STUDIES ON PERFORMANCE PARAMETERS AND EXHAUST EMISSIONS OF CRUDE MAHUA OIL IN MEDIUM GRADE LOW HEAT REJECTION DIESEL ENGINE

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print),
ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 385-393 © IAEME
385
STUDIES ON PERFORMANCE PARAMETERS AND EXHAUST EMISSIONS
OF CRUDE MAHUA OIL IN MEDIUM GRADE LOW HEAT REJECTION
DIESEL ENGINE
T. Ratna Reddy1
and M.V.S. Murali Krishna2
1, 3
Research Scholar, Mechanical Engineering, Rayalaseema University,
Karnool- 518 502, Andhra Pradesh, India
2
Mechanical Engineering Department, Chaitanya Bharathi Institute of Technology,
Gandipet, Hyderabad-500 075, Telangana India
ABSTRACT
Investigations were carried out to evaluate the performance and study exhaust emissions of a
single cylinder, four–stroke, water cooled, 3.68 k W at a speed of 1500 rpm with medium grade low
heat rejection (LHR) combustion chamber with air gap insulated piston with superni (an alloy of
nickel) crown and air gap insulated liner with superni insert with different operating conditions
[normal temperature and pre-heated temperature] of crude mahua oil with varied injection timing.
The optimum injection timing was 32o
bTDC (before top dead centre) for conventional engine (CE),
while it was 30o
bTDC with engine with LHR combustion chamber with vegetable oil operation. CE
showed deteriorated performance, increased smoke levels and decreased nitrogen oxide (NOx) levels
with crude vegetable oil operation, while engine with medium grade LHR combustion chamber
showed improved performance, decreased smoke levels and increased NOx emissions at
recommended injection timing of 27o
bTDC and recommended injector opening pressure of 190 bar.
Keywords: Conventional Engine, LHR Combustion Chamber, Emissions.
1. INTRODUCTION
The consumption of diesel is very much high due to its usage in transport and agricultural
sectors. Pollution levels are increasing with these fossil fuels. And also there is economic burden on
developing countries like India in importing crude oils. In the context of depletion of these fossil
fuels, the search for alternate and renewable fuels has become pertinent. It has been found that the
vegetable oil is a promising fuel, because of its properties are similar to those of diesel fuel and it is a
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Volume 5, Issue 9, September (2014), pp. 385-393
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386
renewable and can be easily produced. Rudolph diesel, the inventor of the engine, that bears his
name experimented with fuels ranging from powdered coal to peanut oil [1]. Several researchers
experimented the use of vegetable oils as fuels on conventional engines (CE) and reported that the
performance was poor, citing the problems of high viscosity and low volatility [2–5]. The drawbacks
of the crude vegetable oil for use as fuels in CE call for hot combustion chamber provided by low
heat rejection (LHR) diesel engine. The concept of LHR engine is to provide thermal insulation in
the path of heat flow to the coolant and increase thermal efficiency of the engine. LHR engines are
classified into low grade, medium grade and high grade engines depending on degree of insulation.
Engine with low grade LHR combustion chamber consists of thermal coatings on piston, liner,
cylinder head and other engine components, while engine with medium grade LHR combustion
chamber contained an air gap in the piston and other components with low-thermal conductivity
materials like superni, cast iron and mild steel. Engine with high grade LHR combustion chamber is
the combination of low and medium grade LHR combustion chamber. Investigations were carried
with air gap insulated piston with superni crown and air gap insulated liner with superni insert with
varied injector opening pressure and injection timings with vegetable oils and reported that engine
with LHR combustion chamber improved performance, decreased smoke levels and increased
drastically NOx levels, when compared to pure diesel operation on CE. [6–10].
Little literature was available on study of pollution levels with engine with LHR combustion
chamber with air gap insulated piston and air gap insulated liner with varied injection timing at
different operating conditions of the crude mahua oil (CMO). The present paper attempted to study
pollution levels of the engine with LHR combustion chamber , which contained an air gap insulated
piston and air gap insulated liner at different operating conditions of crude mahua oil with varied
injection timing and compared with CE with pure diesel operation at recommended injection timing
and injection pressure.
2. MATERIAL AND METHOD
The engine with LHR combustion chamber contained a two part piston – the top crown made
of low thermal conductivity material, superni–90 was screwed to aluminum body of the piston,
providing a 3 mm air gap in between the crown and the body of the piston. The optimum thickness of
air gap in the air gap piston was found to be 3 mm for improved performance of the engine with
superni inserts with diesel as fuel [11]. A superni–90 insert was screwed to the top portion of the
liner in such a manner that an air gap of 3 mm was maintained between the insert and the liner body.
The schematic diagram for experimental setup used for the investigations of engine with LHR
combustion chamber with crude vegetable oil is shown in Fig.1. Conventional engine had an
aluminum alloy piston with a bore of 80 mm and a stroke of 110 mm. The rated output of the engine
was 3.68 kW at a speed of 1500 rpm. The compression ratio was 16:1 and manufacturer’s
recommended injection timing and injector opening pressure were 27o
bTDC and 190 bar. The fuel
injector had 3 holes of size 0.25 mm. The combustion chamber consisted of a direct injection type
with no special arrangement for swirling motion of air. The engine was connected to electric
dynamometer for measuring its brake power. Burette method was used for finding fuel consumption
of the engine. Air-consumption of the engine was measured by air-box method.

