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1. Abstract
The biodiesel produced from vegetable oils, attracted
considerable attention around the world because of its
potential for low environmental impact as an alternative
fuel to diesel vehicles. The concern of the present
experimental investigation is the comparative assessment
of methyl esters of Mustard and Rice Bran oils as an
alternative fuel in a diesel engine. The study is based on
the combustion and emission characteristics of the engine.
A single-cylinder, four-stroke, direct-injection, variable
compression ratio multi fuel engine is used to carry out the
experiments. In this process, the compression ratio’s
influence on the combustion parameters and exhaust gas
emissions has been explored and registered. When
compared to that of diesel, at higher compression ratios,
the results indicate shorter ignition delay, maximum rate
of pressure rise, lower heat release rate and higher mass
fraction burnt for the mustard methyl ester and Rice Bran
Methyl Esters. An increased emission of smoke and
reduced NOx has been observed upon usage of these
biodiesels.
Key words: Mustard oil, Rice Bran oil, Combustion,
Cylinder Pressure, Mass fraction Burnt, Heat Release,
Emissions, VCR Engine
I. INTRODUCTION
Diesel engines are having many adaptable domestic uses like
small irrigation water pumping systems, light weight four or
two seated auto cab & car engines and small electricity
generators etc. The brisk depletion of crude oil would cause
prime whack on the transportation sector.Thus, as a substitute
for diesel oil, ever increasing need for energy has laid the path
towards the growing interest in alternate fuels which can be
used in alternate fuels. Qualities like renewable,
biodegradable, eco-friendly, non-toxic nature have made these
alternate fuels a promising substitute to diesel with similar
properties [1,2]. Different tree borne oil seeds like jatropha,
karanja, mahua, castor, neem, canola, rapeseed, soybean,
sunflower seed, and corn have made their identity a potential
source for the biodiesel production in India [3–5]. For short-
term engine performance tests,vegetable oil has a considerable
potential as a fuel in diesel engines [6]. The usage of straight
vegetable oil gives less hazardous emissions because of
minimal sulphur and aromatic contents, more oxygen in its
structure, high cetane number, and easy burning [7]. In
addition to these properties, better flash point, improved
lubrication, higher biodegradability and non-toxicity are also
positive characteristics for which the researchers showing
interest to use these vegetable oils in diesel engines [8]. Due
to better ignition quality, uniform air–fuel mixing, and higher
oxygen content, the methyl esters that are derived from
vegetable oils result in aggressive rise in combustion pressure
and quick combustion during the initial inceptive premixed
combustion phase[9,10]. Since biodiesels have different
physical and chemical properties compared to petroleum
based diesel fuels, the use of biodiesel in the engine will affect
its Combustion and emission attributes. In this direction, a
systematic investigation is necessary to ensure the usage of
pure biodiesel in any engine without any major modifications
of its hardware.A huge number of experimental investigations
have been reported to study the combustion and emission
characteristics of biodiesel used in diesel engine operated at
constant compression ratio. Studies on variable compression
ratio engine are however, relatively few[11,12]. Further,
comparative studies on a variable compression ratio diesel
engine using methyl esters of Mustard oil and Rice bran oils
as fuel have not reported.
The prime intent of the present experimental investigations is
to appraise the combustion and emission characteristics of a
single-cylinder, four-stroke, water cooled, direct injection,
variable compression ratio, compression ignition engine. In
the lieu of the same, experiments were carried out
forcombustion and emission characteristics of variable
compression ratio engine using MME, RBME and diesel at
A.P., India
dr.smt.g.prasanthi@gmail.com
Dept. of Mechanical Engineering,
JNTUACEA, Anantapuramu,
A.P., India
aparnaimandi@gmail.com
Dept. of Mechanical Engineering,
MVGRCE, Vizianagaram,
A.P., India
stanlyrajesh@mvgrce.edu.in
Dept. of Mechanical Engineering,
MVGRCE, Vizianagaram,
A.P., India
naradasuravi@mvgrce.edu.in
Dept. of Mechanical Engineering,
MVGRCE, Vizianagaram,
Prasanthi G. Aparna Devi Imandi
Ravi KumarNaradasu Rajesh Guntur *
Effect of Compression Ratio on Combustion and
Emission Characteristics of C.I. Engine
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ISBN 978-1-4799-3158-3
1103

2. compression ratios 15:1, 16:1 and 18:1 from zero load to full
load conditions. The combustion parameters emissions of
alternate fuels are compared to diesel data and discussed in
detail.
