Performance and emission characteristics of di ci diesel engine with pre

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 3, May - June (2013) © IAEME
177
PERFORMANCE AND EMISSION CHARACTERISTICS OF DI-CI
DIESEL ENGINE WITH PREHEATED CHICKEN FAT BIODIESEL
K Srinivasa Rao1
, Dr. A Ramakrishna2
, P V Rao3
1
Assoc.Prof, Mechanical Engineering, Sai Spurthi Institute of Technology, Sathupally, India,
507303
2
Professor, Mechanical Engineering, Andhra University college of Engineering,
Visakhapatnam, India, 530003
3
Assoc.Prof, Mechanical Engineering, Andhra University college of Engineering,
Visakhapatnam, India, 530003
ABSTRACT
The fat oils and their methyl esters are becoming popular because of their minimum
environmental impact. Viscosity of the fat oil is considered as constrain for its use as
alternative fuel for IC engines. The viscosity of the fat oil is reduced by preheating and
Transesterification process. Preheated chicken fat biodiesel (Methyl Ester) is used in this
study.The objective of the present study is to investigate the effect of preheated chicken fat
biodiesel on performance, combustion and emission characteristics of a direct injection
compression ignition (DI-CI) engine. Experiments are conducted on single cylinder, constant
speed, stationary, water cooled naturally aspirated, DI-CI engine with preheated chicken fat
biodiesel and all engine characteristics are investigated. The results of engine characteristics
with Preheated Chicken Fat Biodiesel (CFBDPH) were compared with Chicken Fat Biodiesel
(CFBD) without preheating and standard baseline Petroleum Diesel (PD). A remarkable
improvement in the performance of the engine is noticed with preheating, as the viscosity of
the oil is reduced. Significant reduction in the exhaust gas temperature CO and HC emission
are also noticed. Results show that the preheated CFBD (CBDPH) can be used as an
alternative fuel without any engine modifications.
Keywords: Compression Ignition Engine, Chicken fat biodiesel, Preheating, Performance,
Combustion and Emission.
INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING
AND TECHNOLOGY (IJMET)
ISSN 0976 – 6340 (Print)
ISSN 0976 – 6359 (Online)
Volume 4, Issue 3, May - June (2013), pp. 177-190
© IAEME: www.iaeme.com/ijmet.asp
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178
INTRODUCTION
The scarce and rapid depletion of conventional petroleum resources, growing concern
about the environmental pollution and increase in oil price have promoted research for
alternative fuels for internal combustion engines. Biodiesel which can be produced from
vegetable oil and animal fat is an alternative fuel for diesel engines. Bio diesel is non toxic,
bio degradable and environmentally friendly fuel. Biodiesel contains very low sulfur and
greenhouse gases compared to diesel. The major components of fats are triglycerides which
compose above 90% of total mass [1]. Transesterfication is a chemical process of reacting
triglycerides with alcohol in presence of a catalyst. Alcohols such as Methanol, Ethanol or
Butanol can be used in Transesterfication [2]. The most preferred alcohol used in biodiesel
production is methanol. The commonly used catalyst is KOH for production of biodiesel.
Grabosk et. al [7], K Srinivasa Rao et. al[15] and Mondal. P et. al [22] studied usage
of fat and vegetable oils in C.I Engines. Many researchers have investigated availability of
animal fats [6,9]and waste oils [5,12,13] for biodiesel production. Chicken fat is a low cost
feed stock for biodiesel production compared to high grade vegetable oils. Schulte [3]
investigated optimum reaction parameters for biodiesel production from chicken fat. K
Srinivasa Rao et. al [8], Guru M et. al [10] and Jagadale S.S [14] investigated Engine
characteristics with chicken fat oil. Godiganur et. al [11] studied Engine performance and
emission characteristics with fish oil, Marshal, W.F [4] investigated Cummins L 10 Engine
emission and performance with Tallow methyl ester. The higher viscosity values of fat oils
and their esters are the main limitation to use in compression ignition engine. Heating of
these oils greatly reduces the viscosity and hence to overcome the high viscosity problem, the
preheated oils can be used for engines. Many researchers have investigated effect of
preheated Jatropha [16, 18, and 25], Palm oil [17], Rape seed oil [19], Cotton seed oil [20,
24], Corn biodiesel [21], karanja [23], coconut [26], sunflower [28] and pongamia [30] on
diesel engine performance and emission characteristics. M. Senthil Kumaret. al [27] studied
preheated animal fat as fuel in C.I engine. Preheated CFBD(CFBDPH) is used for present
work. Preheating of CFBD is done with thermostat controlled water bath heating of fuel
before admission into engine cylinder.
The objective of present work is to investigate the performance, combustion and
emission characteristics of single cylinder, water cooled, constant speed (1500 rpm), naturally
aspirated, stationary, direct injection compression ignition(DI-CI) engine fueled with
preheated (50O
C) chicken fat biodiesel (CFBDPH) and results were compared with CFBD
without preheating and standard baseline petroleum diesel (PD).
MATERIAL AND METHODS
The fat oil obtained from waste chicken fat was used in present investigation. This
waste chicken fat oil was filtered to remove impurities. This oil was converted into chicken
fat biodiesel (CFBD) using transesterfication process. Petroleum diesel (PD) fuel was used as
baseline fuel for comparison. The fuels were characterized by determining their density,
viscosity, flash point, fire point and calorific value. The properties of petroleum diesel,
chicken fat biodiesel (CFBD) and ASTM standard specification [29] for biodiesel are
presented in table 1. The viscosity was determined at different temperatures to find the effect
of temperature on viscosity of CFBD. The high viscosity of CFBD may be due to its high

