Energy 178 (2019) 676e684

Contents lists available at ScienceDirect

Energy
journal homepage: www.elsevier.com/locate/energy

Effect of compression ratio on combustion, performance, and emission

characteristics of compression ignition engine fueled with palm (B20)
biodiesel blend
Pali Rosha a, Saroj Kumar Mohapatra b, Sunil Kumar Mahla c, HaengMuk Cho d,
Bhupendra Singh Chauhan e, Amit Dhir a, *
a
School of Energy and Environment, Thapar Institute of Engineering and Technology Patiala, India
b
Department of Mechanical Engineering, Thapar Institute of Engineering and Technology Patiala, India
c
Department of Mechanical Engineering, I.K. Gujral Punjab Technical University, Kapurthala, India
d
Department of Mechanical Engineering, Kongju National University, South Korea
e
Department of Mechanical Engineering, Lovely Professional University, Punjab, India

a r t i c l e i n f o a b s t r a c t

Article history: Limited fossil fuel reserves led to focus on alternatives fuels for combustion engines. Several studies
Received 4 October 2018 reported optimal (20%) biodiesel blend for utility in compression ignition engine at constant compres-
Received in revised form sion ratio. Literature lacks on the study of palm-based biodiesel in blended form at varying engine
15 March 2019
compression ratios. In this study, an initiative was undertaken to study the effect of variable compression
Accepted 25 April 2019
ratio (16:1, 17:1 and 18:1) on various engine characteristics by fuelling 20% palm biodiesel blending
Available online 1 May 2019
compression ignition engine. The ignition delay period decreased, whereas the peak cylinder pressure
and brake thermal efficiency increased with increase in the engine compression ratio from 16:1 to 18:1.
Keywords:
Biodiesel
At 3.5 bar bmep, brake thermal efficiency values were observed to be 28.9, 30.8 and 33.8% at 16:1, 17:1
Blend and 18:1 CRs, respectively in B20 fuel. Moreover, increasing compression ratio from 16:1 to 18:1, the
Compression ignition average reduction in emissions of hydrocarbon, carbon monoxide and smoke opacity were observed to
Combustion be 47.8, 41.0 and 35.7%, respectively whereas, oxides of nitrogen emissions increased by 41.1%. Thus, it is
Diesel inferred that B20 fuel performed well at high engine compression ratio.
© 2019 Elsevier Ltd. All rights reserved.

1. Introduction stringent emission norms day by day. Widespread applications of

non-renewable fuels and the environmental issues related to their
Worldwide usages of compression ignition (CI) engine for use encouraged the researcher to focus on renewable alternative
different applications resulting fossil fuel depletion and environ- fuels. Moreover, new research endeavors are continuously explored
mental degradation. This result in increased worldwide conven- for the production and utilization (in CI engine) of various alter-
tional fuel usage and diminishing underground carbon resources native fuels [3e5]. These investigations inferred that alternative
on account of indiscriminate extraction of non-renewable energy fuels promise a harmonious correlation with energy conservation,
sources. Apart from that, the widespread use of fossil fuels is also sustainable development, environmental preservation, and
associated with environmental concerns such as global warming efficiency.
and climate change. The harmful emissions emit from diesel en- Biodiesel as an alternative renewable fuel picking up popularity
gines comprise hydrocarbon (HC), carbon monoxide (CO), partic- as it is a clean oxygenated fuel derived via transesterification of
ulate matter (PM) and oxide of nitrogen (NOx) [1,2]. Though, every vegetable oil/animal fat [6]. Biodiesel has been considered as a fuel
nation is trying to tackle environment-related issues by enforcing that adds to energy sustainability, and can be used in CI engines
either in pure form or by blending with conventional diesel [7]. It is
more eco-friendly and non-toxic fuel when compared to ordinary
diesel; moreover, its high lubricant properties improve engine
* Corresponding author.
performance as well [8]. Muralidharan et al. [9] utilized biodiesel
E-mail addresses: [email protected] (P. Rosha), [email protected]
(A. Dhir).
blends in CI engine and expressed that brake thermal efficiency

https://doi.org/10.1016/j.energy.2019.04.185
0360-5442/© 2019 Elsevier Ltd. All rights reserved.
 P. Rosha et al. / Energy 178 (2019) 676e684 677

