.2 kW
Working cycle 4 stroke
Injection pressure 200bar/23 def TDC
Type of sensor Piezo electric
Response time 4 micro seconds
Table 3.1: Engine specification
IV. RESULT AND DISCUSSIONS
The following tables gives the complete information of both
performances and combustion characteristic of CI engine the
experiments are conducted for variable load like
0,1,2,3,4,and 5.2 kW at rated speed with injection pressure
of 160 bars. The engine is connected to computer all the
data stored in computer with the help of engine software and
exported in the below graphical form
Fig. 4.1: Variation of break thermal efficiency with break
power
Fig 4.1 the variation of break thermal efficiency
with break power for diesel, Deccan hemp oil and their
blends are shown in Fig Break thermal efficiency of 30%
blend is very close to diesel for entire range of operation.
Maximum break thermal efficient of 50% blend is 24.61%
against 24.61% of diesel oil which is lower by 0.041%. We
can say that break thermal efficiency of 30% blend is well
comparable with diesel. Break thermal efficiency of other
blends follows in the order of 20% 100% blend and neat
Deccan-hemp oil
Fig 4.2: Variation of Break Specific Fuel Consumption
Fig 4.2: The variation of specific fuel consumption
with brake power for diesel, and deccan hemp biodiesel oil
and it’s blend are shown in Fig 4.2 Specific fuel
consumption for deccan hemp biodiesel blends are higher
than diesel for certain lower loads, but for higher loads,
consumption rate remains almost constant as evident from
the graph Fig 4.3 the comparisons of exhaust emission
temperature with brake power for diesel, and other blends of
Deccan hemp biodiesel are shown in Fig the exhaust
BreakThermal
Efficiency%
Break Power kW
Diesel
DH 10
DH 20
DH 30
DH 100BSFCkg/kW-h
Break Power kW
Diesel
DH 10
DH 30
DH 30
DH 100

emission temperature of all the biodiesel are higher than the
diesel as it is evident from the graph. The exhaust gas
temperatures for 100% diesel and 10% 20% 30% 100%
blends for varying loads can be observed and stated as they
are slightly parallel to each other. The exhaust gas
temperature of all the blends and 100% diesel increase as
the load increases. It is observed that, at full load the exhaust
gas temperature is maximum, this is because; at full load the
chemically correct ratio of air and fuel is used, due to
chemically correct ratio of air and fuel, high heat is
generated inside the cylinder
.
Fig 4.3: Variation of Exhaust Temperature with Break
Power
Fig 4.4: Variation of carbon monoxide emission with brake
power
Diesel fuelled LHR engine and higher by about
1.64 % and 12.22% than conventional engine fuelled with
diesel and biodiesel. This reduction in the cylinder pressure
may be due to lower calorific value and slower combustion
rates associated with biodiesel fuelled LHR engine.
However the cylinder pressure is relatively higher than the
diesel engine fuelled with diesel and biodiesel. It is noted
that the maximum pressure obtained for LHR engine fuelled
with biodiesel was closer with TDC around 2 degree crank
angle than LHR engine fuelled with diesel. The fuel-burning
rate in the early stage of combustion is higher in the case
of biodiesel than the diesel fuel, which bring the peak
pressure more closely Fig 4.4 the variation of carbon
monoxide emission with brake power for diesel, Deccan
Hemp biodiesel and their blends are shown in Fig.4.4.CO
emission of all blends is higher than that of diesel. Among
the blends, 30 % blend has a lower CO emission followed
by 10%, 20% blend.CO emission of 10%, 20% and 30%
blends at maximum load is 0.55, 0.66 and 0.48 % volume
against 0.35 % volume of diesel oil. CO emission of neat
deccan hemp biodiesel is higher than all other blends for
entire operating range and the maximum value is 0.77 %
volume occurs at rated load.