179
molecular weight compared to diesel. The variation of viscosity of PD and CFBD with
temperature is shown in Fig.1.
Table.1 Properties of fuels
Property Unit PD CFME ASTM Standards
Density g/cc 0.831 0.862 0.87-0.89
Kinematic Viscosity at 40o
c cSt 2.58 4.93 1.9-6.0
Flash Point o
c 50 160 130 min
Fire Point o
c 56 - -
Calorific value kJ/kg 42500 40170 37500
Cetane number - 48 - 48-70
Acid value mg KOH/g - 0.41 0.5 max
Iodine value g Iodine/100 g 38 74 120 max
Fig.1 Variation of viscosity of fuel with temperature
The properties of CFBD fuel are similar to PD. The viscosity of CFBD at 50O
C is
almost nearer to viscosity of PD at 30O
(room temperature). Hence CFBD preheated to
50O
C(CFBDPH) can be used in diesel engine without any modification to obtain almost
similar characteristics as PD and used as alternative fuel.
EXPERIMENTAL SETUP AND PROCEDURE
The experimental setup used in the investigation is shown in Fig. 2. It consist of a
single cylinder 4-S, DI-CI engine, an eddy current dynamometer to measure the brake power
or load torque, data acquisitation system, display panel, computer, pressure and temperature
sensors and exhaust gas analyzer to measure CO, HC and NOX emissions. The detailed
specifications of engine and exhaust gas analyzer are described in table 2. The cooling water
flow rate and temperature is maintained constant throughout the test. The engine was tested
with chicken fat biodiesel (CFBD), preheated CFBD (CFBDPH) and baseline petroleum
diesel (PD) to investigate performance, combustion and emission characteristics. The engine
was allowed to warm up until all temperature reaches steady state in each test. Engine was
maintained at constant speed of 1500rpm by adjusting the fuel injection pump control rack.
To vary the engine load and measure brake power, an eddy current dynamometer was used.
1
2
3
4
5
6
25 30 35 40 45 50
ViscosityincSt
Temperature in oc
PD
CFBD

