Experimental study on engine parameters variation in CRDI engine fuelled with palm biodiesel

Kumar, A. Naresh; Kishore, P.S.; Raju, K.; Nanthagopal, K.; Ashok, B.

doi:10.1016/j.fuel.2020.118076

Cited by 15 publications

(14 citation statements)

References 35 publications

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“…Similar results were reported by Vijay Kumar et al for DEE combustion [39]. In addition, Kumar et al reported that the addition of palm oil methyl ester into diesel fuel led to an increase in BSFC [40].…”

Section: Brake Specific Fuel Consumptionsupporting

confidence: 86%

Comprehensive Assessment from Optimum Biodiesel Yield to Combustion Characteristics of Light Duty Diesel Engine Fueled with Palm Kernel Oil Biodiesel and Fuel Additives

et al. 2021

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Biodiesel is considered as a key prospective renewable energy source in India. Hence, a study was carried out for the improvement of palm kernel oil biodiesel production using a transesterification process at different molar ratios. This study comprehensively examined all aspects of biodiesel from optimum production to the effect of additives on its combustion behavior. The optimum yield condition was validated with the MINITAB-17 software and analyzed using the Taguchi method. Two different additives, 5% diethyl ether (DEE) and 2000 ppm Butylated hydroxyltoluene (BHT), were also experimented. Engine experiments were conducted at constant speed (1500 rpm) and five different engine loads (0, 25, 50, 75 and 100%) on a single-cylinder direct injection diesel engine. Heat release rate, brake specific fuel consumption, brake thermal efficiency, engine emissions, such as CO, HC, NOx, and smoke opacity were analyzed. The maximum palm kernel oil (PKO) biodiesel yields, obtained at 55 °C, for the KOH and NaOH catalysts were 86.69% and 75.21% at the molar ratio of 6:1. B20BHT combustion showed 4.6% higher brake thermal efficiency (BTE). NOx emission was reduced by 19.4%, compared to the diesel fuel values. DEE resulted in higher CO and HC emissions compared to diesel fuel values by 39.2% and 7.6%, respectively, whereas smoke emission was improved by 11.5%.

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Section: Brake Specific Fuel Consumptionsupporting

confidence: 86%

Comprehensive Assessment from Optimum Biodiesel Yield to Combustion Characteristics of Light Duty Diesel Engine Fueled with Palm Kernel Oil Biodiesel and Fuel Additives

et al. 2021

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“…The addition of EGR raises the specific heat capacity, lowering the BTE. Naresh et al 32 noticed a similar trend. It is seen that the BTE of B20 with 30% pilot fueling at 15% exhaust gas intake rate was 10.23% lower than 0% EGR.…”

Section: Resultsmentioning

confidence: 69%

“…At optimum loads, BSFC values for a B20 blend at 30% pilot fueling quantity for recirculation of exhaust gas of 0%, 5%, 10%, and 15% were 0.24, 0.25, 0.26, and 0.28 kg/kWh, respectively. Re‐use of exhaust gas, which has a lower oxygen concentration and lower heating value of the biodiesel blend, causes a dilution effect and results in improper combustion 32 . A maximal BSFC of 0.28 kg/kWh and a minimal BSFC of 0.24 kg/kWh were achieved for B20P30@15% EGR and B20P30@0% EGR, respectively.…”

Section: Resultsmentioning

confidence: 99%

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The combined effect of split fueling strategy and EGR on the combustion, performance, and emission characteristics of a CRDI biofuel engine

