Kai Mal 2015

Journal of the Energy Institute xxx (2015) 1e7
Contents lists available at ScienceDirect
Journal of the Energy Institute

journal homepage: http://www.journals.elsevier.com/journal-of-the-energy-
institute
A detailed investigation of the combustion characteristics of a DI

diesel engine fuelled with plastic oil and rice bran methyl ester
Viswanath K. Kaimal*, P. Vijayabalan
a
Department of Mechanical Sciences, Hindustan University, Chennai 603103, India
a r t i c l e i n f o a b s t r a c t
Article history: This study analyses the effect of using two different fuels, synthesised by two different methods, in a
Received 1 August 2015 constant speed diesel engine. In this paper the combustion and performance characteristics of direct
Received in revised form injection diesel engine were examined. The engine was run on, plastic oil, which is obtained from the
17 November 2015
pyrolysis of waste plastic materials and rice bran methyl ester obtained using the methanolysis of rice
Accepted 24 November 2015
bran oil. The results indicate that the engine can be operated smoothly with 100% Plastic oil (PO) and Rice
Available online xxx
bran methyl ester (RME). The brake thermal efciency at rated power was lower for both fuels. The
combustion characteristics of all fuels followed a similar trend. The combustion was delayed for both PO
Keywords:
Alternate fuels and RME and the maximum heat release was shifted further away from the baseline diesel readings.
Diesel engine Ignition delay and combustion duration and for PO and RME were higher when compared to diesel.
Plastic oil 2015 Energy Institute. Published by Elsevier Ltd. All rights reserved.
Combustion
Brake specic energy consumption
1. Introduction
Nowadays, diesel engines are the most favoured internal combustion engines in both industrial and transportation sector because of
their long-lasting nature and superior thermal efciency. But for the last decade, there has been an exponential increase in the demand for
energy resulting in extensive exploitation of fossil fuel reserves which are now depleting at a high rate [1,2]. Apart from this, diesel engines
are the single largest source of particulate matter and NOX in atmosphere. This sudden drop in fuel reserves and environmental concerns has
necessitated the need for an alternative energy resource and more efcient CI engines [3e5].
Biofuels have been identied as the best alternative for CI engines because they are renewable and biodegradable. Among the biofuels,
vegetable oils stand out as the most preferred substitute for diesel [6,7]. Previous studies have pointed out that the diesel engine can be run
using straight vegetable oil, but causes difculty in the long run because of their high viscosity, residue formation and high emissions [8].
The low volatility of fuel reduces combustion efciency considerably. In view of this, a lot of researches were carried out to for enhancing the
performance of the engines using vegetable oils as fuels [9,10]. Among all the ways for reducing viscosity of vegetable oils, transesterication
or methanolysis is considered as the best technique. Methyl esters of vegetable oil show superior performance with low emissions than
vegetable oils [11].
Biodiesel obtained by transesterication has very low viscosity compared to its vegetable oil. Also the properties like ash point, caloric
value, cetane number etc. are better than straight vegetable oils [12e14]. Recent works also indicate that the use of biodiesel in diesel engine
reduces the emission of PM, HC and CO signicantly, but there is also a reduction in thermal efciency and power of the engine [15e17].
Some studies report that the maximum pressure and the rate of pressure rise in the bio fuelled engine is higher than that for diesel [18,19].
Previous work on rice bran oil point out that the engine showed better performance and reduced emissions [20]. Several investigations were
carried out on bio fuelled engines, but only a few in depth analysis of combustion characteristics are reported.
The consumption of plastic in both household and industrial sectors is enormous and the demand is ever increasing. It has successfully
replaced the position of metals and ceramics because of their desired qualities and prolonged life. The plastic consumption of the world has
skyrocketed from 5 million tonnes in 1950s to a staggering 100 million tonnes today [21]. Conversely, this high rate of consumption also
* Corresponding author. Tel.: 91 720 030 3772.