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 3, May
All observations were taken in four steps at
and 100% (3.72 kW) of full load on the engine. “Lab View”
Bangalore, India was used to record heat release rate, cylinder pressure and all parameters
necessary for analysis. The results of the engine Performance, Combustion and Emission
characteristics were investigated and presented
Table.2 Engine and Exhaust Gas Analyzer Specifications
Manufacture
Engine
Admission of air
Bore
Stroke
Compression ratio
Max power
Rated speed
Dynamometer
Method of cooling
Type of starting
Governor
Type of Pressure sensor
Pressure sensor resolution
Crank angle sensor resolution
Exhaust Gas Analyser make:INDUS
Range
NO 0-5000 ppm
HC 0-15000 ppm
CO 0-15.0%
International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
6359(Online) Volume 4, Issue 3, May - June (2013) © IAEME
180
All observations were taken in four steps at 25% (0.93 kW), 50% (1.86 kW), 75%
(3.72 kW) of full load on the engine. “Lab View” software supplied by
characteristics were investigated and presented in the fallowing section.
Fig. 2 Experimental set up
Engine and Exhaust Gas Analyzer Specifications
Engine
Kirloskar Oil Engine
Single Cylinder Direct Injection Compression Ignition
Naturally aspirated
80 mm
110 mm
16.5:1
3.72 kW
1500 rpm
Eddy Current Dynamometer
Water cooled
Manual cranking
Mechanical governing (centrifugal type)
Piezo electric type
0.1 bar for cylinder pressure,1.0 bar for injection pressure
1 degree
Exhaust Gas Analyser make:INDUS
Resolution
1 ppm
15000 ppm 1 ppm
0.01%
June (2013) © IAEME
75% (2.79 kW)
software supplied by Tech-Ed
Single Cylinder Direct Injection Compression Ignition
bar for cylinder pressure,1.0 bar for injection pressure

181
RESULTS AND DISCUSSIONS
Performance characteristics Fuel Consumption (FC), Brake Specific Energy
Consumption (BSEC), Brake Thermal Efficiency (BTE), Combustion characteristics cylinder
pressure variation, heat release rate, cylinder peak pressure. Exhaust Gas Temperature (EGT),
mass fraction burned and Emission characteristics Carbonmonoxide (CO), un burnt Hydro
carbon (HC), Oxides of nitrogen (NOX) of the test engine were investigated and results were
discussed as fallows.
Performance Analysis
1. Fuel Consumption (FC)
The variation fuel consumption with engine load is shown in Fig. 3. FC of CFBD is
more than that of diesel for all loads, but preheated CFBD (CFBDPH) FC is less than CFBD
with no pre heating. At full load the FC of PD, CFBD and CFBDPH are 0.93, 1.07 and 1.01
kg/hr respectively. The behavior of more fuel consumption of CFBD was due to less
percentage of Hydro carbons and lower calorific value than PD. It is also observed that the
fuel consumption decreases with preheating of biodiesel and the reason may be improved
combustion caused by increased volatility property and spray characteristics. Fig. 4 Shows
the Brake Specific Fuel Consumption (BSFC) of all fuels with engine load. BSFC decreases
with engine load for all fuels. At full load BSFC of CFBD is higher than PD, but it is slightly
lowered with preheating. This is mainly due to reduced viscosity and improved spray
characteristics of preheated CFBD (CFBDPH).
Fig.3 Variation of fuel consumption with engine load
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
0.93 1.86 2.79 3.72
FuelConsumption(kg/hr)
Engine Load (kW)
PD
CFBD
CFBDPH

182
Fig. 4 Variation of brake specific fuel consumption with engine load
2. Brake Specific Energy Consumption (BSEC)
The BSEC is the input fuel energy requirement to develop unit brake power output. The
variation of BSEC with engine load is shown in Fig. 5. From this it is observed that BSEC of
CFBD is higher than that of PD at all engine loads. The reason for higher value of BSEC for
CFBD is due to its lower calorific value and higher kinematic viscosity. The results also show
that BSEC decreases with preheated CFBD (CFBDPH) due to higher rate of evaporation and
effective combustion. The lowest BSEC for PD, CFBD and CFBDPH are recorded as 10625,
11564 and 10926 kJ/kWhr respectively at full load.
Fig. 5 Variation of brake specific energy consumption with engine load
3. Brake Thermal Efficiency (BTE):
Fig.6 shows the variation of Brake thermal efficiency of the engine with load. The
BTE increases as the load on engine increases for both fuels. At full load, the BTE for PD,
CFBD and CFBDPH are 33.85%, 31.12% and 32.94% respectively. The BTE of CFBDPH is
closer to PD and the reason is due to increased evaporation of fuel with preheating.
10000
15000
20000
25000
30000
0.93 1.86 2.79 3.72
BSEC(kJ/kWhr)
Engine load (kW)
PD
CFBD
CFBDPH
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.93 1.86 2.79 3.72
BSFC(kg/kwhr)
Engine Load(kW)
PD
CFBD
CFBDPH