(BTE) is directly proportional, but the brake specific fuel con- 2. Material and methodology
sumption (BSFC) were inversely proportional to engine load.
Further, the bounded oxygen (O2) in biodiesel provides better fuel 2.1. Material
burning and also reduces exhaust gas contaminations. Several
studies revealed that biodiesel-diesel blends reduce PM, smoke The liquid fuels used in this study were: palm oil and diesel;
opacity, HC and CO emissions, but NOx formation increases due to palm oil was used for biodiesel production, and both were procured
enhancing in-cylinder combustion temperature [10,11]. Similarly, locally. Methanol (Merck, 99.5%) and potassium hydroxide (KOH) of
Schumacher et al. [12] found optimal biodiesel blend (B20) in analytical grade were supplied by Lobachemie Pvt. Ltd. India. The
emission aspect and stated that retardation in fuel injection re- fatty acid composition of palm oil is shown in Table 1, evaluated by
duces NOx formation to some extent; however, PM, HC, CO pol- using gas chromatograph.
lutants remained constant. This reduction in harmful emissions is
often accompanied by a tradeoff in power, torque, and SFC. Ram-
adhas et al. tested B20 in urban bus fleets and identified higher fuel 2.2. Biodiesel production
consumption (2e5%) when compared to neat diesel [13].
CI engine design parameters viz., compression ratio (CR), in- The palm-based biodiesel was produced in the batch type
jection timing, and injection pressure (IP) cause countable effects reactor of capacity 1 L. The equipments connected to the reactor
towards the combustion of any hydrocarbon fuel. In this context, were: mechanical stirrer, condenser, PID controller and the round
innovative research has just been done to examine the impacts of heating coil, as seen in Fig. 1. The free fatty acid (FFA) content of
fuel IP and engine CR by performing Jatropha biodiesel [14]. It was palm oil was assessed, and it was found less than unity. Conse-
reported that the IP (250 bar) and CR (18:1) enhance BSFC and BTE quently, the single step alkaline transesterification process was
by 10.0 and 8.9%, respectively. The extensive research has been chosen for biodiesel production. The reaction parameters adopted
done on biodiesel utilization in CI engine over the recent few de- for the transesterification process were: reaction temperature
cades, while, mostly done at fixed CR [15,16]. But, few scattered (60
C), stirring speed (250 rpm), methanol to oil molar ratio (10:1),
studies explored the utilization of biodiesel by varying engine CR. In potassium hydroxide (KOH) concentration (1.4 wt %) and reaction
this perspective, Sharma et al. [17] reported that ignition delay (ID) time (60 min), as per reported literature [23]. Palm oil was kept
period decreases and peak cylinder pressure (PCP) increase with
biodiesel at higher CR (18.5:1). It was stated that the ID period
Table 1
reduces by 13.9% with the rise in CR from 14:1 to 18:1 [18]. Palm oil fatty acid composition.
Moreover, the improvement in biodiesel combustion properties
Fatty acid name Structure wt. %
was also stated with rising in CRs. Reheman et al. [19] observed that
BSFC and EGT increased, while BTE decreased with increasing Oleic 18:1 36.9
proportion of biodiesel content in blends, especially at higher CR of Myristic 14:0 1.23
Stearic 18:0 4.22
20:1 with better engine performance at higher CR in case of B20 Palmitic 16:0 48
blend. Kumar et al. [20] compared neat diesel with B40 biodiesel at Palmitoleic 16:1 0.05
18.5:1 of CR and found improvement in engine performance pa- Linoleic 18:2 9.1
rameters, as well as reduction in harmful emissions of CO & HC. Arachidic 20:0 0.3
Linolenic 18:3 0.25
However, NOx emissions increased with engine speed in case of
blended fuel. Babu et al. [21] also ascertained similar findings with
regard to emissions in palm biodiesel (B40) blend when compared
to neat diesel at CR (19:1). Deepanraj et al. findings demonstrated
the increase in specific fuel consumption (SFC) and NOx emissions
with increasing palm biodiesel percentage in diesel, however, the
reduction in HC and CO emissions was observed [22].
Literature survey reveals that biodiesel-diesel blend proportion
and engine CR both play a dominant role in improving the engine
performance and emissions. Although, an extensive research on the
performance of biodiesel blends in CI engine at fixed CR, but few
scattered studies exist on variable compression ratio (VCR) engine
with biodiesel as a blended fuel. Moreover, the effect of CR on
various engine characteristics (combustion, performance, and
emission) using palm biodiesel (B20) optimal blend has not been
explored. Hence, it becomes imperative to run the engine at higher
CRso as to reduce fuel consumption and harmful tailpipe emissions.
However, the use of non-edible oils such as palm oil would be more
sustainable for biodiesel production and its suitability to existing
diesel engines as fuel considering long term viable solution for
energy need. Keeping this vista in mind, neat diesel and B20 palm
biodiesel were chosen as fuels to study the effect of CR on various
engine characteristics. The motivation behind this study is to
explore B20 blend of palm biodiesel in stationary diesel engine
genset for power generation in the remote and rural areas. This
research work lies because no such investigation has done earlier
and there is a big gap in the findings of optimum CR to use biodiesel
significantly.
Fig. 1. Reactor for biodiesel production.
678 P. Rosha et al. / Energy 178 (2019) 676e684

initially into an air-tight oven (100
C) for 24 h in order to remove Table 3

moisture content. Subsequently, 500 ml sample of moisture free oil Technical specifications of CI engine test rig.

was taken and poured into the round bottom flask of biodiesel Parameter Description
reactor. A homogeneous solution of CH3OH and KOH were prepared Type Single cylinder, DI, VCR engine
separately into another vessel. After initiating the reaction, when Make and model Kirloskar TV 1
the oil temperature reaches to 60
C, the solution of CH3OH and No of cylinder 1
KOH was poured into the reactor flask and the reaction mixture was Rated speed (rpm) 1500
Rated power (kW) 3.5
stirred by continuously heating up to 60 min. Thereafter, the ob-
Stroke length, (mm) 110
tained product was allowed to settle in the separating funnel until Bore (mm) 87.5
two distinct liquid layers formed, palm oil methyl ester (POME) and Swept volume (cc) 661
denser glycerol were seen subsequently. The POME was separated, Method of cooling Water cooled
Compression ratio 12:1e18:1
and washed several times with distilled water until the pH value
Injection pressure (kg/cm2) 200
reached between 6.5 and 7. The excess CH3OH and H2O present in Injection timing (bTDC) 23

POME were removed by means of rotary evaporator. Finally, the Air box Mild steel fabricated with U-tube
dried POME was taken into a bottle, and the different properties manometer and orifice meter
were determined as per ASTM standards are shown in Table 2.