II. PREPARATION OF METHYL ESTERS OF
MUSTARD OIL AND RICE BRAN OIL
The process of transesterification is used to produce biodiesel.
In the present work, initially free fatty acids in the oils were
reduced by acid-catalyzed treatment (methanol with sulphuric
acid) followed by alkali catalyzed transesterification (using
methanol with NaOH). The properties of prepared fuels
tabulated in the Table 1 showing its comparison with diesel.
Table 1 Comparison of Properties of Diesel, MME and RBME
Property Parameters Diesel MME RBME
Density at 20 ºC g/cm3
0.835 0.881 0.8742
Viscosity at 40 ºC mm2/s 4.1 4.71 4.63
Flash Point. ºC 71 197 165
Pour Point ºC -16 -12 3
Cetane Number 45 56.9 56.2
Iodine Number J2 g/100g 6 122.3 102
Acid value, mg KOH/g 0.07 0.19 0.25
Oxygen content, Max wt% 0.4 9.89 11.25
Net Heating Value, MJ/kg 43.5 38.51 32.725
III. EXPERIMENTAL SETUP
The setup shown in Fig 1 consists of single cylinder, four
stroke, VCR (Variable Compression Ratio) Engine coupled to
eddy current dynamometer for loading the engine. It has the
provision for necessary instruments to measure the
combustion pressure, crank angle, air flow, fuel flow,
temperatures and load. The obtained signals are interfaced to
the computer by a high speed data acquisition device. The
setup has stand along panel box comprises of an air box, twin
fuel tank, manometer, fuel measuring unit, transmitters, air
and fuel flow measurements, process indicator, rotameters and
piezo powering unit. The setup enables to study the VCR
engine combustion characteristics along with the performance
characteristics. Table 2 shows the engine specifications on
which Experiments were conducted.
Table 2.Engine specifications
Make : Kirloskar Oil Engines
Model : TV1
Type : 1 cylinder
No. of strokes : 4 stroke
Type of cooling : water cooled
Stroke : 110mm
Bore : 87.5 mm
Capacity : 661 cc
Power : 3.5 KW at 1500 rpm
CR range : 12:1-18:1
Injection variation : 23 Deg before TDC
Operating speed : 1500rpm
IV. RESULTS AND DISCUSSION
The graphs are plotted for different combustion parameters
with respect to crank angles and for emission parameters with
respect to loads. Among these considered parameter are
cylinder pressure, heat release rate, mass fraction burnt, NOx
emissions and smoke opacity. The combustion and emission
data obtained of Methyl ester of Mustard and Rice Bran oil
are compared with the available baseline data of diesel fuel. In
the combustion plots crank angles are ranges from negative
values to positive values. The zero value represents TDC and
the negative and positive values represent the crank angle
before and after TDC respectively.
1. Cylinder Pressure
Fig.2 shows the juxtaposition of CP in reference to crank
angle for various compression ratios and fuels.
Fig 1 Layout of VCR Engine connected with gas analyzer and smoke meter
It can be observed that there is pressure rise for biodiesels is
higher than that of the Diesel fuel. The apex pressures for
diesel are lower than the summit pressure values of RBME
being 51.96 bar, 54.52 bar and 63.5 bar respectively, as
against a peak pressure values of 49.83, 50.69 and 63.53 bar
for diesel at the compression ratios 15:1, 16:1 and 18:1
respectively. As compared to the MME, the pressure rise is
less in case of the RBME. The peak pressures for the MME
are slightly more than the diesel and these being 54.47, 54.99
and 63.87 bar for compression ratios 15:1, 16:1 and 18:1
respectively. From the results, with subsequent change in
compression ratio, there is a rise in the cylinder pressure that.
