Experimenal investigation of performance and

IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308
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Volume: 02 Issue: 07 | Jul-2013, Available @ http://www.ijret.org 202
EXPERIMENAL INVESTIGATION OF PERFORMANCE AND
COMBUSTION CHARACTERISTICS OF PONGAMIA BIODIESEL AND
ITS BLENDS ON DIESEL ENGINE AND LHR ENGINE
Jagadeesh Alku1
, Prakash S Patil2
, Omprakash hebbal3
1
PG Student, Thermal Power Engineering PDACE Gulbarga, Karnataka, India
2
Associate professor, 3
Professor, Dept of Mechanical Engineering PDACE Gulbarga, Karnataka, India
Abstract
Over the last two decades there has been a tremendous increase in the number of automobiles and a corresponding increase in the
fuel price. In this regard, alternative fuels like vegetable oils play a major role. Use of pure vegetable oil in diesel engines causes
some problems due to their high viscosity compared with diesel fuel. To solve the problems due to high viscosity various techniques
are used. One such technique is fuel blending. In the present work the pongamia methyl esters (B25, B50, B75, and B100); prepared
by transesterification process was used as an alternative fuel in a diesel engine. Investigations were carried out for the performance
and combustion characteristics of pongamia methyl esters. The results were compared with diesel fuel. For this experiment, a single
cylinder, four stroke, water cooled diesel engine at a rated speed of 1500 rpm was used. Tests were carried out over the entire range
of engine operation at varying load of 0,1, 2, 3, 4, 5.2 at rated speed of 1500rpm and results are compared with diesel. The thermal
efficiency, bsfc, mechanical efficiency, volumetric efficiency are well comparable with diesel for diesel engine and low heat rejection
engine and better performance and combustion characteristics are observed in case of LHR engine. From investigation it can be
stated that up to 25% blend of pongamia biodiesel can be substituted for diesel engine without any modification and with
modification we can blend up to 25% we can get better performance and combustion characteristics than normal engine.
Keywords: Pongamia biodiesel, low heat rejection engine
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1. INTRODUCTION
The most harmful effect of our present day civilization is
global warming and environmental pollution. With rapid
industrialization and urbanization we are also making our
planet unsafe for us and for the generations to come. The
vehicle population throughout the world is increasing rapidly;
in India the growth rate of automotive industry is one of the
largest in the world. It is quite evident that the problem cannot
be solved with the conventional fossil fuels, however stringent
the emission control norms may be. The consumption of diesel
fuels in India was 28.30 million tones which was 43.2% of the
consumption of petroleum products. This requirement was met
by importing crude petroleum as well as petroleum products.
The import bill on these items was 17,838 crores. With the
expected growth rate of diesel consumption of more than 14%
per annum, shrinking crude oil reserves and limited refining
capacity, India will be heavily dependent on imports of crude
petroleum and petroleum products.
The drawbacks associated with vegetable oils and biodiesels
for use in diesel engines call for LHR engines. It is well
known fact that about 30% of the energy supplied is lost
through the coolant and the 30% is wasted through friction
and other losses, thus leaving only 30% of energy utilization
for useful purposes. 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. The study also focuses on
coating method for Plasma Spray aluminum oxide to improve
coating under high load and temperature cyclical conditions
encountered in the real engine. The effect of insulation on
engine performance, heat transfer characteristics, combustion
and emission characteristics are studied and compared with
standard (STD) diesel engine
2. THE PROPERTIES OF DIESEL FUEL AND
POME
The different properties of diesel fuel and POME are
determined and given in below table1. After transesterification
process the fuel properties like kinematic viscosity, calorific
value, density, flash and fire point get improved in case of
biodiesel. The calorific value of methyl ester 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.