2.3. Experimental setup and methodology cylinder block arrangement attached to the engine test rig the
engine CR was changed in ranges between 16:1 and 18:1. Calibrated
The CI engine test rig used in this experimental study was: digital thermocouples (K type) were used to monitor temperatures
Kirloskar TV1 make, single cylinder, direct injection (DI), 4-stroke, of engine oil, exhaust, and intake air. Fuel consumption was
constant speed with rated power (3.5 kW), water cooled, variable measured by using calibrated burette (volumetrically) and stop-
compression ratio (VCR), as shown in Fig. 2. The geometry speci- watch. AVL 437c was used for measuring smoke opacity, while, AVL
fications of CI engine test rig are given in Table 3. The equipments 444 digas analyzer used for tailpipe emissions. The technical details
coupled to the engine test rig were: eddy current dynamometer, of AVL 444 digas analyzer are shown in Table 4.
electrical tachometer, load sensor and switches. The engine was Experiments were carried out by varying brake mean effective
loaded accordingly at variable rates using eddy current dyna- pressure (bmep) from 0 to 3.5 bar in steps of 0.7 bar. All tests were
mometer with the help of electromagnetic force. With the help of carried out at 1500 rpm engine speed over CRs of 16:1, 17:1 and
18:1. The water flow rate of the engine and calorimeter were set at
Table 2 250 and 150 LPH, respectively. Before experimentation, the engine
Diesel and biodiesel fuel properties as per ASTM standards.

Fuel properties Diesel B100 B20 ASTM standard

Density (kg/m3) 850 885.8 861 e Table 4

Cetane number 48 58 53 >47 Specifications of AVL 444 digas exhaust gas analyzer.
Kinematic viscosity (cSt) 2.049 4.60 2.88 1.9e6
Parameter Measuring range Resolution Accuracy
Flash Point (ºC) 68 180 79 >130
Fire Point (ºC) 83 194 90 >53 CO 0-10 vol % 0.01 vol % ±0.1 vol %
Calorific Value (kJ/kg) 42000 39000 41420 >33000 CO2 0-20 vol % 0.1 vol % ±0.3 vol %
Cloud Point (ºC) 1 10 3 3 to 12 HC 0-20,000 ppm 1ppm ±10 ppm
Pour Point (ºC) 8 6 5 15 to 10 O2 0-22 vol % 0.01 vol % ±0.2 vol %
FFA % e 0.12 e <2.5 NOx 0e5000 ppm 1ppm ±20 ppm

Fig. 2. Schematic layout of the CI engine test rig.

 P. Rosha et al. / Energy 178 (2019) 676e684 679

was regulated as per the catalogue values. In order to attain steady bmep because, for attaining high power output at higher bmep
state condition, engine was started initially with pure diesel and (engine load) the compressed air pressure and temperature led to
warmed up (30 min) continuously till the oil and cooling water increase, which further decreases the ID period [24]. At no-load
temperatures reach to nearly constant value. The cylinder pressure conditions (i.e. 0 bar bmep), the ID periods were observed to be
was recorded on an average of 100 consecutive cycles, with a 18.0 and 15.6
CA for diesel and B20, respectively, at CR (17:1). This
sampling rate (1
CA). Combustion characteristics incorporate ID, reduction in ID period was due to higher cetane number (53) of B20
PCP, net heat release rate (NHRR) and cumulative heat release fuel when compared to diesel (48) [25]. With increased bmep
(CHR). For engine performance, brake power (BP), brake thermal (0e3.5 bar), the ID period decreased and corresponding values
efficiency (BTE), brake specific fuel consumption (BSFC) and were 14.0
CA (with diesel) and 11.0
CA (with B20) on CR of 17:1.
exhaust gas temperature (EGT) was studied. The unburnt hydro- Results demonstrated that the ID period continuously decreases
carbon (HC), oxides of nitrogen (NOx), carbon monoxide (CO) and with increasing CRs from 16:1 to 18:1 for B20 fuel. For example, the
smoke opacity were assessed in emissions aspect. Test fuels ID decreased from 12.9
CA with CR (16:1) to 11.0 and 10.0
CA with
included; neat diesel and 20% biodiesel blend with diesel (B20), and 17:1 and 18:1 CRs, respectively at 3.5 bar bmep. At higher CR
both were tested without any modification in the engine. Pre- (17:1), the in-cylinder temperature becomes higher which would
liminary test runs were carried out at engine CR of 17:1 and 17:5 reduce the viscosity of fuel and providing better fuel atomization
with pure diesel and insignificant difference in performance pa- [26]. The average drop of 8.2% was observed in ID values for B20
rameters was observed. Therefore, 17:1 CR was chosen for pure with increasing CR (16:1 to 18:1). Whereas, at higher bmep
diesel in order to generate baseline data for comparison with B20 at (2.8 bar), the ID period values were almost identical due to the
different compression ratios (16:1 to 18:1). consistency of combustion and cylinder wall temperature, as also
reported in the literature [27]. The PCP was found increases with
increasing bmep and CR, as seen in Fig. 3 (b). This increased PCP at
2.4. Uncertainty analysis higher bmep was due to more fuel injection, whereas, decreased
distance between piston top and cylinder head (i.e. clearance vol-
The uncertainty analysis was performed for calculating errors ume) increased PCP at higher CRs. However, the PCP was found
associated with measurement of different parameters (Table 5). To lower for neat diesel operation when compared to B20. This
ensure the repeatability of results each set of experiment was happened due to the reduction in ID period with B20 fuel, which
replicated thrice. The overall uncertainty is calculated as follows:

sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
ðFuel flow rateÞ2 þ ðFlow propertiesÞ2 þ ðCOÞ2 þ ðCO2 Þ2 þ ðNOx Þ2 þ ðHCÞ2
Overall uncertainty ¼
þðSmoke opacityÞ2 þ ðEngine loadÞ2 þ ðTemperature indicatorÞ2
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
¼ ð1:0Þ2 þ ð1:0Þ2 þ ð0:1Þ2 þ ð0:2Þ2 þ ð0:5Þ2 þ ð0:2Þ2 þ ð1:0Þ2 þ ð0:2Þ2 þ ð0:15Þ2
¼ ± 1:84

led to advanced combustion process. At higher CR, the fuel-air

mixture density becomes larger which leads to provide better
charge (B20-air) mixture. The PCP decreases at lower CR, because of
3. Result and discussions
weak swirl and poor fuel-air mixture leading to reduce the com-
bustion rate [28].
3.1. Combustion analysis
Fig. 4 (a) illustrates the variation of CP with degree crank angles
(
CA) for diesel (17:1 CR) and B20 fuels (16:1 to 18:1 CR) at 3.5 bar
The combustion analysis study comprises ignition delay (ID),
bmep. It was ascertained from results that the B20 fuel provides
peak cylinder pressure (PCP), cylinder pressure (CP), net heat
higher CP when compared to diesel. The density of B20 fuel
release rate (NHRR) and cumulative heat release (CHR). Fig. 3 (a) &
(861 kg/m3) becomes higher than diesel (840 kg/m3), thereby more
(b) portray the variation of ID and PCP with bmep for diesel and B20
quantity of fuel burning in the initial stage of combustion and
fuels at different CRs. The results revealed that in comparison to
providing higher CP. With increasing CR (16:1 to 18:1), the increase
diesel the ID period of B20 fuel was lower, whereas, higher values of
of in-cylinder pressure and temperature led to increase CP and the
PCP were also obtained in B20 with increasing CR (16:1 to 18:1).
combustion process improves subjected to better fuel atomization
The downward trends of ID period were observed with increasing
[29]. The lower value of CP was seen at 16:1 CR, which was due to
slower premixed combustion phase of B20. The NHRR for both
Table 5 tested (Diesel and B20) fuels is shown in Fig. 4 (b). It can be inter-
Uncertainty percentage of different parameters. preted that in B20 fuel combustion process started earlier than with
Equipment name Units Uncertainty %age diesel; more confirmation is obtained with NHRR plots, seen that
for B20 fuel the peaks start moving towards left over all CRs.This
Fuel flow rate mL ±1.0
Fuel properties e ±1.0
tendency of early start of combustion may be due to shorter ID and
CO vol. % ±0.1 advanced injection of B20 fuel. The magnitude of NHRR peaks was
CO2 vol. % ±0.2 higher in diesel when compared to B20, because of prolonged ID
NOx ppm ±0.5 period in diesel led to providing fuel-air premixing for long dura-
HC ppm ±0.2
tion. Moreover, the negative values of NHRR for diesel and B20 fuels
Smoke opacity vol. % ±1.0
Engine load e ±0.2 were due to vaporization of fuel which was accumulated in ID
Temperature indicator

C ±0.15 period. After initiating of combustion, the NHRR becomes positive,
680 P. Rosha et al. / Energy 178 (2019) 676e684

due to higher viscosity and lower heating value of B20 fuel than
diesel (Table 2). Moreover, the higher values of BP were seen in B20
fuel corresponding to the increased in engine CRs. At 3.5 bar bmep,
the BP increased from 2.4 kW with CR (16:1) to 2.7 and 2.9 kW with
CR (17:1) and CR (18:1) respectively. At higher CR, the reduced
viscosity and density of B20 led to improving combustion process
[31].

3.2.2. Brake thermal efficiency (BTE)

BTE is an important parameter used to predict the effectiveness
of fuel energy conversion to useful work. Fig. 5(b) exhibits the
variations in BTE with bmep for diesel and B20 fuels at different
CRs. At CR (17:1), the obtained BTEs for neat diesel were: 12.0, 20.0,
27.0, 30.1 and 32.0% corresponding to 0.7, 1.4, 2.1, 2.8 and 3.5 bar
bmep, respectively. With increased bmep (0e3.5 bar), the BTE im-
proves consequently because increased loads lead to produce more
brake power [32]. As compared to diesel at 17:1 CR, the lower
values of BTE were observed in B20 fuel at all bmep ranges. This
reduction in BTE values was due to poor combustion characteristics
owing to higher density/viscosity, as well as poor volatility of B20
fuel when compared to diesel. For example, at 0.7 bar bmep and
17:1 CR, the BTE of diesel was 12%, thereafter; it reduced to 11.2%
with B20. Moreover, B20 fuel offers high value of BTE at higher CRs,
due to enhance in-cylinder temperature and pressure. At 3.5 bar
bmep, the BTE in B20 fuel increased from 28.9% with CR (16:1) to
30.8 and 33.8% with CR (17:1) and CR (18:1), respectively.