Fig 4.5: Variation of hydrocarbon emission with brake
power
Fig 4.5 indicates and unburned HC emissions of
Deccan hemp biodiesel blends compared with diesel for
different engine loads. It is seen that CO emissions of
fish-oil biodiesels are higher than that of diesel and
HC emissions of fish-oil biodiesel blends, except B100,
are higher than that of diesel, however B100 fuel
produced lower HC emissions than the diesel. The presence
of higher CO and HC emissions indicate the chemical
energy of the fuel which is not utilized during combustion
process. In this study the unburned HC, CO, NOx, emissions
and smoke density, increased by 1.8%, 14.6%, 1.65%
and 34.2% with use of Deccan Hemp biodiesel B100 at
full load condition respectively when compared with diesel
Fig. 4.6: Variation of carbon dioxide emission with brake
power
Fig 4.6: The Variation of carbon dioxide emission
with brake power for diesel, Deccan hemp biodiesel and
their blends. The carbon dioxide emission blend 20% and
30% are up to 3.09 and 3.06 kW is same. The 20% blend is
increases at 3.09 and 4.07kW and finally at maximum load
both are same. Compared to all blends carbon dioxide
emission is decreases in diesel oil.
ExhaustTemperature
Deg.C
Break Power kW
Diesel
DH 10
DH 20
DH 100
DH 30
CO%
Break Power kW
DH B10
DH B
20
DH B30
DH B
100

Fig 4.7: Variation of NOx emission with brake power
Fig 4.7: The variation of NOx emission with brake
power for diesel, deccan hemp biodiesel and their blends
NOx Emission of 30 % blend is lower compared with other
blends followed by 20% blend. However smoke emission of
30 % blend is higher than that of diesel. Smoke emission at
maximum load for 10%, 20%, 30% and 100% blends are
309,360,350, and 330 ppm against, 200 rpm of diesel oil.
For 20% of blend smoke emission is on higher side for
entire range of operation and maximum emission of 112 rpm
occurs at maximum load
Fig 4.9: Variation of crank angle with cylinder pressure
Fig 4.9: In a CI engine the cylinder pressure is
depends on the fuel-burning rate during the premixed
burning phase, which in turn leads better combustion and
heat release. The typical variation of cylinder pressure with
respect to crank angle. The cylinder pressure in the case of
biodiesel fuelled LHR engine is about 4.7 % lesser than the
Fig 4.10: Comparison of heat release rate with
crank angle is shown in Fig 4.9, at maximum load for both
LHR-D100 and NE-D100. It is observed that the premixed
burning is more dominant with diesel expected. Deccan
hemp biodiesel shows lower heat release rate during
premixed burning phase compared to diesel. The high
viscosity and poor volatility of result in poor atomization
and fuel air mixing rates. Hence, more burning occurs in the
diffusion phase.
Fig. 4.11: Variation of cumulative heat release rate with
crank angle
Fig 4.11: The variation of cumulative heat release
rate with crank angle is shown in Fig 4.10 The diesel and
blend values are same in all loads expect 10% blend. The
two main phases of the combustion process, premixed and
diﬀusion are clearly seen in the rate of heat release curve. If
all heat losses (due to heat transfer from the gases to the
cylinder walls, dissociation, incomplete combustion, gas
leakage) are added to the apparent heat release
characteristics, the fuel burn characteristics are obtained
V. COMPARISON OF DECCAN HEMP BIODIESEL
PERFORMANCE AND EMISSION WITH NORMAL ENGINE AND
LHR ENGINE
Fig 5.1: The variation of break thermal efficiency with break
power for normal engine with LHR engine of diesel, and
Deccan hemp are show in Fig the maximum break thermal
efficiency for LHR diesel engine is 28% and normal diesel
is 26% and for LHR Deccan hemp 100% bio diesel is
25%.land normal 100% biodiesel is 24% and LHR diesel is
having maximum break thermal efficiency compare with
normal diesel engine.
Fig. 5.1: Variation of Break Thermal Efficiency to Break
Power
Fig. 5.2: Variation of Break Specific Fuel Consumption
Fig 5.2: The variation of break specific fuel
consumption with brake power for normal engine and LHR
engine of diesel and Deccan hemp biodiesel are shown in
Fig.4.12.The LHRD100 is having minimum break specific
fuel consumption at maximum load 0.3 kJ/kW-h at 5.07 kW.
The NDH100 and LHRDH100 having same specific fuel
consumption at entire operating load. The NDH100 is
having maximum specific fuel consumption of 4.8 kJ/kW-h,
at 5.08 kW load.