IJRET: International Journal of Research in Engineering and Technology
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Volume: 02 Issue: 07 | Jul-2013, Available @
Table 2.1 Fuel properties
Properties Diesel
fuel
Kinematic viscosity at 400
C
(cSt)
4.1
Calorific value(kJ/kg) 42000
Density (kg/m3
) 0.831
Flash point (0
C) 51
Fire point(0
C) 57
3. EXPERIMENTATION
3.1 Engine components:
Figure.3.1 Experimental set up
The various components of experimental set up are described
below. The figure.3.1 shows line diagram of
set up. The important components of the system are
(i) The engine
(ii) Dynamometer
Table 3.1 Notations
PT Pressure transducer
N Rotary encoder
Wt Weight
F1 Fuel flow
F2 Air flow
F3 Jacket water flow
F4 Calorimeter water flow
T1 Jacket water inlet temperature
T2 Jacket water outlet temperature
T3
Calorimeter water inlet temperature =
T1
T4 Calorimeter water outlet temperature
T5
Exhaust gas to calorimeter
temperature
T6
Exhaust gas from calorimeter
temperature
of Research in Engineering and Technology eISSN: 2319
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2013, Available @ http://www.ijret.org
POME
12.5
40723
0.900
144
155
Experimental set up
The various components of experimental set up are described
below. The figure.3.1 shows line diagram of the experimental
set up. The important components of the system are
Table 3.2 Engine specifications
Manufacturer Kirloskar oil engines Ltd,
India
Model TV
Engine Single cylinder, DI
Bore/stroke
C.R. 16.5:1
speed 1500r/min, constant
Rated power 5.2kw
Working cycle four stroke
Injection pressure 200bar/230 bTDC
Type of sensor
Response time 4 micro seconds
Crank angle sensor 1
Resolution of 1 deg 360 deg with a resolution of
1deg
4. RESULT AND DISCUSSIONS
4.1Comparative Analysis
Combustion Characteristics
Blends And Diesel on Normal Engine And Low Heat
Rejection Engine:
4.1.1 Variation of Brake Thermal Efficiency With
Brake Power
Figure 4.1 Variation of brake thermal efficiency with brake
The variation of the brake thermal efficiency with load for
diesel and POME blends are shown in figure 4.1. We can
observe that P25 with LHR has higher brake thermal
efficiency than normal engine D100 this is because of
increased combustion rate which provides
fuel and due to low heat rejection. The thermal efficiency of
P25 is lower than diesel due to large difference in viscosity
specific gravity and volatility.
0
5
10
15
20
25
30
0 1
Brakethermalefficiency,%
Jacket water inlet temperature
Jacket water outlet temperature
Calorimeter water inlet temperature =
Calorimeter water outlet temperature
Exhaust gas to calorimeter
Exhaust gas from calorimeter
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203
Engine specifications
Manufacturer Kirloskar oil engines Ltd,
Model TV-SR, naturally aspirated
Engine Single cylinder, DI
Bore/stroke 87.5mm/110mm
C.R. 16.5:1
speed 1500r/min, constant
Rated power 5.2kw
Working cycle four stroke
Injection pressure 200bar/230 bTDC
Piezo electric
Response time 4 micro seconds
Crank angle sensor 1-degree crank angle
Resolution of 1 deg 360 deg with a resolution of
4. RESULT AND DISCUSSIONS
Analysis of Performance And
Combustion Characteristics of Castor Biodiesel
n Normal Engine And Low Heat
Brake Thermal Efficiency With
Variation of brake thermal efficiency with brake
power
variation of the brake thermal efficiency with load for
diesel and POME blends are shown in figure 4.1. We can
observe that P25 with LHR has higher brake thermal
efficiency than normal engine D100 this is because of
increased combustion rate which provides complete burning of
fuel and due to low heat rejection. The thermal efficiency of
P25 is lower than diesel due to large difference in viscosity
specific gravity and volatility.