E-mail addresses: viswanathk89@gmail.com (V.K. Kaimal), pvijayabalan.mech@gmail.com (P. Vijayabalan).
http://dx.doi.org/10.1016/j.joei.2015.11.005
1743-9671/ 2015 Energy Institute. Published by Elsevier Ltd. All rights reserved.
Please cite this article in press as: V.K. Kaimal, P. Vijayabalan, A detailed investigation of the combustion characteristics of a DI diesel engine
fuelled with plastic oil and rice bran methyl ester, Journal of the Energy Institute (2015), http://dx.doi.org/10.1016/j.joei.2015.11.005
2 V.K. Kaimal, P. Vijayabalan / Journal of the Energy Institute xxx (2015) 1e7
increased the amount of plastic waste considerably. According to a survey carried out in India in 2012 indicates approximately 5.6 million
tonnes of plastic waste is generated every year. Out of this 60% is recycled that means 6500 tonnes of plastic waste is going as landlls per
day. Since the plastic is non-biodegradable it cannot be disposed underwater or as landlls, the most commonly used techniques for plastic
waste disposal is incineration and recycling [22]. Pyrolysis of plastic waste is one of the methods favoured by researchers to recycle plastic
waste which is used as an energy recovery technique. The major product of pyrolysis is liquid oil with low viscosity, which can be directly
used as a fuel in diesel engines [23]. There are a lot of published works in producing plastic oil using pyrolysis process and their use in heavy
duty marine engines, but its utilisation in small high speed compression ignition engines is only a handful [24].
This present work investigates the suitability of neat plastic oil and RME as an alternative to diesel in high speed direct injection diesel
engine. The properties of transesteried rice bran oil and neat plastic oil are given in Table 1.
2. Materials and methods
2.1. Plastic oil synthesis by pyrolysis
In this research work, the waste plastic materials were gathered from the city landlls and cut into pieces of approximately the same size
(0.5e1 cm2). The impurities in the plastic chips were then removed by washing and the moisture content is completely dried with the help
of an oven. A custom made pyrolysis reactor of 40 cm diameter and 60 cm height was used for carrying out the reaction. A 10% by weight of
coal and 1% by weight of Silica catalyst were fed into the reaction chamber along with the plastic chips. The reaction temperature inside the
chamber was maintained in the range of 350 Ce400 C with the help of a temperature controller and the reaction was allowed to carry out
for 4 h at atmospheric pressure. Pyrolysis process yielded plastic oil (80% by weight of input), solid coke residue (15% by weight) and gaseous
fractions (5% by weight) which is a mixture of propylene, iso butane, ethane and small amounts of methane.
2.2. Transestercation of rice bran oil
Transesterication technique was used for converting the fatty acids of raw rice bran oil into the equivalent esters. In this present work,
initially methanol and potassium hydroxide (KOH) catalyst were mixed thoroughly to form potassium methoxide. The reactions were
carried out by taking rice bran oil and methanol in 1:6 ratio with 2% (by wt) of KOH catalyst. The rice bran oil was then mixed with the
methoxide solution and poured into a round bottom ask. This mixture is then heated and stirred using an electric heater and magnetic
stirrer. The entire reaction was carried out at a constant temperature of 60 C for about 2 h. The contents after the reaction were transferred
into a separating ask and allowed to settle under gravity for about 8 h. Two layers were then separated, glycerol at the top and rice bran
methyl ester at the bottom. The rice bran methyl ester was then washed with water to remove any traces of methanol or potassium
hydroxide.
2.3. Experimental setup
A DI diesel engine generating 3.7 kW at a rated speed of 1500 RPM was used for conducting the investigation. Table 2 gives the spec-
ications of the engine and the graphic representation of the test setup is depicted in Fig. 1. The engine was electrically loaded with a
rheostat. The investigation was carried out on the engine using three different fuels. No adjustments or modications were done on the
engine setup throughout the experiment. A pressure transducer was mounted on the cylinder head to obtain the pressure crank angle data.
The crank angle and TDC data were acquired using a high precision encoder. The signals from both the encoder and the pressure transducer
were given to a charge amplier. The amplied signals were collected with the help of a high precision data acquisition system. The average
of 100 cycles of pressure crank angle data was recorded to avoid variability and error. All tests were conducted at rated speed of 1500 RPM