Fernandes,

Rajashekhar,

Dinesha

2024

Heat Trans

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The current research investigates the impact of a split fueling strategy combined with several flow rates of exhaust gas recirculation (EGR) on the combustion and emission characteristics of a diesel engine running on B20 waste cooking oil (WCO) biodiesel. A four‐stroke single‐cylinder common rail direct injection engine was employed for experiments. It operates with a B20 blend of WCO biodiesel at 600 bar pressure for varying pilot fueling conditions of 10%, 20%, and 30%. The B20 blend with 30% pilot fuel injection (B20P30) showed excellent performance and emission characteristics compared with B20 blend with 10% pilot fuel injection (B20P10) and B20 with 20% pilot fuel injection (B20P20). However, B20P30 had greater levels of nitrogen oxide (NOx) emissions than those by diesel. EGR discharge levels in 5% increments, ranging from 0% to 15% were introduced to address this issue. The experimental findings revealed that both cylinder peak pressure and heat release rate showed a reduction when the EGR flow rate was enhanced. The recirculation of exhaust gas into the combustion chamber led to a slight increase in the emission levels of hydrocarbon (HC), carbon monoxide (CO), and smoke, as well as a decrease in carbon dioxide (CO2). Nevertheless, the introduction of EGR significantly decreased NOx emissions by 22.94%, 35.05%, and 47.96% for EGR flow rates of 5%, 10%, and 15%, respectively, when compared with the engine operating without EGR. Overall, the two‐stage fueling strategy, B20P30 blended with 10% EGR corroborated to be beneficial in reducing NOx emissions with minimal performance penalties. Although there was a slight uptick in certain emissions, the overall trade‐off between emission reduction and performance was favorable. The culmination of this study is targeting the objectives of sustainable development goal 7 (clean energy) and goal 13 (climate action) to be achieved by 2030.

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“…Some researchers have adopted the multiple injection method of diesel–biodiesel mixtures to achieve low NO X and PM levels. For example, Naresh Kumar et al 70 used an 80% diesel–20% palm oil methyl ester blend with a multiple fuel injection engine running. The injection was divided into 10%, 20%, and 30%, with two injection angles of 33° bTDC and 23° bTDC.…”

Section: Introductionmentioning

confidence: 99%

Ultralow Sulfur Diesel and Rapeseed Methyl Ester Fuel Impact on Performance, Emitted Regulated, Unregulated, and Nanoparticle Pollutants

et al. 2022

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The operation of engines using rapeseed methyl ester (RME) and ultralow sulfur diesel (ULSD) was tested for the combustion properties, emitted regulated, unregulated exhaust pollutants, and the size of nanoparticles. The combustion analysis showed higher apparent heat release rate and shorter ignition delay period during RME combustion than during ULSD combustion. The ULSD engine has a combustion chamber maximum pressure relatively higher than that of RME. This study showed that the heat release rate of ULSD is always higher than that of RME while more fuel consumption occurred from the combustion of biodiesel in comparison with diesel. When the engine is running on RME, HC and NOx formation increased at high loads up to 15% and 13%, respectively; meanwhile, CO concentrations reduced by 30.9% for the same conditions. Most of the particulate matter (PM) emitted from a diesel engine has a particle size from 5 to 100 nm, while the particle size from ULSD ranged from 5 to 40 nm. Overloading the engine caused a decrease in the sizes of emitted PM for both fuels. The smoke number for RME was less than that for ULSD by 33.9% at high loads. For high engine load, the cumulative concentration number for the nucleation mode decreased, while it increased for the accumulation mode. Furthermore, measurements of formaldehyde, ethane, methane, acetylene, ethylene, propylene, and isocyanic acid emissions showed the presence of these harmful substances at very low concentrations (8 ppm) for both fuels.

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Experimental study on engine parameters variation in CRDI engine fuelled with palm biodiesel

Cited by 15 publications

References 35 publications

Comprehensive Assessment from Optimum Biodiesel Yield to Combustion Characteristics of Light Duty Diesel Engine Fueled with Palm Kernel Oil Biodiesel and Fuel Additives

Comprehensive Assessment from Optimum Biodiesel Yield to Combustion Characteristics of Light Duty Diesel Engine Fueled with Palm Kernel Oil Biodiesel and Fuel Additives

The combined effect of split fueling strategy and EGR on the combustion, performance, and emission characteristics of a CRDI biofuel engine

Ultralow Sulfur Diesel and Rapeseed Methyl Ester Fuel Impact on Performance, Emitted Regulated, Unregulated, and Nanoparticle Pollutants

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