2 3 4 5
Brake Power, kW
NE-D100 NE-P25
LHR-D100 LHR-P25

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4.1.2 Variation of mechanical efficiency with brake
power
Figure 4.2 Variation of mechanical efficiency with brake
power
The variation of mechanical efficiency with brake power, for
diesel and pongamia biodiesel blends are as shown in
figure.4.2 for normal engine and LHR engine. The mechanical
efficiency of diesel is slightly higher than the pongamia
biodiesel in case of normal engine and similar case we can
observe in LHR engine. From the graph it is e
increase in the concentration of pongamia biodiesel in diesel
decreases the mechanical efficiency. Here we can see the
effect of thermal barrier coating which increases the
mechanical efficiency. At full load D100 and P25 in LHR has
maximum efficiency of 81.99% and 76.45% respectively
which are 2.07% and 2.12% higher than D100 and N20 of
normal engine. This is due to fuel burning completely in LHR
engine due increased temperature in combustion chambe
4.1.3 Variation of specific fuel con
brake power
Figure 4.3 Variation of specific fuel consumption with brake
power
Figure 4.3 shows the specific fuel consumption for pongamia
biodiesel and its blends with respect to brake power for both
normal engine and LHR engine. At maxi
specific fuel consumption of LHR engine fueled with
0
20
40
60
80
100
0 1 2 3 4
Mechanicalefficiency,%
Brake Power, kW
NE-D100
LHR-D100
0
0.5
1
1.5
2
0 1 2 3 4
SFC,Kg/Kw-hr
Brake Power, kW
NE-D100
LHR-D100
__________________________________________________________________________________________
4.1.2 Variation of mechanical efficiency with brake
Variation of mechanical efficiency with brake
The variation of mechanical efficiency with brake power, for
biodiesel blends are as shown in
figure.4.2 for normal engine and LHR engine. The mechanical
efficiency of diesel is slightly higher than the pongamia
biodiesel in case of normal engine and similar case we can
observe in LHR engine. From the graph it is evident that with
increase in the concentration of pongamia biodiesel in diesel
decreases the mechanical efficiency. Here we can see the
effect of thermal barrier coating which increases the
mechanical efficiency. At full load D100 and P25 in LHR has
m efficiency of 81.99% and 76.45% respectively
which are 2.07% and 2.12% higher than D100 and N20 of
normal engine. This is due to fuel burning completely in LHR
engine due increased temperature in combustion chamber.
4.1.3 Variation of specific fuel consumption with
Variation of specific fuel consumption with brake
Figure 4.3 shows the specific fuel consumption for pongamia
biodiesel and its blends with respect to brake power for both
normal engine and LHR engine. At maximum load the
specific fuel consumption of LHR engine fueled with
biodiesel is higher than LHR engine fueled with diesel and
lower than normal engine fueled with diesel and biodiesel.
This higher fuel consumption was due to the combined effect
of lower calorific value and high density of biodiesel. The test
engine consumed additional biodiesel fuel in order to retain
the same power output.
4.1.4 Variation of indicated mean effective pressure
with brake power
Figure 4.4 Variation of indicated mean effective pressure with
brake power
The variation of the mean indicated pressure with load for
diesel and POME blends are shown in figure 4.4. Indicated
mean effective pressure is low for POME compared to diesel
this is because of volatility and caloric value of POME. By
using thermal barrier coating there is slight increase in
indicated mean effective pressure as compared to normal
engine. Here we can observe that as the load increases the
mean pressure of an engine increases.
4.1.5 Variation of air-fuel ratio with brake power
Figure 4.5 Variation of air
The variation of air fuel ratio for diesel and 25% POME blend
is shown in fig-4.5 for both normal engine and LHR engine.
Fuel consumption is higher in case of LHR engine due to
increased temperature and completes combustion. Air fuel
ratio decreases with increase in load because air fuel mixing
4 5
NE-P25
LHR-P25
4 5
NE-P25
LHR-P25
0
2
4
6
8
10
0 1
IMEP,bar
0
10
20
30
40
50
60
70
80
0 1
AFRatio
Brake Power, kW
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204
biodiesel is higher than LHR engine fueled with diesel and
lower than normal engine fueled with diesel and biodiesel.
This higher fuel consumption was due to the combined effect
rific value and high density of biodiesel. The test
engine consumed additional biodiesel fuel in order to retain
4.1.4 Variation of indicated mean effective pressure
Variation of indicated mean effective pressure with
brake power
The variation of the mean indicated pressure with load for
diesel and POME blends are shown in figure 4.4. Indicated
mean effective pressure is low for POME compared to diesel
e of volatility and caloric value of POME. By
using thermal barrier coating there is slight increase in
indicated mean effective pressure as compared to normal
engine. Here we can observe that as the load increases the
mean pressure of an engine increases.
fuel ratio with brake power
Variation of air-fuel ratio with brake power
The variation of air fuel ratio for diesel and 25% POME blend
4.5 for both normal engine and LHR engine.
