Invention Journal of Research Technology in Engineering & Management (IJRTEM)

ISSN: 2455-3689
www.ijrtem.com Volume 1 Issue 3 ǁ May. 2016 ǁ PP 01-07

Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel

Engine Using Diesel Additives With Button Stud Bowl Piston
Dr.K.Balasubramanian, S.Varadharajan, B.Manikandan
MSEC, Chennai, Tamilnadu.
MSEC, Chennai, Tamilnadu.
Student, MSEC, Tamilnadu

Abstract
This research is based on modifying the piston bowl. Button stud type bowl which increases the compression ratio which is one of the
vital parameters controlling the complete combustion. Brake Thermal Efficiency, SFC HC,CO,Smoke level are improved
significantly.
Key words: SFC B TH Eff, HC,CO,Smoke

1. Introduction
Shallow hemi spherical bowl is modified into a button stud type bowl in the piston by which the compression ratio is
significantly increased. Pre mixing and atomization is controlled during the initial stages of combustion. Aspect ratio is the ratio of
bowl diameter to bowl depth. This gives better spray penetration pressure which is critical for swirl velocity of the air and fuel spray.
Re entrant is given in the bowl as a lip which prevents toroidal upward movement of the air ejecting fuel particles over the edge of the
chamber rim into squish zone so that the majority of the mixing is

Fig. 1 Button stud bowl

completed and burnt inside the piston bowl. At the same time lip tends to create and impose micro turbulence within the chamber.
This will form a small direct injection combustion chamber promoting a moderate rotational swirl and a large compression squish
which combine to form a toroidal swirl within the piston bowl. Injected fuel with this increased rate of turbulence cannot mix with the
air which cause in complete combustion and a corresponding high level of emissions. Figure number 1 shows the button stud bowl
design.
Experimental setup is illustrated in the figure 2. TV1 Kirloskar single cylinder Diesel is chosen to conduct the research work.
Modified piston with button stud bowl is assembled and is tested for both performance and emissions. Test Matrix is listed in the
Table 2. Properties of the fuel with the additives blends is tabulated in the Table 3.

Table 1 Engine specification

Make Kirloskar TV 1
No. of cylinder One
Type of cooling Water cooling
Ignition Compression
Fuel Diesel
Bore 87.5 mm
Stroke 110 mm
Compression ratio 17.5
Speed 1500 rpm
Rated power 5.2kW
SFC 252 g/kW h

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

1. Air flow meter 9. Speed indicator

2. Air vessel 10. Temp. Indicator
3. Engine (exhaust gas)
4. Dynamometer 11. Temp. Indicator
5. Smoke meter (coolant outlet)
6. CO, HC, analyzers 12. Temp. indicator
7. NO analyzer (coolant inlet)
8. Thermocouple 13. Stopwatch 14. Printer
(exhaust) 15. Burette 16. Fuel tank
Fig .2 Experimental setup

Table 2 Test Matrix

BLENDING
FUEL QUANTITY REMARKS
PARAMETERS
DIESEL Sole fuel normal Base readings
2.5 ML
CYCLOHEXYL Performance
DIESEL 5.0ML
AMINE Emissions
7.5 ML
2.5 ML
Performance
DIESEL DEE 5.0ML
Emissions
7.5 ML
2.5 ML
METHYL Performance
DIESEL 5.0ML
ACETATE Emissions
7.5 ML
2.5 ML
AMYL Performance
DIESEL 5.0ML
ALCOHOL Emissions
7.5 ML

Table 3. Properties of Additives

Cyclo
Methyl Amyl
Diesel hexyl DEE
Acetate Alcohol
amine
Chemical formula C6H13N C4H10O C3H6O2 C5H12O
Molecular weight 99.17 74.8 88
Density @15°C 0.8325 0.8328 0.8334 0.8317 0.8327
Gross calorific
41845 44840 42335 41695 46064
value (kJ/kg)
Flash point (°C) 52 54 38 50 43
Fire point (°C) 62 66 50 60
Cetane Index 51 52 50 53 56
Auto ignition
257 293 180 454 350
temp.°C

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

2. Results and Discussions

Brake Thermal Efficiency
Thermal efficiency for DEE is higher than that of Diesel and it is 23.7% at 60% load conditions and at 80% load it is 25.8%
as against Diesel it is 21.14% at 60% load conditions and the same is 22.5% at 80% load conditions. This is significant improvement
for Diesel engines as these are part load operating conditions.
30

25

B.Th.Eff (%)
20

15
Diesel
10 D+DEE
D+Iso Amyl
5 D+Methyl
D+Cyclo
0
0 20 40 60 80 100
Load (%)
Fig.3 Variation of B Th Eff with Load

For Methyl acetate Brake Thermal Efficiency is 23.1% at 60% load conditions and at 80% load conditions it is 23.5% which is also
very significant improvement with that of Diesel at part load conditions. Figure 3 depicts the variation of Brake Thermal Efficiency
with load.