387
1.Engine, 2.Electical Dynamo meter, 3.Load Box, 4.Orifice meter, 5.U-tube water manometer,
6.Air box, 7.Fuel tank, 8, Pre-heater, 9.Burette, 10. Exhaust gas temperature indicator, 11.AVL
Smoke meter, 12.Netel Chromatograph NOx Analyzer, 13.Outlet jacket water temperature
indicator, 14. Outlet-jacket water flow meter, 15.Piezo-electric pressure transducer,
16.Console, 17.TDC encoder, 18.Pentium Personal Computer and 19. Printer.
Fig.2: Schematic diagram of experimental set–up
The naturally aspirated engine was provided with water cooling system in which inlet
temperature of water was maintained at 80o
C by adjusting the water flow rate. Engine oil was
provided with a pressure feed system. No temperature control was incorporated, for measuring the
lube oil temperature. Copper shims of suitable size were provided in between the pump body and the
engine frame, to vary the injection timing and its effect on the performance of the engine was
studied. Exhaust gas temperature (EGT) was measured with thermocouples made of iron and iron–
constantan attached to exhaust gas temperature indicator. Exhaust emissions of smoke and nitrogen
oxides (NOx) were recorded by AVL smoke meter and Netel Chromatograph NOx analyzer at full
load operation of the engine. The properties of vegetable oil along with diesel were given in Table 1.
Table 1: Properties of test fuels
Operating conditions: The vegetable oil was heated to a temperature (Preheated temperature, 95o
C)
where its viscosity was matched to that of diesel fuel. The accuracy of the measuring instruments
used in the experiment is 1%. The test fuels used in the experiment were pure diesel and crude
mahua oil. The different operating conditions of the vegetable oil were normal temperature and
preheated temperature. The various configurations of the engine were conventional engine (CE) and
engine with medium grade LHR combustion chamber. Various injection timings attempted in
experiment were recommended injection timing and optimum injection timing.
Test Fuel Viscosity at
25o
C
(Centi-poise)
Density at
25 o
C
Cetane
number
Calorific
value
(kJ/kg)
Diesel 12.5 0.84 55 42000
Crude mahua oil
(CMO)
120 0.91 45 38000

388
3. RESULTS AND DISCUSSION
A. Performance Parameters
Curves from Fig. 2 indicate that the brake thermal efficiency (BTE) increased up to 80% of
the full load and beyond that load it decreased in conventional engine CE) with test fuels at different
injection timings. This was due to conversion of fuel efficiency up to 80% of full load and beyond
this load, performance deteriorated due to decrease of air–fuel ratio, volumetric efficiency and
mechanical efficiency. Conventional engine (CE) operated with crude mahua oil showed deteriorated
performance for the for entire load range when compared with the pure diesel operation on CE at
recommended injection timing. This was due to higher viscosity and low calorific value of the fuel.
Brake thermal efficiency (BTE) increased with the advancing of the injection timing with CE with
crude vegetable oil at all loads, when compared with CE at the recommended injection timing. Crude
vegetable oil has loner duration of combustion and longer ignition delay.
Fig.2: Variation of brake thermal efficiency (BTE) with brake mean effective pressure (BMEP)
in conventional engine (CE) at different injection timings with crude mahua oil (CMO)
operation
Hence advancing of injection timing helped the initiation of combustion, when the piston was
at TDC. BTE increased at all loads when the injection timing was advanced to 32o
bTDC in the CE at
the normal temperature of CMO.
Curves from Fig.3 indicate that engine with LHR combustion chamber with crude vegetable
oil operation at recommended injection timing showed improvement in the performance for the
entire load range compared with CE with pure diesel. High cylinder temperatures helped in better
evaporation and faster combustion of the fuel injected into the combustion chamber. Reduction of
ignition delay of the crude vegetable oil in the hot environment of the engine with LHR combustion
chamber improved heat release rates and efficient energy utilization. The optimum injection timing
was found to be 30o
bTDC with engine with LHR combustion chamber with crude vegetable oil.
Further advancing of the injection timing resulted in decrease in thermal efficiency due to longer
ignition delay. 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 crude vegetable oil
operation.
0
5
10
15
20
25
30
0 1 2 3 4 5 6
BTE(%)
BMEP (bar)
CE-Diesel-27bTDC
CE-CMO-27bTDC
CE-CMO-29bTDC
CE-CMO-32bTDC
CE-CMO-33bTDC