183
Fig. 6 Variation of brake thermal efficiency with engine load
Combustion Analysis
1. Cylinder Pressure
The variation of cylinder pressure with crank angle for complete cycle at 2.79 kW
power output for all fuels is shown in Fig. 7. Fig. 8 Shows rise of pressure during combustion
process near to TDC i.e.. 350O
-450O
crank angle at 2.79 kW power output. The peak pressure
of CFBD is slightly greater than PD and peak pressure is decreased with preheating. The peak
pressure is observed at 377O
, 367O
and 375O
crank angle for PD, CFBD and CFBDPH
respectively. CFBD and CFBDPH records slightly advanced pressure rise curves compared to
PD.
Fig. 7 Variation of cylinder pressure with crank angle at 2.79 kW load
10
15
20
25
30
35
0.93 1.86 2.79 3.72
BTE(%)
Engine load (kW)
PD
CFBD
CFBDPH
0
10
20
30
40
50
60
70
0 100 200 300 400 500 600 700
cylinderpressure(bar)
crank angle (degrees)
PD
CFBD
CFBDPH

184
Fig. 8 Variation of cylinder pressure near TDC with crank angle at 2.79 kW load
Fig. 9 shows the variation of cylinder peak pressure with engine load for both fuels.
Cylinder peak pressure increases with engine load. Highest peak pressures are observed at
full engine load for all fuels. Peak pressures are decreased with preheating for all loads. The
peak pressures of PD, CFBD and CFBDPH at 3.72 kW engine load are measured as 66.4,
66.9 and 66.3 bars respectively.
Fig. 9 Variation of cylinder peak pressure with engine load
2. Heat Release Rate
The rate of cooling water to be circulated for engine cooling depends on the rate of
heat release during combustion. The variation of heat release rate with respect to crank angle
at 2.79 kW engine power output for all fuel is shown in Fig.10. The cumulative heat release
rate at 2.79 kW power out is shown in Fig.11. The areas under this curve indicate the net heat
released during the combustion process.
0
10
20
30
40
50
60
70
350 360 370 380 390 400 410 420 430 440 450
cylinderpressure(bar)
crank angle (degrees)
PD
CFBD
CFBDPH
58
60
62
64
66
0.93 1.86 2.79 3.72
Cylinderpeakpressure(bar)
Engine load (kW)
PD
CFBD
CFBDPH

185
Fig. 10 Variation of heat release rate with crank angle at 2.79 kW load
Fig. 11 Variation of cumulative heat release rate with crank angle during combustion at 2.79
kW
3. Mass fraction burned
Fig. 12 shows that, for both fuels, mass fraction burned with crank angle during
combustion process. It is observed that higher burning rates are measured for PD compared
with CFBD and CFBDPH in the early stage of combustion process, i.e., slope of the mass
fraction curve is very high for the PD between the crank angle ranges from 361O
to 367O
. The
preheated CFBD (CFBDPH) also recorded comparatively higher mass fraction burning rates
than CFBD. This may be mainly due to reduced viscosity and improved combustion with
preheating.
-50
-30
-10
10
30
50
350 370 390 410 430 450 470 490
Heatreleaserate(J/OCA)
Crank angle(degrees)
PD
CFBD
CFBDPH
-500
0
500
1000
1500
2000
2500
350 370 390 410 430 450 470
cummulativeheatreleaserate(J/OCA)
crank angle(degrees)
PD
CFBD
CFBDPH