The crank angles at which these apex pressures were obtained
found to be same for the three test fuels. Moreover, in the
initial stages, peak pressure of diesel engines mainly depends
on the combustion rate. This is also influenced by the fuel
intake component in the uncontrolled heat release phase and
the premixed combustion which in turn is dependent on the
delay period and the mixture preparation[13,14]. Also, the two
tested biodiesels have depicted an earlier start of combustion
than that of diesel. The reason for this can be accounted to the
higher cetane number of these biodiesels which yields a better
ignition quality, oxygen content, and a better air-fuel mixing.
This situation may be the reason for the extended combustion
duration[9].
2. Rate of Pressure Rise
The dissimilitude of ROPR with the crank angle for different
compression ratios for Diesel, MME and RBME is shown in
Fig.3. It was observed from the comparison of ROPR for the
compression ratios 15:1, 16:1 and 18:1, MME and RBME
fuels give lower ROPR than the diesel ROPR. However, it
was also observed that the peak ROPR has advanced in case
of the biodiesels. This obtained result can be attributed to the
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-1-4799-3158-3
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3. decrease in ignition delay of MME. The declination in ignition
delay indicates that the quantity of the fuel that is accumulated
is lesser than that of higher ignition delay. Hence, the pressure
rise observed in the case of MME is not as radical as in the
case of diesel[15]. As discussed, the reason for shorter
ignition delay is the higher viscosity and earlier combustion is
the higher cetane number of the fuel [16]. Towards the end of
compression, ROPR is slightly more in case of MME and
RBME and it has shown a significant affect by RBME as
compared to the MME and diesel at CR 16:1. ROPR is
advanced by 3 to 7 o
CA at CR 18:1 for all the test fuels. This
can be accredited to the fact that compression pressure
increases with changing CR. This ultimately leads to the early
start of combustion in the cylinder. The obtained Comparable
rate of pressure rise indicates a sturdy and smooth operation of
a compression ignition engine with biodiesel from the RBME
[17].
Fig 2 Comparison of cylinder pressure with Crank Angle for (a) DIESEL (b)
MME and (c) RBME
Fig 3 variation of Rate of Pressure Rise with Crank Angle for (a) DIESEL (b)
MME and (c) RBME
3. Cumulative Heat Release
The change in CHR with reference to the angle made by the
crank for Diesel, MME and RBME at the compression ratios
15:1, 16:1 and 18:1 is given in Fig.4. Analysis of the heat
release rate is based on the changes in crank angle of the
cylinder. Upon observation, the heat release rate initially
decreased at the advent of combustion and further increased.
Fig 4 Change in Cumulative Heat Release with Crank Angle for (a) DIESEL
(b) MME and (c) RBME
CHR is more for the biodiesels MME and RBME towards the
end part of the combustion process to produce the required
output. This is because of the greater heat release which is a
result of diffusion combustion that takes place in
biodiesels[18]. Also the amount of fuel intake in the case of
combustion is more for MME and RBME resulting in higher
amount of heat release upon usage of biodiesel fuels.
Moreover, increased HRR is an evidence of better premixed
combustion. Higher HRR for bio-diesel may be due to the
presence of excess oxygen in its structure and also injection
advance apart from static injection advance. The higher
boiling point of biodiesel may also an end result of higher
HRR. In the case of biodiesel, an increased cumulative heat
release is observed due to their low calorific value which gets
compensated by their higher fuel flow rate though their
calorific values are usually lower than that of diesel fuel.
However, in the case of MME, both the fuel consumption
rates and the calorific values are more compared to the
RBME. Hence, the cumulative heat release observed is more
for the MME. Also, the heat release rate increases at lower
compression ratio 15:1, for all the test fuels and slightly
decreases at high compression ratios. The entrainment of air,
lower rate of air/fuel and theviscosity of the biodiesels are the
reasons for this change [11].