Specific Fuel Consumption

Variation of SFC with Load is illustrated in the figure 4.Lesser SFC at 60% load conditions for DEE, Methyl acetate and
Cyclohexyle amine is 0.36 kg/kWh, 0.37 kg/kWh and 0.39kg/kWh respectively. SFC is 0.41 kg/kWh at 60% load conditions for Iso
amyl alcohol and it is the same for Diesel at 60% load conditions. Calorific value of the Methyl acetate, DEE and Cyclohexyle amine
are more and it is one of the reasons for lower SFC at part load operations. Initial SFC is more at 20% load conditions as the engine
needs to overcome the inertia forces. It reduces as the load increases, which means more Oxidation of the fuel with air available in the
combustion chamber which leads to complete combustion and releases more energy from the fuel the engine consumes at higher
loads.
0.9 Diesel
0.8 D+DEE
D+Iso amyl
0.7
D+Methyl
SFC (g/kWh)

0.6 D+Cyclo
0.5
0.4
0.3
0.2
0.1
0
0 20 40 60 80 100
Load (%)
Fig. 4 Variation of SFC with Load

Peak Pressure
As the compression ratio increases, the cylinder compression pressure and temperature raises and reduces the ignition lag
period. Peak pressure for DEE 73.1 bar at 60% load conditions and at full load conditions it is 76.37 bar. Likewise for Amyl
alcohol,Methyl acetate and cyclo hexyle amine it is 70.17 bar,70,25 bar and 71.02bar respectively at 60% load conditions where as
the same is 74.135 bar at 60% load conditions and 81.08 bar at full load conditions for Diesel. Air fuel ratio varies from rich 20:1 at
no load and 100:1 weak at full load. Figure 5 shows the variation of Peak pressure with load.

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

90
80

Peak Pressure (bar)

70
60 Diesel
50
D+Cyclo
40
D+Methyl
30
D+Amyl
20
10 D+DEE

0
0 20 40 60 80 100
Load (%)
Fig. 5 Variation of Peak Pressure with Load
Exhaust Gas Temperature
Since compression ratio is the same, exhaust gas temperature variation with load also remains uniform irrespective of the
additives that is used with Diesel. This variation is shown in the figure 6. For diesel it is 287° C at 60% load conditions and 422°C at
full load conditions. EGT is 301°C,287°C,307°C and 285°C at 60% load conditions for Cyclohexyl amine, Methyl acetate, Amyl
alcohol and DEE respectively whereas it is almost consistent at full load conditions as 422°C,412°C,413°C,419°C and 415°C for
Diesel, Cyclohexyl amine, Methyl acetate, Amyl alcohol and DEE respectively.
450
400
350
300
EGT (°C)

Diesel
250 D+Cyclo
200 D+Methyl
150 D+Amyl
D+DEE
100
50
0
0 20 40 60 80 100
Load (%)
Fig. 6 Variation of EGT with Load

Residence time for Oxidation of fuel air mixture is the limiting factor in the combustion at full load conditions. Constant
speed operation limits the air induction which remains almost the same except the fuel additives Auto Ignition Temperature and
Calorific value controls the EGT at lower load conditions.

Oxides of Nitrogen
Variation of NOx with load is illustrated in the figure 7.Pre mixed portion of the fuel before the peak cylinder pressure is
attained is one of the reasons for the formation of NOx.Cetane number for the additives is more than Diesel which reduces the ignition
delay and mass burning rate is also increased which causes more NOx formation.
20 Diesel
D+Cyclo
D+DEE
15
Nox (g/kW h)

D+Amyl
D+Methyl
10

0
0 20 40 60 80 100
Load (%)
Fig 7 Variation of NOx with Load

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

At higher loads intake charge dilution, reduces the combustion temperature as the air concentration is constant and the fuel
concentration is more to take up the increasing loads. Methyl acetate, Cyclo hexyl amine, DEE and Amyl alcohol at 60% load
conditions have NOx level as 8.4 g/kWh, 9.34 g/kWh, 8.18 g/kWh, and 8.96 g/kWh whereas for the Diesel it is 12.12 g/kWh at the
same load conditions. Additional quantity of additives with Diesel requires more time for oxidation which is inadequate during the pre
mixing period near the cylinder walls cuases the reduction in NOx level.

Carbon monoxide
Lack of Oxidants and low gas Temperature CO will be left out without oxidation. Combustion of fuel air rich mixture usually
produces high CO emissions. At 60% load conditions CO level for Diesel is 0.388 g/kWh where as it is 0.12 g/kWh for Cyclohexyle
amine, 0.11 g/kWh for DEE, 0.11 g/kWh for Amyl alcohol and 0.11 g/kWh for Methyl acetate respectively. At full load conditions,
CO level is 0.306 g/kWh for diesel which is lower than that of Cyclohexyl amine, DEE, Amyl alcohol and Methyl acetate. Variation
of CO with load is shown in the figure 8.
0.9 Diesel
0.8 D+Cyclo
0.7 D+DEE
CO ( g/kW h)

D+Amyl
0.6 D+Methyl
0.5
0.4
0.3
0.2
0.1
0
0 20 40 60 80 100
L0ad (%)
Fig 8 Variation of CO with Load