186
Fig. 12 Variation of mass fraction of fuel burned with crank angle at 2.79 kW load
4. Exhaust Gas Temperature
The variation of Exhaust Gas Temperature (EGT) of engine with respective engine
load of PD, CFBD and CFBDPH fuels is shown in fig. 13. EGT increases with engine load
for all fuels, but significant reduction in EGT is observed with CFBD and CFBDPH
compared with PD. CFBDPH records slightly higher EGT than CFBD at all loads, however
they are considerably lower than PD. This may be due to lower calorific value of CFBD than
PD.
Fig. 13 Variation of Exhaust Gas Temperature with engine load
0
0.2
0.4
0.6
0.8
1
350 360 370 380 390 400
massfractionburnt
Crank angle (degrees)
PD
CFBD
CFBDPH
150
200
250
300
350
400
0.93 1.86 2.79 3.72
EGT(OC)
Engine load (kW)
PD
CFBD
CFBDPH

187
Emission Analysis
1. NOx Emission
The NOX emissions of PD, CFBD and CFBDPH with engine load are shown in fig.
14. The results show that the increased engine load promoting NOX emission for all fuels.
The NOX emissions of CFBD are higher than PD at all engine loads. But NOX emissions are
greatly reduced with CFBDPH, which are very close to PD.
Fig. 14 Variation of NOX emissions with engine load
2. CO Emissions
Fig. 15 shows, the increasing trend of Carbonmonoxide (CO) emission levels are
observed with engine load for both fuels. Trend of increasing CO is due to increase in
volumetric fuel consumption with the engine load. The CO emission percentage mainly
depends upon the physical and chemical properties of the fuel used. It is observed that, the
CO emissions of CFBD are less than that of the PD. The decrease in CO emissions for CFBD
is mainly due to presence of oxygen in the CFBD fuel. It also observed that the co emission
levels are further reduced for CFBDPH (preheated CFBD) and the reason is due to reduction
in viscosity, density and increase in evaporation due to preheating.
Fig. 15 Variation of CO emissions with engine load
200
250
300
350
400
450
500
0.93 1.86 2.79 3.72
NOX(ppm)
Engine load (kW)
PD
CFBD
CFBDPH
0.05
0.1
0.15
0.2
0.25
0.93 1.86 2.79 3.72
CO(%)
Engine load (kW)
PD
CFBD
CFBDPH

188
4. HC emissions
The variation of HC emissions at different engine loads are given in the fig. 16. For
both the fuels HC emission decreases with increase in engine load. It is observed that the HC
emission levels of CFBD are less than that of PD at all engine loads. The lower HC emission
of CFBD compared with PD is mainly due to presence of more oxygen in the CFBD. Also it
is observed that the HC emissions are further reduced with preheated CFBD (CFBDPH).
This is due to improvement in spray pattern and atomization.
Fig. 16 Variation of HC emissions with engine load
CONCLUSIONS
∗ The performance of engine is increased, when the biodiesel is injected at diesel fuel
viscosity, i.e. performance is increased with preheating. Fuel consumption is
significantly decreased at full load by 5.5% with preheating (i.e. with CFBDPH).
∗ Improved fuel burning rates are observed with CFBDPH than CFBD.
∗ Considerably very low exhaust gas temperatures are obtained with CFBD and
CFBDPH compared to PD.
∗ The presence of oxygen in CFBD improves the combustion and hence lowers the CO
and HC emission. These emissions are further lowered and with preheated biodiesel
(CFBD PH).
∗ The increase of NOX emission is due to presence of oxygen in the CFBD compared to
PD. Decrease in premixed combustion and increase in diffused combustion is
observed with preheating. This leads to reduction in NOX emission by 18.6% at full
load for CFBDPH.
ACKNOWLEDGEMENTS
The Authors thank the management and principal of SaiSpurthi Institute of
Technology, Sathupally, India, 507303, for providing necessary experimental support.
20
25
30
35
40
45
50
55
60
65
70
0.93 1.86 2.79 3.72
HC(ppm)
Engine load (kW)
PD
CFBD
CFBDPH

189
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