Experimental investigations on direct injection diesel engine with ceramic coated combustion chamber with carbureted alcohols and crude jatropha oil

Krishna, M. V. S. Murali; Prakash, T.; Ushasri, P.; Janardhan, N.; Murthy, P. V. K.

doi:10.1016/j.rser.2015.09.011

Cited by 34 publications

(18 citation statements)

References 34 publications

(43 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Reddy et al [28] reported that the MRICPR was increased by 1.0 bar/deg and 0.7 bar/deg when operated with mohr oil and for mhor oil biodiesel respectively. A substantial increase in MRICPR by 2.2 bar/deg was observed by Krishna et al [58] when jatropha oil was used in the coated engine. The MRICPR was increased by 1.0 bar/deg and 0.9 bar/deg for rice brawn oil [33] for jatropha oil biodiesel operation [14].…”

Section: Peak In-cylinder Pressurementioning

confidence: 80%

“…density are different than fossil diesel. Brake Specific Energy Consumption (BSEC) is another important parameter to assess the specific energy consumption of biofuels and then compare them with that of fossil diesel [58]. Table 4 illustrated that in almost all cases the bsec values were reduced when coatings were applied in biofuels (or blends) operated engines (ie.…”

Section: Brake Specific Energy Consumptionmentioning

confidence: 99%

“…Where UD -> CD stands for change from uncoated engine fuelled with diesel to coated engine fuelled with diesel; UB -> CB stands for change from uncoated engine fuelled with biofuel to coated engine fuelled with biofuel; and UD -> CB represents the change from uncoated engine fuelled with diesel to coated engine fuelled with biofuel. n/a n/a n/a n/a n/a n/a [ n/a n/a n/a n/a n/a n/a [28] 31 MO 4.20 3.98 4.00 3.96 4.20 3.98 n/a n/a n/a n/a n/a n/a [28] 31 MOB 3.80 3.76 3.82 3.78 3.84 3.80 n/a n/a n/a n/a n/a n/a [ 30 Diesel n/a n/a n/a n/a n/a n/a 3.88 n/a 3.84 n/a 3.80 n/a [58] 31 Diesel 3.60 n/a 3.64 n/a 3.68 n/a n/a n/a n/a n/a n/a n/a [58] 31 JO n/a n/a n/a n/a n/a n/a 3.84 n/a 3.80 n/a 3.76 n/a [58] 32 JO 3.86 n/a 3.90 n/a 3.94 n/a n/a n/a n/a n/a n/a n/a CSOB n/a n/a n/a n/a n/a n/a 32.0 32.5 32.5 33.0 33.0 33.5 [36] CSOB 31.0 31.5 31.0 31.5 31.0 31.5 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [28] 29 .0 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [28] MOB 31.0 32.0 30.5 31.5 30.0 31.0 27.0 n/a n/a n/a n/a n/a [58] Diesel Diesel n/a n/a n/a n/a n/a n/a 28.5 n/a 29.0 n/a 29.5 n/a [58] Diesel 31.0 n/a 30.5 n/a 30.0 n/a n/a n/a n/a n/a n/a n/a [58] JO n/a n/a n/a n/a n/a n/a 29.5 n/a 30.0 n/a 30.5 n/a [58] JO 28.0 n/a 27.0 n/a 26.0 n/a n/a n/a n/a n/a n/a n/a [33] Diesel Diesel 29.5 n/a 30.0 n/a 31.0 n/a n/a n/a n/a n/a n/a n/a [33] Diesel 30.0 n/a 30.5 n/a 30.5 n/a n/a n/a n/a n/a n/a n/a [33] RBO 30.0 31.0 29.0 30.0 29.0 30.0 n/a n/a n/a n/a n/a n/a [33] Diesel 31.0 n/a 31.0 n/a 30.0 n/a n/a n/a n/a n/a n/a n/a NT: Normal (room) temperature, PT: Preheated Temperature, CSOB: Cotton Seed Oil Biodiesel, CSO: Cotton Seed Oil, MO: Mohr Oil, MOB: Mohr Oil Biodiesel, JO: Jatropha Oil, RBO: Rice Bran Oil. n/a n/a n/a [21] n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [21] n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [18] n/a n/a n/a 13.7 -17.6 n/a n/a n/a n/a n/a n/a [22] n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [23] n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a [24] 2 3 8 n/a n/a n/a n/a n/a n/a n/a n/a n/a [17] 2 [25] n/a n/a n/a 4.2 n/a n/a n/a n/a n/a n/a n/a n/a [26] n/a 3 -2 n/a 14...…”