389
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 crude
mahua oil (CMO) operation
From Table.2, it is evident that CE with vegetable oil operation at the recommended injection
timing recorded drastically higher exhaust gas temperature (EGT) at full load operation compared
with CE with pure diesel operation. Lower and retarded heat release associated with high specific
energy consumption caused increase in EGT in CE. Ignition delay in the CE with different operating
conditions of vegetable oil increased the duration of the burning phase. Engine with LHR
combustion chamber recorded lower EGT at full load operation when compared with CE with
vegetable oil operation. This was due to reduction of ignition delay in the hot environment with the
provision of the insulation in the engine with LHR combustion chamber, which caused the gases
expanded in the cylinder giving higher work output and lower heat rejection. This showed that the
performance improved with engine with LHR combustion chamber when compared with CE with
vegetable oil operation. EGT at full load decreased with advancing of injection timing in both
versions of the combustion chamber with vegetable oil operation. Preheating of the vegetable oil
increased EGT marginally compared with normal vegetable oil in CE, while it decreased in engine
with LHR combustion chamber.
Table.2:
Performance Parameters of Peak BTE and EGT at full load operation at an injector opening
pressure of 190 bar
Injection
timing
(o
bTDC)
Test
Fuel
Peak BTE (%) Exhaust gas temperature (EGT) at
full load operation (o
C)
Combustion chamber version Combustion chamber version
CE LHR CE LHR
NT PT NT PT NT PT NT PT
27 DF 28 -- 27 -- 425 -- 475 ---
CMO 26 27.5 29 30 500 525 480 500
30 CMO -- -- 30 30.5 -- --- 400 380
32 CMO 28 28.5 -- -- 430 455 -- --
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6
BTE(%)
BMEP (bar)
CE-Diesel-27 bTDC
LHR-CMO-27 bTDC
LHR-CMO-30 bTDC
LHR-CMO-31bTDC

390
From Table.3, it is noticed that coolant load increased with CE with crude vegetable oil
operation in comparison with pure diesel operation on CE. This was due to concentration of un–burnt
fuel at the walls of combustion chamber. Coolant load reduced with engine with LHR combustion
chamber with crude vegetable oil operation when compared with CE with pure diesel operation. Heat
output was properly utilized and hence thermal efficiency increased and heat loss to coolant
decreased with effective thermal insulation with engine with LHR combustion chamber. Coolant
load increased with advanced injection timing with CE, while it decreased in engine with LHR
combustion chamber with crude vegetable oil operation. This was due to increase of gas
temperatures with conventional engine and decreased the same with improved air– fuel ratios.
Coolant load decreased with preheated condition of crude vegetable oil in comparison with normal
vegetable oil in both versions of the combustion chamber. This was because reduction of gas
temperatures with improved spray characteristics. From Table.3, it was noticed that volumetric
efficiency in the both versions of the combustion chamber with vegetable oil operation decreased at
full load operation, when compared with CE with pure diesel operation. This was due to increase of
increase of combustion wall temperatures which in turn depends on exhaust gas temperatures with
vegetable oil operation with CE. In case of engine with LHR combustion chamber, this was due
increase of temperature of incoming charge in the hot environment created with the provision of
insulation, causing reduction in the density and hence the quantity of air with engine with LHR
combustion chamber. Volumetric efficiency increased marginally in both versions of the
combustion chamber at optimized injection timings when compared with recommended injection
timing with vegetable oil operation. This was due to decrease of exhaust gas temperatures.
Preheating of the vegetable oil marginally decreased volumetric efficiency in CE, while it increased
in engine with LHR combustion chamber, because of increase of exhaust gas temperatures in CE,
while decrease of same in engine with LHR combustion chamber with preheating of vegetable oil.
Table.3:
Performance Parameters of Coolant load and Volumetric Efficiency at full operation at an
injector opening pressure of 190 bar
Injection
timing
(o
bTDC)
Test
Fuel
Coolant load at full load operation
(kW)
Volumetric efficiency (%)
CE LHR CE LHR
27 DF 4.0 --- 4.5 --- 85 -- 78 --
CMO 4.4 4.6 3.8 3.6 81 80 77 78
30 CMO -- -- 3.6 3.4 - - 78 79
32 CMO 4.6 4.8 -- -- 83 82 -- --
3.2 Exhaust Emissions
From Table.4, it was noticed that that drastic increase of smoke levels was observed at the
full load operation in CE with vegetable oil operation compared with pure diesel operation on CE.
This was due to the higher value of the ratio of C/H (C= Number of carbon atoms, H= Number of
hydrogen atoms in fuel composition) of vegetable oil (0.6) when compared with pure diesel (0.45).
The increase of smoke levels was also due to decrease of air–fuel ratios and volumetric efficiency
with vegetable oil compared with pure diesel operation. Smoke levels were related to the density of
the fuel. Smoke levels were higher with vegetable oil operation due to its higher density. However,
engine with LHR combustion chamber marginally reduced smoke levels due to efficient combustion
and less amount of fuel accumulation on the hot combustion chamber walls of the engine at different