Fuel consumption is higher in case of LHR engine due to
increased temperature and completes combustion. Air fuel
ncrease in load because air fuel mixing
2 3 4 5
Brake Power, kW
NE-D100 NE-P25
LHR-D100 LHR-P25
2 3 4 5
Brake Power, kW
NE-D100 NE-P25
LHR-D100 LHR-P25

__________________________________________________________________________________________
process is affected by the difficulty in atomization of biodiesel
due to its higher viscosity.
4.1.6 Variation of exhaust gas temperature with
brake power
Figure4.6 Variation of exhaust gas temperature with brak
power
The variation of the exhaust gas temperature with load for
diesel and POME blends are shown in figure 4.6, when bio
fuel concentration increases the exhaust temperature increase.
The same also when load increases the exhaust temperature
increases.
4.1.7 Variation of crank angle v/s cylinder pressure
Figure 4.7 Variation of crank angle v/s cylinder pressure
In a CI engine the cylinder pressure depends on the fuel
burning rate during the premixed burning phase, which in turn
leads to better combustion and heat release. Figure
the typical variation of cylinder pressure with respect to crank
angle. The cylinder pressure in the case of biodiesel fueled
LHR engine is about 4.7 % lesser than the diesel fueled LHR
engine and higher by about 1.64 % and 12.22% than
conventional engine fueled with diesel and biodiesel. This
reduction in the cylinder pressure may be due to lower
calorific value and slower combustion rates associated with
biodiesel fueled LHR engine. However the cylinder pressure is
relatively higher than the diesel engine fueled with diesel and
0
50
100
150
200
250
300
350
400
0 1 2 3
EGT,0C
Brake Power, kW
NE-D100
LHR-D100
0
10
20
30
40
50
60
0 60 120180240300360420480540600
Pressureinbar
Crank Angle ,degrees
__________________________________________________________________________________________
process is affected by the difficulty in atomization of biodiesel
4.1.6 Variation of exhaust gas temperature with
Variation of exhaust gas temperature with brake
The variation of the exhaust gas temperature with load for
diesel and POME blends are shown in figure 4.6, when bio
fuel concentration increases the exhaust temperature increase.
The same also when load increases the exhaust temperature
4.1.7 Variation of crank angle v/s cylinder pressure
Variation of crank angle v/s cylinder pressure
In a CI engine the cylinder pressure depends on the fuel-
burning rate during the premixed burning phase, which in turn
leads to better combustion and heat release. Figure-4.7 shows
the typical variation of cylinder pressure with respect to crank
cylinder pressure in the case of biodiesel fueled
LHR engine is about 4.7 % lesser than the diesel fueled LHR
engine and higher by about 1.64 % and 12.22% than
conventional engine fueled with diesel and biodiesel. This
ay be due to lower
calorific value and slower combustion rates associated with
biodiesel fueled LHR engine. However the cylinder pressure is
relatively higher than the diesel engine fueled with diesel and
biodiesel. It is noted that the maximum pressure ob
LHR engine fueled with biodiesel was closer with TDC
around 2 degree crank angle than LHR engine fueled 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 to TDC.
4.1.8 Variation of volumetric efficiency with brake
power
Figure-4.8 Variation of volumetric efficiency with brake
The variation of the volumetric efficiency with load for diesel
and POME blends are shown in figure 4.22. From the above
graph we concluded that there is no much difference in
volumetric efficiency with each load. But volumetric
efficiency for NE-D100 is s
because there is slight decrease in volume of the LHR engine
due to coating. And efficiency for NE
almost similar.