and an injection pressure of 180 bar with an injection timing of 23 before TDC.
2.4. Analysis of combustion
The combustion characteristic of an engine is mostly evaluated with the help of the heat release curve. In this present work the com-
bustion characteristics was done by using the cylinder pressure and crank angle data obtained using a high precision data acquisition
system. Once the pressure-crank angle data was obtained, the instantaneous heat release rate was calculated using the rst law of ther-
modynamics. The relation used for calculating heat release is given by the equation (1).
dQ =dq g=g 1pdV=dq 1=g 1Vdp=dq (1)
Table 1
Fuel properties.
Properties Test standard Diesel Rice bran methyl ester Plastic oil
Density at 15 C (g/cc) ASTM D 1298 0.84 0.88 0.83
Kinematic viscosity (cSt) at 40 C ASTM D 445 04e 2.15 4.3 2.64
Caloric value (kJ/kg) ASTM D 240 02 43500 42200 44200
Cetane number ASTM D 613 05 54 46 50
Flash point ( C) ASTM D 93 45 163 40
Fire point ( C) e 48 184 44
Cloud point ( C) ASTM D 2500 3 5 2
Stoichiometric ratio e 14.6 13.4 15.7
V.K. Kaimal, P. Vijayabalan / Journal of the Energy Institute xxx (2015) 1e7 3
Table 2
Specications of the engine.
Type Single cylinder, 4 stroke, water cooled, DI diesel engine

Bore (mm) 87.5
Stroke (mm) 110
Rated power at 1500 RPM (kW) 3.7
Compression ratio 16.5:1
Start of injection 23 before TDC
Injection pressure (bar) 180
Fig. 1. Test setup.
where dQ =dq is the rate of heat release J/ CA, p is the cylinder pressure in Pa, g is the specic heat ratio, V is combustion chamber volume in
m3, q is crank angle in degrees.
And the cumulative heat release is estimated by equation (2)
Z Z
dQ g=g 1pdV 1=g 1Vdp (2)
The remaining parameters, such as ignition delay, combustion duration etc., for studying the nature of combustion was determined
directly from the rate of heat release curve and pressure crank angle diagram.
2.5. Estimation of uncertainty
Ambiguities and uncertainties are to be estimated while conducting an experimental analysis. These inaccuracies may arise due to
environmental factors, errors in calibration of instruments, human errors while observation and reading. The uncertainty values of
measured parameters were estimated from the range and accuracy of instruments and are shown in Table 3. In order to get more accurate
uncertainty limits for computed parameters the principle of root sum square method was used and it is given by the equation (3).
v
u n
uX 2
Rt Xi (3)
i1
where R is the total percentage of uncertainty and Xi is the individual uncertainty of computed parameters. Using equation (3) the total
percentage uncertainty of computed parameters were calculated and given below
Table 3
Calculated uncertainty values of instruments.
Sl No. Measuring instrument Percentage uncertainty