BreakThermal
Efficiency%
Break Power kW
LHR
D100
N D 100
LHR
DH 100
N DH
100
BSFCkg/kW-h
Break Power kW
N D100
N DH
100
LHR
DH 100
LHR D
100

Fig. 5.3: Variation of Carbon Monoxide Emission with
Brake Power
Fig. 5.4: Variation of hydrocarbon emission with brake
power
Fig 5.4: The variation of carbon monoxide
emission with brake power for normal engine and LHR
engine of diesel and Deccan hemp biodiesel. The carbon
monoxide emission gradually increases with increase in
load. The carbon monoxide emission of LHRD100,
LHRDH100 is lower than ND100, NDH100.This is because
of the availability of oxygen content which makes the
combustion better.
Fig. 5.5: Variation of hydrocarbon emission with
Brake power
Fig 5.5: The variation of hydrocarbon emission
with brake power for normal engine and LHR engine of
diesel and deccan hemp biodiesel. The hydrocarbon
emission is low in LHRD100 and LHRDH100 when
compared with the ND100, and NDH100. The decrease in
the hydrocarbon in the LHR engine may be due to the
increase in after combustion temperature due to decrease in
heat rejected to cooling and heat loss to atmosphere due to
the THERMAL BARRIER coating
Fig 5.6: Variation of carbon dioxide emission with brake
power
Fig 5.6: The variation of carbon dioxide emission
with brake power for normal engine and LHR engine of
diesel and deccan hemp biodiesel. The carbon dioxide
emission maximum in NM100, and LHRDH100. The
LHRD100 is having minimum carbon dioxide emission
compared with ND100, NM100, and LHRDH100.
Fig 5.7: Variation of NOx emission with brake power
The variation of oxides of nitrogen emission with
brake power for normal engine and LHR engine of diesel
and Deccan hemp biodiesel are shown in Fig.5.7.The oxides
of nitrogen emission gradually increases and decreases with
increase in load. Compared to the normal engine
VI. CONCLUSION
Experimental investigation is carried out on a single
cylinder DI- LHR diesel engine to compare the suitability of
Deccan hamp biodiesel as an alternate fuel. Then the
performance and emission characteristics of blends are
evaluated and compared with diesel and optimum blend is
determined. For conformation its available results are
compared with the results of normal engine Deccan hemp
biodiesel available in literature for similar work. From the
above discussion, the following conclusions are follows.
 The properties of biodiesel is satisfies the important
properties like; density, viscosity, flash point, fire
point and calorific value is 0.91time that of diesel
 Deccan hamp biodiesel can be directly used in
diesel engines without any engine modifications.
 Engine works smoothly on Deccan hamp biodiesel
with Performance comparable to diesel operation.
 The maximum break thermal efficiency, minimum
BSFC of neat deccan hemp oil are respectively
1.58% lower,
Exhaust
TemperatureDeg.C
Break Power kW
N D 100
N DH
100
LHR D
100
LHR DH
100
CarbonMonoxide%
Vol
Break Power kW
ND 100
N DH
100
LHR D
100
LHR DH
100
UnburnHC(PPM)
Break Power kW
N D
100
N DH
100
LHR
D100
LHR
DH 100
CorbonDioxide%Vol
Break Power kW
N D 100
N DH
100
LHR DH
100
LHR D
100
NOx(PPM)
Break Power kW
N D 100
N DH100
LHR D
100
LHR DH
100

 Specific fuel consumption is neared to diesel oil at
minimum loads and increases at maximum loads.
Minimum BSFC of 10% blend 20% blend and
100% blend are 0.33 kg/kW-h, 0.336 kg/kW-h, and
0.388 kg/kW-h against 0.28 kg/kW-h of diesel oil.
 The exhaust gas temperature of all blends and
diesel increases with increases of operating loads.
 Brake thermal efficiency of 30% blend is equal to
diesel compared to other blends
 Combustion characteristics are all blends of deccan
hemp biodiesel is almost same as that of diesel.
 The emission characteristics like CO, HC are
increases and CO2, NOx levels are decrease against
diesel oil.
 Performance of LHR deccan hemp biodiesel is
validated as results are in well comparison with
results normal engine deccan hemp biodiesel.
 Form the above conclusions deccan hemp biodiesel
is suitable for normal engine and as well as LHR
engine also.
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Experimental Investigation on Performance, Emission and Combustion Characteristics of A LHR Single Cylinder Diesel Engine Operating On Deccan Hemp Biodiesel and Diesel Fuel