3.2.3. Brake specific fuel consumption (BSFC)

Fig. 5 (c) reveals the BSFC decreased sharply with increase in
bmep from 0.7 to 3.5barfor diesel and B20 fuels. It occurs because
the increment in BP percentage becomes higher than fuel which
leads to reducing BSFC at higher bmep [33]. At CR (17:1), the
Fig. 3. Effect of bmep on at different CRs (a) Ignition delay; (b) Peak cylinder pressure. observed BSFC values for neat diesel were: 0.73, 0.43, 0.32, 0.29 and
0.27 kg/kWh corresponding to 0.7, 1.4, 2.1, 2.8 and 3.5 bar bmep,
respectively. Whereas, the increment in BSFC values in B20 fuel was
and then it rises rapidly. At all crank angles, the decreased in NHRR also observed when compared to diesel because of lower heating
values was observed with CR increased from 16:1 to 18:1. At CR value of B20 fuel. For example, at 0.7 bar bmep and 17:1 CR, the
(17:1), the maximum values of NHRRwere: 41.7 J/
CA at 5
ATDC BSFC of diesel was 0.73 kg/kWh, thereafter; it reached 0.76 kg/kWh
(with diesel) and 35.3 J/
CA at 3
ATDC (withB20). This NHRR value with B20. Also, B20 fuel offers high density (861 kg/m3) value when
decreased to 29.1 J/
CA at 1
ATDC with increasing CR (16:1 to 18:1) compared to diesel (850 kg/m3), resulting poor B20-air mixing and
for B20, whereas, 40.1 J/
CA at 4
ATDC (16:1). At high CR (18:1), the led to increased BSFC. With increasing CR (16:1 to 18:1) in B20, it
higher in-cylinder pressure and temperature provided better spray was observed that the BSFC values reduce continuously due to
formation as well as reduction in fuel viscosity, which become the improved combustion characteristics at higher CRs when
reason of low values of NNHR [30]. Fig. 4 (c) shows the effect of CR compared to lower CR [34].
on CHR with degree crank angles (
CA) for diesel and B20 fuels. It
can be observed that B20 fuel provided higher CHR when compared
to neat diesel. This enhanced CHR in B20 was due to the enrichment 3.2.4. Exhaust gas temperature (EGT)
of oxygen molecules present in the fuel, which led to improved fuel The variation in EGT with bmep at different CRs is presented in
combustion. The CHR curve becomes negative after initiated fuel Fig. 5 (d). Generally, the EGT follows a linear relationship with
combustion, and NHRR values become positive; due to the vapor- bmep because more fuel being burnt at higher bmep to meet the
isation of accumulated fuel during ID period. power requirements. In pure diesel, at no load condition (i.e. 0 bar
bmep), the EGT was assessed as 123
C with CR (16:1), and then it
increased to 266
C at 3.5 bar bmep. At 17:1 CR, the higher values of
3.2. Performance analysis EGT in case of B20 fuel when compared to diesel were also
observed. B20 comprise poor volatility constituents that burn in the
3.2.1. Brake power (BP) post combustion phase, resulting higher EGT when compared to
Fig. 5 (a) illustrates the variations in engine BP with bmep for diesel. The maximum EGTs observed for diesel and B20 were 266
diesel and B20 fuels. The BP increases with increase in bmep from and 271
C, respectively at 17:1 CR. This result indicated that the
0 to 3.5 bar for both tested fuels. With increased bmep (0.7e3.5 bar) combustion of B20 fuel starts earlier than diesel; these results are
at CR (17:1), the BP increased from 0.5 to 0.4 kW to 2.8 and 2.7 kW, consistent with NHRR plots. Further, at higher CR, the reduction in
in diesel and B20, respectively. It was due to a large amount of fuel EGT was observed; for example, 271 and 261
C with 17:1 and 18:1
being burnt at higher bmep to meet the power requirements. CR, respectively, whereas, with 16:1 CR it observed 277
C. More-
Nevertheless, the BP of B20 was found to be lower when compared over, the higher value of EGT with B20 fuel suggests that the engine
to diesel at all engine loads. The reason for this reduction in BP was becomes thermally overload at lower CRs [35].
 P. Rosha et al. / Energy 178 (2019) 676e684 681

Fig. 4. Effect of CRs at 3.5 bmep (a) Cylinder pressure; (b) Net heat release rate; (c) Cumulative heat release.