1 Fuel measuring burette 1%
2 Manometer 0.033%
3 Loading indicator 0.05%
4 Pressure transducer 0.1%
5 TDC encoder 0.25%
6 RPM indicator 0.05%
Fig. 2. BSEC Vs brake power.
q
R X 21 X 22 X 23 X 24 X 25
q
R 12 42 12 12 22
R 1:48%
X1 is % uncertainty in total fuel consumption, X2 is % uncertainty in brake power, X3 is % uncertainty in brake thermal efciency, X4 is %
uncertainty in pressure measurement, X5 is % uncertainty in heat release rate.
3. Results and discussion
3.1. Brake specic energy consumption
The brake specic energy consumption is a better variable for comparing the effect of using two dissimilar fuels in the same engine. The
inuence of density and caloric value of the fuel during combustion can be identied using BSEC. Fig. 2 illustrates the change of BSEC with
power for all fuels. The BSEC of diesel at full load is 11.4 MJ/kWh whereas it is 13.1 MJ/kWh for RME and 12.4 MJ/kWh for neat plastic oil. The
BSEC decreases consistently with increase in loading. This trend is followed by all the three fuels at all loading conditions. At rated power,
plastic oil shows minimum BSEC when compared to RME and diesel, this is because of the higher heating value of plastic oil. The engine,
while running on RME, consumes more fuel to generate the same power output due to its lower caloric value and higher viscosity thus
increasing the BSEC than diesel and plastic oil.
3.2. Brake thermal efciency
Fig. 3 shows the deviation of brake thermal efciency of the engine while using diesel, neat plastic oil and RME. At full load condition the
maximum brake thermal efciency noted is 31.4% for diesel, whereas for plastic oil and RME it is 27.5% and 26.4% respectively. This is
because of the high viscosity and poor atomization of neat plastic oil and RME resulting in poor combustion rate. At higher loads, the
Fig. 3. Brake thermal efciency Vs brake power.
Fig. 4. Peak pressure Vs brake power.
temperature inside the cylinder will be high which increases the rate of vaporisation of fuel resulting in higher efciency. The reason for
lower brake thermal efciency for PO and RME is their higher heat release during combustion causing higher heat losses [25].
3.3. Peak cylinder pressure
The peak pressure deviation for diesel RME and PO at all loading conditions is shown in Fig. 4. From gure it can be noticed that the
maximum pressure obtained for PO and RME is more compared to diesel at all loads. The peak pressure for all fuels rise as the load is
increased. The maximum cylinder pressure for diesel at rated power is 67 bar, whereas for RME it is 68 bar and 71 bar for PO. The higher peak
pressure for plastic oil and RME is because of their higher viscosity and higher ignition delay causing more fuel to take part in uncontrolled
combustion phase. Also the higher oxygen content in the RME increases the rate of combustion which increases the peak pressure. The
higher heating value of plastic oil also contributes to raise the peak pressure.
3.4. Heat release rate
Fig. 5 depicts the deviation in the instantaneous heat release curve for diesel, RME and PO. As shown in gure the combustion of RME and
PO starts late compared to diesel. The high viscosity of the oils increases the time required to prepare the air fuel mixture delaying the start
of combustion. The peak heat release for diesel is 85 J/ CA, in case of neat plastic oil it is 147 J/ CA and for RME it is 132 J/ CA. The high
viscosity of the RME and plastic oil results in higher ignition delay which is the main reason for higher heat release. The higher ignition delay
results in the accumulation of large quantity of airefuel mixture throughout the rapid combustion period producing higher heat release.
Another reason for the higher peak pressure of RME is the high oxygen content which increases the rate of combustion during rapid
combustion phase. Also the higher caloric value of plastic oil generates more heat during the diffusion combustion period.
3.5. Cumulative heat release
Fig. 6 illustrates the cumulative heat release for all fuels at rated power. The peak cumulative heat release is 990 J, 820 J and 1132 J for
diesel, RME and PO respectively. Even though combustion starts late for neat plastic oil it rapidly exceeds the cumulative heat release for
diesel. The main reason for this is the availability of more fuel air mixture during the premixed combustion period and the higher heating
value of the plastic oil. The lower cetane number, lower heating value and low volatility of RME results in lower cumulative heat release
when compared to that of diesel and plastic oil.
Fig. 5. Heat release rate Vs crank angle.
Fig. 6. Cumulative heat release Vs crank angle.
Fig. 7. Ignition delay Vs brake power.
3.6. Ignition delay