4. Mass fraction Burnt
The disparity of the MFB with the angle of crank for Diesel,
MME and RBME at different compression ratios is given in
Fig.5. The start of combustion for the diesel, MME and
RBME under the three compression ratios ranges from about
347 to 406, 345 to 409 and 346 to 404 crank angle degrees
-150 -100 -50 0 50 100 150
0
20
40
60
Crank Angle (deg)
CylinderPressure(bar)
-150 -100 -50 0 50 100 150
0
20
40
60
Crank Angle (deg)
CylinderPressure(bar)
-150 -100 -50 0 50 100 150
0
20
40
60
Crank Angle (deg)
CylinderPressure(bar)
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
Fuel : DIESEL
Fuel : MME Fuel : RBME
(a)
(c)(b)
-30 -20 -10 0 10 20 30
0
2
4
Crank Angle (deg)
ROPR(dP/dO)
-30 -20 -10 0 10 20 30
0
2
4
Crank Angle (deg)
ROPR(dP/dO)
-30 -20 -10 0 10 20 30
0
2
4
Crank Angle (deg)
ROPR(dP/dO)
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
Fuel : DIESEL
Fuel : MME Fuel : RBME
(a)
(c)(b)
-50 0 50 100
0.2
0.4
0.6
0.8
1
Crank Angle (deg)
CHR(kJ)
-50 0 50 100
0.2
0.4
0.6
0.8
1
Crank Angle (deg)
CHR(kJ)
-50 0 50 100
0.2
0.4
0.6
0.8
1
Crank Angle (deg)
CHR(kJ)
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
Fuel : DIESEL
Fuel : MME
Fuel : RBME
(a)
(c)(b)
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-1-4799-3158-3
1105

4. respectively. It is observed that an increased compression ratio
resulted in advancement of combustion for all the test fuels.
The 1° and 2° Crank Angle advancement in case of diesel and
MME for 50% mass fraction burnt clearly indicates enhanced
combustion at compression ratio 16:1 and 18:1.
Fig 5 Disparity of Mass Fraction Burned with Crank Angle for (a) DIESEL
(b) MME and (c) RBME
(a)
(b)(c)
Fig 6 Variation of NOx with Load for (a) DIESEL (b) MME and (c) RBME
The constant advancement of combustion with RBME shows
that the compression ratio has no effect up to 50% of mass
fraction burnt. 2o
Crank angle advancement has been observed
at compression ratio 18:1 for 90% of mass fraction burnt. The
three test fuels at lower compression ratios caused prolonged
combustion and vice versa. The longer combustion duration is
also observed with the MME and RBME. The oxygen content
of MME and RBME, aids in sustained combustion during
diffusive combustion phase. It is found that higher burning
rates are measured for RBME(360.78o
CA) compared with
MME(363.57 o
CA) and Diesel(362.01o
CA) in the early stage
of combustion process, i.e., slope of the mass fraction curve is
very high for the RBME(50% of the mass fraction burnt).
MME also recorded comparatively higher mass fraction
burning rates than Diesel and this is due to the improved
combustion. Crank Angle advance compared to standard
conditions indicates reduced ignition delay which is essential
for effective combustion.
5. Nitrogen oxides (NOx) emission
The variation of nitrogen oxide (NOx) emissions with
reference to various loads for the three fuels is shown in Fig.
6. It is observed that NOx emissions increase by altering in
load for all the test fuels. Since Biodiesels are having more
oxygen, during combustion of the fuel, the nitrogen present in
air forms nitric oxide in the combustion chamber. NOx
emissions are decreased with MME, RBME and Diesel fuels
with the increase in Compression ratio. The percentage of
decrease in the NOx emissions for MME compared to the
diesel under the compression ratio 15:1 and 16:1 are 6.02 %,
45.14% and an increase of 60.93% is observed at compression
ratio18:1. The reason for this is due the minimal heat of
compressed air. The RBME operation under the compression
ratios 15:1, 16:1 results increase in NOx emissions and
reduction is observed for the same fuel at compression ratio
18:1. The decrease of amount of fuel which is burnt at a high
temperature is a reason for the lowered NOx emission.