Carbon di oxide
Higher cetane number reduces the ignition delay and oxidation of Carbonaceous particles in the fuel during complete
combustion forms CO2. Larger quantity of premixed fuel produces a higher gas temperature upon combustion in the cycle and more
CO2 is formed in the lean fuel range. At 60% load conditions, CO2 level for Diesel, Cyclohexyle amine, DEE, Amyl alcohol and
Methyl acetate is 4.03 g/kWh, 3.75 g/kWh, 2.73 g/kWh, 2.97 g/kWh and 2.86 g/kWh respectively. At full load conditions CO2 level
is 2.81 g/kWh for Diesel, 2.2 g/kWh for Cyclohexyl amine, 2.06 g/kWh for DEE, 2.97 g/kWh for Amyl alcohol and 2.19 g/ kWh
respectively. Figure 9 illustrates the variation of CO2 with load.
12 D+Cyclo
D+DEE
10 D+Amyl
CO2 (g/kW h)

D+Methyl
8 Diesel

6
4
2
0
0 20 40 60 80 100
Load (%)
Fig. 9 Variation of CO2 with Load

Hydro carbon
Fuel distribution variation, gas temperature and injection duration contributes HC emissions. Locally over rich mixture,
delay ignition and bulk quenching are well controlled with the Diesel additives . Significant reduction in HC emission level at part
load conditions. Variation of HC with Load is depicted in the figure 10. HC emissions is lower at full load conditions for Cyclohexyle
amine and it is 0.136 g/kWh whereas the same is 0.18 g/kWh for Diesel at the same load conditions.

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

0.6
Diesel
D+Cyclo
0.5 D+DEE

HC (g /kW h)
D+Amyl
0.4 D+Methyl
0.3
0.2
0.1
0
0 20 40 60 80 100
Load (%)
Fig. 10 Variation of HC with Load
Smoke
Shows the variation of smoke level with Load. Time for injecting the fuel over 23° crank angle movement at 1500 rpm is
2.56 micro seconds. This is half of the total injection timing. Fuel air mixing time is insufficient, results in high level of soot
formation and expel out thick smoke.
120
Diesel
100 D+Cyclo
Smoke (HSU)

D+Amyl
80 D+DEE
D+Methyl
60
40
20
0
0 20 40 60 80 100
Load(%)
Fig. 11 Variation of Smoke level with Load

Heat Release Rate

Ignition delay is reduced with the Diesel additives 2° increase in CA for Cyclo hexyle amine and 1° CA difference for
Methyl acetate and DEE. With Methyl acetate and DEE heat gain rate commences at -14° CA whereas for Diesel it is gained at -16°
CA. Maximum heat release rate for Diesel is 135 kJ/kg ° CA. HRR for Methyl acetate is 140 kJ/kg°CA.
155
Diesel 145
D+Methyl 135
D+Amyl 125
D+DEE 115
D+Cyclo 105
HRR kJ/kg °CA)

95
85
75
65
55
45
35
25
15
5
-5
-30 -25 -20 -15 -10 -5 -15 0 5
Crank Angle (θ°)
Fig. 12 Variation of HRR with Crank Angle

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Investigation Of Performance And Emission In A Single Cylinder Ci Di Diesel Engine Using Diesel Additives With Button

3. Conclusion
Table 3 Cumulative results of additives
Diesel Cyclohexylamine
Parameters
60 (%) 100(%) 60(%) 100(%)
B TH Eff (%) 21.14 26.22 20.8 24.6
SFC (g/kWh) 0.4 0.33 0.38 0.33
Peak Pressure (Bar) 74.81 81.1 73.1 76.4
NOx (g/kWh) 9.11 4.52 6.15 2.67
CO (g/kWh) 0.29 0.2 0.09 0.19
CO2 (g/kWh) 4.04 2.82 3.15 2.2
HC (g/kWh) 0.26 0.17 0.16 0.14
Smoke (HSU) 75.9 98.6 64.4 84.5
Methyl acetate Amyl alcohol
Parameters
60(%) 100(%) 60(%) 100(%)
B TH Eff (%) 23.01 24.7 18.22 21.11
SFC (g/kWh) 0.33 0.47 0.43 0.37
Peak Pressure (Bar) 70.26 77.8 70.26 77.3
NOx (g/kWh) 6.31 3.14 6.74 3.48
CO (g/kWh) 0.08 0.43 0.08 0.4
CO2 (g/kWh) 2.86 2.13 2.05 2.98
HC (g/kWh) 0.13 0.17 0.12 0.16
Smoke (HSU) 60.3 86.8 72.3 98.7
DEE
Parameters
60(%) 100(%)
B TH Eff (%) 23.7 26.2
SFC (g/kWh) 0.36 0.32
Peak Pressure (Bar) 73.1 76.4
NOx (g/kWh) 6.31 76.4
CO (g/kWh) 0.08 0.52
CO2 (g/kWh) 2.73 2.05
HC (g/kWh) 0.14 0.18
Smoke (HSU) 57.9 89.9

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