3.3. Emission analysis 3.3.2. NOx emissions

NOx emissions for diesel and B20 fuels with bmep at different
3.3.1. HC emissions CRs are shown in Fig. 6 (b). The formation of NOx emissions in CI
Fig. 6 (a) depicts the variation of HC emissions with bmep for engines largely depends upon the adiabatic flame temperature,
diesel and B20 fuels. The results demonstrated that the HC emis- which is closely related to the peak cylinder temperature [36]. It
sions increase with increasing bmep from 0 to 3.5 bar. At CR 17:1 was observed that the NOx emissions increase with increasing
and no-load conditions, for diesel the assessed HC emission was bmepin both tested fuels. This was because of the large amount of
23 ppm, while, it increased to 42 ppm at 3.5 bar bmep. The fuel burned at higher bmep, led to increased peak cylinder tem-
increased HC emissions at higher bmep were due to oxygen defi- perature and hence NOx increased. Minimum and maximum values
ciency; moreover, leaner combustion offers lower HC emissions. of NOx emissions corresponding to 0 and 3.5 bar bmepwere 49 and
Subsequently, the HC emissions decreased with B20 fuel at all 285 ppm for diesel and, 70 and 356 ppm for B20 fuel, respectively,
bmep with respect to diesel at CR (17:1). It was happened due to the at 17:1 CR. Further, the NOx formation was found to be higher in
enhanced oxygen content in B20 fuel which led to providing case of B20 fuel when compared to diesel. This increased NOx
smother and complete fuel combustion. For example, at 0.7 bar emission was due to the improved combustion characteristics with
bmep and 17:1 CR, the HC emission of diesel was 25 ppm, there- B20, which led to offered high combustion temperature inside the
after; it reduced to 21 ppm with B20. While, with increasing CR engine cylinder [37]. At 3.5 bar bmep, the NOx emissions in B20 fuel
(16:1 to 18:1), the HC emissions reduced because higher CRs of- increased from 300 ppm with CR (16:1) to 356 and 370 ppm with
fering high in-cylinder temperature and pressure which improves CR (17:1) and CR (18:1), respectively.
fuel combustion. At 3.5 bar bmep, the HC emissions in B20 fuel
reduced from 48 ppm with CR (16:1) to 33 and 26 ppm with CR 3.3.3. CO emissions
(17:1) and CR (18:1), respectively. Fig. 6 (c) shows the variation of CO emissions with bmepfor
diesel and B20 fuels. CO emissions occur because of incomplete fuel
682 P. Rosha et al. / Energy 178 (2019) 676e684

Fig. 5. Effect of bmep on at different CRs (a) Brake power; (b) Brake thermal efficiency; (c) Brake specific fuel consumption; (d) Exhaust gas temperature.

combustion in CI engines. The CO emissions initially decrease up to (d). From results, it was observed that smoke level increased with
1.4 bmep and then suddenly increase at higher bmep. At bmep the increase in bmep for both tested fuels. This happened due to the
(1.4 bar), the reduction in CO emissions was due to combustion of burning of rich fuel-air mixture at higher bmep. As in-cylinder fuel
leaner fuel-air mixture. At bmep (2.1 bar), the excess fuel-air ratio injection increased, more fuel which remains unburnt goes into the
led to produce more smoke, and prevented oxidation of CO to CO2, exhaust [39]. At 17:1 CR, the assessed smoke opacities with diesel
as a result, CO emissions increase. The CO emissions observed to be were: 6.9, 9.7, 12.5, 17.2, 21.4 and 30.2%, and with B20: 5.8, 8.4, 11.5,
lower in B20 fuel than neat diesel at all bmep, indicating better fuel 15.7, 19.3 and 28.2% at bmep of 0, 0.7, 1.4, 2.1, 2.8 and 3.5 bar,
combustion [38]. At 3.5barbmep and 17:1 CR, the observed CO respectively. The smoke opacities decreased with B20 fuel at all
emissions were: 0.14 and 0.13% for diesel and B20 fuels, respec- bmep with respect to diesel at CR (17:1). This effect may be due to
tively. With increasing CR (16:1 to 18:1), the lower values of CO more oxygen content in B20 fuel, which led to oxidize the soot in CI
emissions were assessed in B20 fuel operations. For example, at engine and reduces smoke level consequently. At 3.5 bar bmep, the
3.5 bar bmep, the CO emissions in B20 fuel reduced from 0.15% with smoke opacities in B20 fuel decreased from 33.5% with CR (16:1) to
CR (16:1) to 0.13 and 0.12% with CR (17:1) and CR (18:1), respec- 28.2 and 26.5% with CR (17:1) and CR (18:1), respectively. The
tively. This reduction in CO emission was due to in-cylinder tem- reduction in smoke opacity at higher CR was due to enhanced
perature corresponding to higher CR, which further offers favorable combustion which led to reduce soot formation [40].
environment for charge oxidation. An adequate amount of heat
generated at higher CRs which resulted reduces ID, providing more
opportunity to fuel burn in the diffusion mode.
4. Conclusions

3.3.4. Smoke opacity The combustion, performance and emissions characteristics of a

Smoke opacity is highly dependent on the fuel oxygen content single cylinder DI diesel engine fuelled with palm biodiesel (B20)
and air entered during intake stroke of the engine. Smoke opacity blend for different compression ratio were investigated, and the
from CI engine fueled with neat diesel and B20 is shown in Fig. 6 study draws the following conclusions:
 P. Rosha et al. / Energy 178 (2019) 676e684 683

Fig. 6. Effect of bmep on at different CRs (a) HC emissions; (b) NOx emissions; (c) CO emissions; (d) Smoke opacity.