(a)
(b) (c)
Fig 7 Adaptation of Smoke with Load for (a) DIESEL (b) MME and (c)
RBME
6. Smoke opacity
Smoke opacity with adaptation of load for the three fuels
under threes CRs was shown in Fig.7. With the increase in
load, the smoke opacity increases because a richer mixture is
burnt in the cylinder. The compression ratio 16:1 follow the
same trend for part load operation but opposite trend is
observed as it approaches full load condition. Smoke opacity
is found to decline with the appraisal in compression ratio due
to the fact that at higher CR, the heat of the compressed air is
high enough to cause complete combustion of fuel.At lower
350 360 370 380 390 400 410
0
20
40
60
80
100
Crank Angle (deg)
MFB(%)
350 360 370 380 390 400 410
0
20
40
60
80
100
Crank Angle (deg)
MFB(%)
350 360 370 380 390 400 410
0
20
40
60
80
100
Crank Angle (deg)
MFB(%)
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
CR-15
CR-16
CR-18
Fuel : DIESEL
Fuel : MME Fuel : RBME
(a)
(c)(b)
0
100
200
300
400
500
600
700
0 25 50 75 100
CR-15
CR-16
CR-18
Load (%)
NOx(ppm)
Fuel : DIESEL
0
100
200
300
400
500
600
700
0 25 50 75 100
CR-15
CR-16
CR-18
Load (%)
NOx(ppm)
Fuel : MME
0
200
400
600
800
1000
0 25 50 75 100
CR-15
CR-16
CR-18
Load (%)
NOx(ppm)
Fuel : RBME
0
20
40
60
80
100
120
140
0 25 50 75 100
CR-15 CR-16 CR-18
Load (%)
Smoke(HSU)
Fuel : DIESEL
20
40
60
80
100
120
140
0 25 50 75 100
CR-15 CR-16 CR-18
Load (%)
Smoke(HSU)
Fuel : MME
20
40
60
80
100
120
140
0 25 50 75 100
CR-15 CR-16 CR-18
Load (%)
Smoke(HSU)
Fuel : RBME
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ISBN 978-1-4799-3158-3
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5. CR, however, incomplete combustion of fuel takes place. The
smoke opacity emissions are increased with use of MME and
RBME compared to diesel fuel operation, these being 8.2%,
19.12%, 36.69% and 25.47%, 13.69%, 11.34% for
compression ratios 15:1, 16:1 and 18:1 respectively. This may
attribute to the fact that the higher viscosity and lower
volatility of biodiesel results in ambiguity of atomizing it.
Hence, incomplete combustion of fuel takes place [19].
V. CONCLUSIONS
A comparative investigation is drawn in the area of
combustion and emission characteristics of a multi fuel VCR
engine fueled with MME and RBME with that of standard
diesel. The results are elaborately discussed arriving at the
following conclusions.
 The increase in compression ratio, results in increased
temperature and pressure of air which is participating in
combustion. The ignition delay period is decreased on
increasing of compression ratio.
 Under all the compression ratios, CPsare closer to the
diesel fuel operation when fuelled with RBME. At
compression ratio 18:1 it was observed that the cylinder
pressure values are almost same for the RBME and Diesel
Fuels. There is no significant change in the cylinder
pressure when fueled with MME compared to RBME at
compression ratio16:1.
 The MFB has been affected by the RBME compared to
the Diesel and MME. Improved combustion is observed
with the use of RMBE at all the compression ratios. With
the use of MME, no significant change was found in mass
fraction burnt compared to the Diesel operation under all
the compression ratios.
 Significant Reduction in NOx emissions is found and
usage of MME at compression ratio 16:1 can be
recommended. RBME fuel can be used at compression
ratio18:1 even though smoke emissions are more than the
diesel fuel operation but it gives reduced NOx emissions
From the reasons stated above, it is quite evident that upon
comparison with standard diesel, at a compression ratio 18:1
fueling with RBME is superior. There is slight increase in
Smoke emission with RBME and they are in acceptable range.
The study proves that RBME can be substitute fuel for diesel.
VI. NOMENCLATURE
VCR Variable Compression Ratio
MME Mustard Methyl Ester
RBME Rice Bran Methyl Ester
CR Compression Ratio
CP Cylinder Pressure
ROPR Rate of Pressure Rise
CHRR Cumulative Heat Release Rate
MFB Mass Fraction Burnt
NOx Oxides of Nitrogen
VII. ACKNOWLEDGEMENT
The authors are thankful to the All India Council for
Technical Education (AICTE) New Delhi, Government of
India for providing Grant ( Ref: 8023/RID/RPS-41/Pvt(II
Policy)/2011-12 dated 07 Feb 2012.) under Research
Promotion Scheme(RPS) for the purchase of variable
compression ratio multi fuel engine test rig.
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International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
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