The deviation in delay period for all fuels at different loading conditions is depicted in Fig. 7. Delay period of any fuel, is the time period
required for preparing the fuel air mixture for combustion. It is the time between the point of injection of fuel and the start of combustion. At
rated power, the ignition delay is 12 CA for RME which is higher than all other fuels owing to its higher viscosity and low volatility. For neat
plastic oil and diesel the ignition delay at full load is 11 CA and 7 CA respectively. The plastic oil consists of higher hydrocarbons chains
(C15eC30) and more energy is required to break the bonds and this increases the delay period for plastic oil [26]. Also the high self-ignition
temperature of aromatic compounds in the plastic oil results in longer delay period [27]. From Fig. 7 it can be noted that a similar trend is
followed by all fuels when the engine is loaded from no load to full load. At higher loads, the temperature inside the cylinder will be high
which increases the rate of vaporisation of fuel resulting in lower ignition delay.
Fig. 8. Combustion duration Vs brake power.
3.7. Combustion duration
Fig. 8 indicates the deviations in combustion duration for all fuels at varying load. The combustion duration of all fuels increase
consistently with increase in load. The combustion duration of diesel varies from 30 CA at no load to 36 CA at full load. For neat plastic oil
the variation is from 37 CA to 46 CA from no load to full load, whereas for RME it changes from 39 CA to 47 CA. More quantity of fuel is
injected at higher loads to attain the surplus power required by the engine, resulting in an increase in combustion duration. Another reason
for the higher combustion duration of plastic oil and RME compared to diesel is the availability of more air fuel mixture during the controlled
combustion period.
4. Conclusions
An experimental investigation was carried out on a constant speed direct injection diesel engine fuelled with RME and neat plastic oil
under steady state conditions. The following conclusions are drawn based on the performance and combustion test results.
The diesel engine can be operated using 100% plastic oil and Rice bran methyl ester. But the thermal efciency of the engine is low when
run with PO and RME compared to that of diesel. By advancing the injection timing of the engine or by adding combustion improving
additives to the fuels this problem can be eliminated.
The BSEC of waste plastic oil is less when compared to diesel and RME. This is because of its higher heating value resulting in lesser fuel
consumption than RME.
The in cylinder pressure and peak pressure of engine while using plastic oil and RME are higher than diesel. The main reason for this is
the higher viscosity of RME and plastic oil increasing the ignition delay causing more peak pressure.
The peak heat release rate is high for both PO and RME when compared to diesel and it is due to the higher oxygen content of RME and
higher heating value of plastic oil. The higher heat release for neat plastic oil and RME during the rapid combustion phase is due to the
presence of more air fuel mixture.
Ignition delay for diesel is less when compared to RME and plastic oil. The lower cetane number and higher viscosity of the oils affects
the proper mixing of air and fuel increasing the delay period. Because of the high viscosity of neat plastic oil and RME, more air fuel
mixture is available during the diffusion combustion phase, increasing the combustion duration when compared to diesel.
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Journal of the Energy Institute xxx (2015) 1e7

Contents lists available at ScienceDirect

Journal of the Energy Institute

A detailed investigation of the combustion characteristics of a DI

* Corresponding author. Tel.: 91 720 030 3772.

2. Materials and methods

2.1. Plastic oil synthesis by pyrolysis

2.2. Transestercation of rice bran oil

2.3. Experimental setup

2.4. Analysis of combustion

dQ =dq g=g 1pdV=dq 1=g 1Vdp=dq (1)

Type Single cylinder, 4 stroke, water cooled, DI diesel engine

Fig. 1. Test setup.

2.5. Estimation of uncertainty

Sl No. Measuring instrument Percentage uncertainty

Fig. 2. BSEC Vs brake power.

3. Results and discussion

3.1. Brake specic energy consumption

3.2. Brake thermal efciency

Fig. 3. Brake thermal efciency Vs brake power.

Fig. 4. Peak pressure Vs brake power.

3.3. Peak cylinder pressure

3.4. Heat release rate

3.5. Cumulative heat release

Fig. 5. Heat release rate Vs crank angle.

Fig. 6. Cumulative heat release Vs crank angle.

Fig. 7. Ignition delay Vs brake power.

3.6. Ignition delay

Fig. 8. Combustion duration Vs brake power.

3.7. Combustion duration

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