4.1.9 Variation of heat release rate with brake power
Figure-4.8 Variation of heat release rate with brake power
Comparison of heat release rate with crank angle is shown in
figure 4.23, at maximum load for both LHR
D100. It is observed that the premixed burning is more
dominant with diesel expected. Ponga
lower heat release rate during premixed burning phase
compared to diesel. The high viscosity and poor volatility of
4 5
Brake Power, kW
NE-P25
LHR-P25
600660720
LHR-D100
LHR-P25
NE-D100
NE-P25
0
10
20
30
40
50
60
70
80
90
0 1
ηvol,%
NE
LHR
-800
-600
-400
-200
0
200
400
600
800
0
Heatreleaserate,J/deg
CA
Crank angle , deg
LHR
NE-
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205
biodiesel. It is noted that the maximum pressure obtained for
LHR engine fueled with biodiesel was closer with TDC
around 2 degree crank angle than LHR engine fueled with
burning rate in the early stage of combustion
is higher in the case of biodiesel than the diesel fuel, which
peak pressure more closely to TDC.
4.1.8 Variation of volumetric efficiency with brake
Variation of volumetric efficiency with brake
power
The variation of the volumetric efficiency with load for diesel
and POME blends are shown in figure 4.22. From the above
graph we concluded that there is no much difference in
volumetric efficiency with each load. But volumetric
D100 is slightly higher than the LHR-D100,
because there is slight decrease in volume of the LHR engine
due to coating. And efficiency for NE-P25 and LHR-P25 are
4.1.9 Variation of heat release rate with brake power
Variation of heat release rate with brake power
Comparison of heat release rate with crank angle is shown in
figure 4.23, at maximum load for both LHR-D100 and NE-
D100. It is observed that the premixed burning is more
dominant with diesel expected. Pongamia biodiesel shows
lower heat release rate during premixed burning phase
compared to diesel. The high viscosity and poor volatility of
2 3 4 5
Brake Power, kW
NE-D100 NE-P25
LHR-D100 LHR-P25
500 1000
Crank angle , deg
LHR-D100 LHR-P25
-D100 NE-P25

IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308
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POME result in poor atomization and fuel air mixing rates.
Hence, more burning occurs in the diffusion phase.
CONCLUSIONS
The following conclusions were drawn from these
investigations carried out on normal engine and LHR engine
for different loads.
• As detail study of performance and combustion
characteristics of pongamia biodiesel and its blends on
normal engine we can observe that 25% blend of
pongamia biodiesel in diesel fuel has almost same
mechanical efficiency, same specific fuel consumption
and same indicated thermal efficiency .we can also see
that there is slight increase in brake thermal efficiency
which is a positive sign with this blend. In case of peak
pressure we can see that there is almost same pressure
as that of diesel fuel. So we can conclude that without
any modification in engine we can save diesel fuel for
certain extent without any compromise with standard
performance and combustion characteristics and in
future pongamia biodiesel can be a best alternative fuel
which can replace the diesel.
• As same parameters studied with engine modification,
here we observed that there is increase in performance
parameters than normal engine. There is increase in
parameters like brake thermal efficiency, mechanical
efficiency and brake mean effective pressure and there
is decrease in specific fuel consumption, volumetric
efficiency and fuel consumption which can be observed
in comparative graph. There is also increase in peak
pressure which higher than that of biodiesel with
normal engine. With use of thermal barrier coating we
can blend up to 50% which can help to conserve diesel
fuel.
• By studying performance and combustion
characteristics on normal engine and low heat rejection
engine it can concluded that with 25% blend we can
achieve same characteristics as that of diesel fuel so
P25 is the best blend and in future pongamia oil methyl
ester can be a best and most suitable alternative fuel
which can replace diesel fuel for years to come and
with thermal barrier coating we can meet needy
requirements.
• Pongamia biodiesel shows lower heat release rate
during premixed burning phase compared to diesel. The
high viscosity and poor volatility of NE-D100 result in
poor atomization and fuel air mixing rates. Heat release
rate is more in LHR-P25 compared to LHR-D100 and
heat release rate in NE-D100 and NE-P25 are almost
similar.
REFERENCES
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production composition, properties and its benefits.
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Kimiko Moriyama. (2009) Transesterification of
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presence of dimethyl ether. Fuel, 88: 81-86.
[3] Titipong Issariyakul (2011) Development of Biodiesel
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