Section: Conclusion and Future Randd Areasmentioning

confidence: 99%

“…Where UD -> CD: change from uncoated engine fuelled with diesel to coated engine fuelled with diesel; UB -> CB: change from uncoated engine fuelled with biofuel to coated engine fuelled with biofuel; UD -> CB: change from uncoated engine fuelled with diesel to coated engine fuelled with biofuel. n/a n/a n/a n/a n/a n/a [29] Diesel 850 n/a 900 n/a 950 n/a 1100 n/a 1050 n/a 1000 n/a [29] TSOB 900 825 950 875 1000 925 1200 1150 1150 1100 1100 1050 [29] TSOB n/a n/a n/a n/a n/a n/a 1150 1100 1100 1050 1050 1000 [29] Diesel n/a n/a n/a n/a n/a n/a 1050 n/a 1000 n/a 950 n/a [29] Diesel 1100 n/a 1150 n/a 1200 n/a n/a n/a n/a n/a n/a n/a [29] TSOB 1200 1100 1250 1150 1300 1250 n/a n/a n/a n/a n/a n/a [28] Diesel n/a n/a n/a n/a n/a n/a [28] 29. n/a n/a n/a n/a n/a n/a [28] MOB 900 850 850 800 800 750 n/a n/a n/a n/a n/a n/a [28] MO 900 850 900 850 850 800 n/a n/a n/a n/a n/a n/a [28] MOB 950 800 900 850 850 800 n/a n/a n/a n/a n/a n/a [58] Diesel 850 n/a 900 n/a 950 n/a 1100 n/a 1050 n/a 1000 n/a [58] JO 750 n/a 800 n/a 850 n/a 1150 n/a 1100 n/a 1050 n/a [58] Diesel n/a n/a n/a n/a n/a n/a 1050 n/a 1000 n/a 950 n/a [58] Diesel 1100 n/a 1150 n/a 1200 n/a n/a n/a n/a n/a n/a n/a [58] JO n/a n/a n/a n/a n/a n/a 1100 n/a 1050 n/a 1000 n/a [58] JO 900 n/a 950 n/a 1000 n/a n/a n/a n/a n/a n/a n/a [58] Diesel 850 n/a 810 n/a 770 n/a 1300 n/a 1280 n/a 1260 n/a [58] RBO 900 850 850 800 800 750 1250 1200 1200 1150 1150 1100 [58] Diesel 900 n/a 860 n/a 820 n/a n/a n/a n/a n/a n/a n/a [ [36] CSOB n/a n/a n/a n/a n/a n/a 30 25 n/a n/a n/a n/a n/a n/a [29] Diesel TSOB n/a n/a n/a n/a n/a n/a 35 30 30 25 20 [29] Diesel n/a n/a n/a n/a n/a n/a 50 n/a 45 n/a n/a [29] Diesel 30 n/a 30 n/a 35 n/a n/a n/a n/a n/a n/a n/a [29] TSOB 45 40 40 35 35 30 n/a n/a n/a n/a n/a n/a [28] Diesel 85 n/a 80 n/a 75 n/a 95 n/a 90 n/a…”

Section: Conclusion and Future Randd Areasmentioning

confidence: 99%

“…n/a 1060 n/a 1020 n/a n/a n/a n/a n/a n/a n/a [58] RBO 1100 1050 1050 1000 1000 950 n/a n/a n/a n/a n/a n/a [58] Diesel 1190 n/a 1150 n/a 1110 n/a n/a n/a n/a n/a n/a n/a [14] Diesel n/a n/a n/a n/a n/a n/a [14] JOB 1110 1060 1060 1010 1010 n/a n/a n/a n/a n/a n/a n/ Diesel 32 n/a 31 n/a 32 n/a n/a n/a n/a n/a n/a n/a [33] RBO 50 45 45 40 40 35 n/a n/a n/a n/a n/a n/a [33] Diesel 30 n/a 30 n/a 35 n/a n/a n/a n/a n/a n/a n/a [14] Diesel 48 n/a 38 n/a 34 n/a 55 n/a 50 n/a 45 n/a [14] JO…”

Section: Diesel 1105mentioning

confidence: 99%

See 4 more Smart Citations

Biofuels and thermal barrier: A review on compression ignition engine performance, combustion and exhaust gas emission

Masera

Hossain

2019

Journal of the Energy Institute

View full text Add to dashboard Cite

The performance of an internal combustion engine is affected when renewable biofuels are used instead of fossil fuels in an unmodified engine. Various engine modifications were experimented by the researchers to optimise the biofuels operated engine performance. Thermal barrier coating is one of the techniques used to improve the biofuels operated engine performance and combustion characteristics by reducing the heat loss from the combustion chamber. In this study, engine tests results on performance, combustion and exhaust emission characteristics of the biofuels operated thermal barrier coated engines were collated and reviewed. The results found in the literature were reviewed in three scenarios: (i) uncoated versus coated engine for fossil diesel fuel application, (ii) uncoated versus coated engine for biofuels (and blends) application, and (iii) fossil diesel use on uncoated engine versus biofuel (and blends) use on coated engine. Effects of injection timing, injection pressure and fuel properties on thermal barrier coatings were also discussed. The material type, thickness and properties of the coating materials used by the research community were presented. The effectiveness and durability of the coating layer depends on two key properties: low thermal conductivity and high thermal expansion coefficient. The current study showed that thermal barrier coatings could potentially offset the performance drop due to use of biofuels in the compression ignition engines. Improvements of up to 4.6% in torque, 7.8% in power output, 13.4% in brake specific fuel consumption, 15.4% in brake specific energy consumption and 10.7% in brake thermal efficiency were reported when biofuels or biofuel blends were used in the thermal barrier coated engines as compared to the uncoated engines. In coated engines, peak cylinder pressure and exhaust gas temperature were increased by up to 16.3 bar and 14% respectively as compared to uncoated condition. However, changes in the heat release rates were reported to be between-27% and +13.8% as compared to uncoated standard engine. Reductions of CO, CO2, HC and smoke emissions were reported by up to 3.8%, 11.1%, 90.9% and 63% respectively as compared to uncoated engines. Significant decreases in the PM emissions were also reported due to use of thermal barrier coatings in the combustion chamber. In contrast, at high speed and at high load operation, increase in the CO and CO2 emissions were also reported in coated engines. Coated engines gave higher NOx emissions by about 4-62.9% as compared to uncoated engines. Combined effects of thermal barrier coatings and optimisation of fuel properties and injection parameters produced further performance and emissions advantages compared to only thermal barrier coated engines. Overall, current review study showed that application of thermal barrier coatings in compression ignition engines could be beneficial when biofuels or biofuel blends are used instead of standard fossil diesel. However, more research is needed combining coatings, types of bio...

show abstract

Section: Peak In-cylinder Pressurementioning

confidence: 80%

Section: Brake Specific Energy Consumptionmentioning

confidence: 99%