➢ B20 fuel has a high cetane number (53) when compared to continuously due to improved combustion characteristics at
diesel (48) which led to declined ID period at 17:1 CR. Higher CR higher CRs when compared to lower CR.
(17:1) provides better fuel atomization which further reduced ➢ The HC, CO and smoke emissions reduced notably with B20 fuel
ID period in B20 fuel. when compared to neat diesel. This was due to enhanced oxy-
➢ Combustion started earlier with increased engine CR (16:1 to gen content in B20 fuel which further led to providing smother
18:1) in B20 fuel, which was due to enhanced in-cylinder tem- and complete fuel combustion.
perature and pressure corresponding to higher CRs. At higher CR ➢ NOx formation was found to be higher in case of B20 fuel in
(18:1), the in-cylinder pressure and temperature became higher comparison to diesel due to higher combustion temperature. It
leading to earlier start of combustion; moreover, it also lowers further increased with increasing CR (16:1 to 18:1) which may
the NHRR. With increasing CRs, the peak NHRR decreased, and be attributed to the enhancement in adiabatic flame tempera-
the maximum values were: 40.1, 35.3 and 29.1 J/
CA for CRs 16:1, ture with increasing CR.
17:1 and 18:1, respectively, while, 41.7 J/
CA for diesel (17:1 CR).
➢ PCP was found to be higher in case of B20 fuel when compared Acknowledgement
to neat diesel operation at CR (17:1). The PCP increased further
with increasing CR (16:1 to 18:1) owing to the improved BTE at This research work was supported by the Ministry of New &
higher CRs. At 3.5 bar bmep, the PCP increased by 9.8%, whereas, Renewable energy (MNRE), Govt. of India through the R&D spon-
14.9% in BTE, by increasing CR from 16:1 to 18:1. sored Project (103/223/2014-NT). The financial assistance provided
➢ The increment in BSFC values with B20 fuel was observed in is greatly acknowledged.
comparison to diesel because of lower the heating value of B20
fuel. Also, B20 fuel offers high density (861 kg/m3) value when References
compared to diesel (850 kg/m3), resulting in poor B20-air mix-
ing that leads to increased BSFC. With increasing CR (16:1 to [1] Chauhan BS, Kumar N, Jun YD, Lee KB. Performance and emission study of
preheated Jatropha oil on medium capacity diesel engine. Energy 2010;35(6):
18:1) in B20, it was observed that the BSFC values reduced
2484e92.
684 P. Rosha et al. / Energy 178 (2019) 676e684