391
operating conditions of the vegetable oil compared with the CE. Density influences the fuel injection
system. Decreasing the fuel density tends to increase spray dispersion and spray penetration.
Preheating of the biodiesels reduced smoke levels in both versions of the combustion chamber ,
when compared with normal temperature of the vegetable oil. This was due to i) the reduction of
density of the vegetable oil, as density was directly proportional to smoke levels, ii) the reduction of
the diffusion combustion proportion in CE with the preheated vegetable oil, iii) the reduction of the
viscosity of the vegetable oil, with which the fuel spray does not impinge on the combustion
chamber walls of lower temperatures rather than it directed into the combustion chamber. From
same table, it was evident that that smoke levels decreased with increase of injection timings in both
versions of the engine, with different operating conditions of the vegetable oil. This was due to
increase of air entrainment, at the advanced injection timings, causing lower smoke levels.
From Table.4, it was noticed that nitrogen oxide (NOx) levels were lower in CE while they were
higher in engine with LHR combustion chamber at different operating conditions of the vegetable oil
at full load operation of the engine, when compared with diesel operation. This was due to lower heat
release rate because of high duration of combustion causing lower gas temperatures with the
vegetable oil operation on CE, which reduced NOx levels. Increase of combustion temperatures with
the faster combustion and improved heat release rates in engine with LHR combustion chamber
caused higher NOx levels. As expected, preheating of the vegetable oil decreased NOx levels in both
versions of the engine when compared with the normal vegetable oil. This was due to improved air–
fuel ratios and decrease of combustion temperatures leading to decrease NOx emissions in the CE and
decrease of combustion temperatures in the engine with LHR combustion chamber with the
improvement in air–fuel ratios leading to decrease NOx levels in engine with LHR combustion
chamber.
Table.4
Pollution Levels of Smoke and Oxides of Nitrogen (NOx) at full load operation at an injector
opening pressure of 190 bar
Injection
timing
(o
bTDC)
Test
Fuel
Smoke levels at full load operation
(HSU)
NOx levels (ppm)
CE LHR CE LHR
27 DF 48 -- 55 -- 850 ---- 1250 --
CMO 70 65 65 60 750 700 1300 1250
30 CMO -- - 50 45 - - 1200 1150
32 CMO 55 50 -- -- 850 800 -- --
From same table, it was observed that that NOx levels increased with the CE and decreased
in engine with LHR combustion chamber with advanced injection timing with different operating
conditions of vegetable oil operation. Residence time and availability of oxygen had increased, when
the injection timing was advanced with the vegetable oil operation, which caused higher NOx levels
in CE, while reduction of gas temperatures with improved air fuel ratios causes decrease of NOx
levels in engine with LHR combustion chamber.
4. SUMMARY
Vegetable oil operation at 27o
bTDC on CE showed the deteriorated performance, while
engine with LHR combustion chamber showed improved performance, when compared with pure

392
diesel operation on CE. Preheating of the vegetable oil improved performance when compared with
normal vegetable oil in both versions of the combustion chamber. Improvement in the performance
was observed with the advancing of the injection timing with the vegetable oil operation on both
versions of the combustion chamber. CE with vegetable oil operation showed the optimum injection
timing at 32o
bTDC, while the engine with LHR combustion chamber showed the optimum injection
at 30o
bTDC at an injection pressure of 190 bar. Peak brake thermal efficiency increased by 3%, at
full load operation– exhaust gas temperature decreased by 25o
C, volumetric efficiency decreased by
8%, coolant load decreased by 10%, comparable smoke levels and NOx increased by 41% with crude
vegetable oil operation on engine with LHR combustion chamber at its optimum injection timing,
when compared with pure diesel operation on CE at 27o
bTDC.
ACKNOWLEDGMENTS
Authors thank authorities of Chaitanya Bharathi Institute of Technology, Hyderabad for
providing facilities for carrying out research work. Financial assistance provided by All India
Council for Technical Education (AICTE), New Delhi was greatly acknowledged.
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