[2] Rosha P, Dhir A, Mohapatra SK. Influence of gaseous fuel induction on the [27] Datta A, Mandal BK. A comprehensive review of biodiesel as an alternative
various engine characteristics of a dual fuel compression ignition engine: a fuel for compression ignition engine. Renew Sustain Energy Rev 2016;57.
review. Renew Sustain Energy Rev 2018;82:3333e49. 799-21.
[3] Jindal M, Rosha P, Mahla SK, Dhir A. Experimental investigation of perfor- [28] Hosamani BR, Katti VV. Experimental analysis of combustion characteristics of
mance and emissions characteristics of waste cooking oil biodiesel and n- CI DI VCR engine using mixture of two biodiesel blend with diesel. Eng Sci
butanol blends in a compression ignition engine. RSC Adv 2015;5:33863e8. Tech Inter J 2018;21(4):769e77.
[4] Rosha P, Mohapatra SK, Mahla SK, Dhir A. Biogas reforming for hydrogen [29] Selvan VAM, Anand RB, Udayakumar K. Combustion characteristics of Die-
enrichment by ceria decorated over nickel catalyst supported on titania and sohol using biodiesel as an additive in a direct injection ignition engine under
alumina. Int J Hydrogen Energy 2018;43:21246e55. various compression ratio. Energy Fuel 2009;23:5413e22.
[5] Rosha P, Mohapatra SK, Mahla SK, Dhir A. Hydrogen enrichment of biogas via [30] Szabados G, Bereczky A, Ajtai T, Bozoki Z. Evaluation analysis of particulate
dry and autothermal-dry reforming with pure (Ni) nanoparticle. Energy relevant emission of a diesel engine running on fossil diesel and different
2019;172:733e9. biofuels. Energy 2018;161:1139e53.
[6] Marwaha A, Rosha P, Mohapatra SK, Mahla SK, Dhir A. Waste materials as [31] Rajak U, Nashine P, Verma TN. Assessment of diesel engine performance using
potential catalysts for biodiesel production: current state and future scope. spirulina microalgae biodiesel. Energy 2019;166:1025e36.
Fuel Process Technol 2018;181:175e86. [32] Muralidharn K, Vasudevan D, Sheeba KN. Performance, emission and com-
[7] Mahla SK, Dhir A, Gill KJS, Cho HM, Lim HC, Chauhan BS. Influence of EGR on bustion characteristics of a variable compression ratio engine. Energy
the simultaneous reduction of NOx-smoke emissions trade-off under CNG- 2011;36:5385e93.
biodiesel dual fuel engine. Energy 2018;152:303e12. [33] Labecki L, Cairns A, Xia J, Megaritis A, Zhao HL, Ganippa LC. Combustion and
[8] Chauhan BS, Singh RK, Cho HM, Lim HC. Practice of diesel fuel blends using emission of rapeseed oil blends in diesel engine. Appl Energy 2012;3:139e46.
alternative fuels: a review. Renew Sustain Energy Rev 2016;59(6):1358e68. [34] Sivaramakrishnan K, Ravikumar P. Optimization of operational parameters on
[9] Muralidharn K, Vasudevan D. Performance, emission and combustion char- performance and emissions of a diesel engine using biodiesel. Int J Environ Sci
acteristics of a variable compression ratio engine using esters of waste Technol 2014;11(4):949e58.
cooking oil and diesel blends. Appl Energy 2011;88:3959e68. [35] Roskilly AP, Nanda SK, Wang YD, Chirkowski J. The performance and the
[10] Xue J, Grift TE, Hansen AC. Effect of biodiesel on engine performances and gaseous emissions of two small marine craft diesel engines fuelled with
emissions. Renew Sustain Energy Rev 2011;15. 1098-16. biodiesel. Appl Therm Eng 2008;28:872e80.
[11] Pramanik K. Properties and use of jatrophacurcas oil and diesel fuel blends in [36] Anand K, Sharma RP, Mehla PS. Experimental investigation on combustion,
compression ignition engine. Renew Energy 2003;28:239e48. performance and emission characteristics of neat karanji biodiesel and its
[12] Schumacher LG, Borgelt SC, Fosseen D, Goetz W, Hires WG. Heavy-duty diesel methanol blend in a diesel engine. Biomass Bioenergy 2011;35:533e41.
engine exhaust emission tests using methyl ester soybean oil/diesel fuel [37] Nagarajan S, Ilangkumaran M, Gaikwad A. Comparative analysis of perfor-
blends. Bioresour Technol 1996;57:31e6. mance, emission and combustion parameters of diesel engine fueled with
[13] Ramadhas AS, Muraleedharan C, Jayaraj S. Performance and emission evalu- ethyl ester of fish oil and its diesel blends. Fuel 2014;132:116e24.
ation of a diesel engine fueled with methyl esters of rubber seed oil. Renew [38] Labeckas G, Slavinskas S. Study of exhaust emissions of direct injection diesel
Sustain Energy Rev 2005;30(12):1789e800. engine operating on ethanol, petrol and rapeseed oil blends. Energy Convers
[14] Jindal S, Nandwana BP, Rathore NS, Manistha V. Experimental Investigation of Manag 2009;50:802e12.
the effect of compression ratio and injection pressure in a direct injection [39] Qi D, Bae C, Feng Y, Jia C. Preparation, characterization, engine combustion
diesel engine running on Jatropha methyl ester. Appl Therm Eng 2010;30(5): and emission characteristics of rapeseed oil based hybrid fuels. Renew Energy
442e8. 2013;60:98e106.
[15] Sukumar P, Saravanan N, Nagarajan G, Vedaraman N. Effect of biodiesel un- [40] Can O. Combustion characteristics, performance and exhaust emissions of a
saturated fatty acid on combustion characteristics of a DI compression igni- diesel engine fueled with a waste cooking oil biodiesel mixture. Energy
tion engine. Biomass Bioenergy 2010;34:1079e88. Convers Manag 2014;87:676e86.
[16] Devan PK, Mahalakshmi NV. Study of the performance, emission and com-
bustion characteristics of a diesel engine using poon oil-based fuels. Fuel
Process Technol 2009;90:513e9.
Nomenclature
[17] Sharma A, Murugan S. Potential for using a tyre pyrolysis oil-biodiesel blend
in a diesel engine at different compression ratios. Energy Convers Manag CI: Compression ignition
2015;93:289e97. PID: Proportional integral derivative
[18] ELKassaby M, Nemitallah MA. Studying the effect of compression ratio on an CV: Calorific value of fuel
engine fueled with waste oil produced biodiesel diesel fuel. Alexandria Eng J LPH: Liter per hour
2013;52:1e11. Rpm: Revolution per minute
[19] Raheman H, Ghadge SV. Performance of diesel engine with biodiesel at DI: Direct injection
varying compression ratio and ignition timing. Fuel 2008;87:2659e66. bTDC: Before top dead centre
[20] Kumar SS, Sivakumar G, Manoharan S. Investigation of palm methyl ester VCR: Variable compression ratio
biodiesel with additive on performance and emission characteristics of a IP: Injection pressure
diesel engine under 8 mode testing cycle. Alexandria Eng J 2015;54(3):423e8. ID: Ignition delay
[21] Babu AR, Rao GAP, Prasad TH. Experimental investigations on a variable PCP: Peak cylinder pressure
compression ratio (VCR) CIDI engine with a blend of methyl esters palm SOI: Start of injection
stearin-diesel for performance and emissions. Int J Ambient Energy 2016;38: NHRR: Net heat release rate
420e7. CHR: Cumulative heat release
[22] Deepanraj B, Dhanesh C, Senthil R, Kannan M, Santhoshkumar A, Lawrence P. CP: Cylinder pressure
Use of palm oil biodiesel blends as a fuel for compression ignition engine. Am J CO: Carbon monoxide
Appl Sci 2011;8(11):1154e8. HC: Hydrocarbon
[23] Alkabbashi AN, Alam MZ, Mirghani MES, Al-Fusaiel AMA. Biodiesel production O2: Oxygen
from crude palm oil by transesterification process. J Appl Sci 2009;9(17): BSFC: Brake specific fuel consumption
3166e70. NOx: Oxide of nitrogen
[24] Gumus M. Comprehensive experimental investigation of combustion and heat CO2: Carbon dioxide
release characteristics of a biodiesel (hazelnut kernel oil methyl ester) fueled BTE: Brake thermal efficiency
direct injection compression ignition engine. Fuel 2010;89(10):2802e14. ppm: Parts per million
[25] Qi DH, Geng LM, Chen H, Bian YZH, Liu J, Ren XCH. Combustion and perfor- HSU: Hartridge smoke unit
mance evaluation of a diesel engine fueled with biodiesel produced from BP: Brake power
soybean crude oil. Renew Energy 2009;34:2706e13. kW: Kilowatt
[26] Ozsezen AN, Canakci M, Sayin C. Effects of biodiesel from used frying palm oil B20: 20% biodiesel blended with 80% diesel
on the performance, injection and combustion characteristics of an indirect POME: Palm oil methyl ester
injection diesel engine. Energy Fuel 2008;22:1297e305.