Performance Evaluation of Single Cylinder Diesel Engine With Mullite As Thermal Barrier Coating and Its Validation Using Matlab

International Journal of Emerging trends in Engineering and Development ISSN 2249-6149
Issue1, Vol. 3(November-2011)

Page 34

Performance Evaluation of Single Cylinder Diesel Engine with
Mullite as Thermal Barrier Coating and its Validation using Matlab

P.N. Shrirao
1#
, Dr. A.N. Pawar
2#

#1
Department of Mechanical, J D College of Engineering and Technology Yavatmal, INDIA
#2
Department of Mechanical Engineering, Govt. Polytechnic Amravati, INDIA
*
Corresponding Author: e-mail: pn_shrirao@yahoo.co.in, Tel +91-9763717451

Abstract
Tests were conducted on a single cylinder, four stroke, direct injection, diesel engine
whose piston crown, cylinder head and valves were coated with a 0.5 mm thickness of 3Al2O3

.
2SiO
2
(mullite) (Al
2
O
3
= 60%, SiO
2
= 40%) over a 150 m thickness of NiCrAlY bond coat.
Tests were carried out on standard engine (uncoated) and low heat rejection (LHR) engine. Tests
were carried out at different engine load at constant speed conditions for standard and low heat
rejection engine. The results showed that there was appreciable decreasing on specific fuel
consumption value and increasing on thermal efficiency of LHR engine.
In this work, a thermodynamic model was formulated and developed to simulate the LHR
direct injection diesel engine. Gas wall heat transfer models have been developed for cylinder
head and cylinder valves with and without thermal insulation coating, which is incorporated in
the simulated program. Gas wall heat transfer calculations are based on Annands heat transfer
model for IC engines. A model has been developed for comprehensive predictions and
assessments of variation in cylinder pressure, cylinder temperature, rate of heat transfer,
cumulative heat transfer and overall performance of diesel engine with and without insulation.
The simulated results are compared with actual test results from engine. It is seen that there is an
excellent agreement of simulated results with all of these test results of engine.

Keywords: Mullite; Low heat rejection; Convection and radiation; Annands model.
#1
Corresponding Author
Nomenclature

Page 35

a, b, c = constants for Annands heat transfer equation
A
w
=Total surface area exposed to gases at given instant [m2]

n = number of cylinders
A = Area of engine bore[m]
L = Length of stroke[m]
m
f
= mass flow rate[Kg/h]
B = cylinder bore
S= piston stroke
l = connecting rod length
Rc = crank radius
R=ratio of connecting rod to crank radius
Vs= sweept volume
R = compression ratio
P1= atmospheric pressure
Qin= overall heat input;
d
c
=

Cylinder diameter(bore)[ m]
dQ
h
/ dt= Rates of heat transfer through cylinder head without ceramic insulation coating
[kJ/crank angle]
dQ
hc
/ dt=Rates of heat transfer through cylinder head with ceramic insulation coating
respectively [kJ/crank angle]
T
h
= instantaneous temperatures of cylinder head without ceramic insulation coating [K]
T
hc
=

instantaneous temperatures of cylinder head with ceramic insulation coating [K]
h
c
= coolant convective heat transfer coefficients respectively[ W/m
2
K]
h
g
, h
r
= convection and radiation heat transfer coefficients respectively[ W/m
2
K]
Nu, Re= Nusselt and Reynolds Numbers respectively
Q
hc
, Q
h
= heat transfer through cylinder head with and without ceramic insulation coating [kJ/
Cycle]
r1= radius of cylinder head with insulation with respect to cylinder axis[m]
r7, r8= radius of inlet and exhaust valves with insulation with respect to cylinder axis[m]
T
c
= cooling water temperature [K]

Page 36

t
cc
= thickness of ceramic insulation coating[ m]
t
h
, t
v
= thickness of cylinder head and valves respectively[ m]

1.1 Introduction

It is well known fact that about 30% of the energy supplied is lost through the coolant and the
30% is wasted through friction and other losses, thus leaving only 30% of energy utilization for
useful purposes. In view of the above, the major thrust in engine research during the two
decades has been on development of low heat rejection engines. Several methods adopted
for achieving low heat rejection to the coolant were using ceramic coatings [1] on piston, liner
and cylinder head and creating air gap in the piston [2] and other components with low- thermal
conductivity material like superni, mild steel etc. However, this method involved the
complication of joining two different metals. [3] Jabez Dhinagar et al. used different crown
materials with different thickness of air gap in between the crown and the body of the piston.
Ceramics have a higher thermal durability than metals; therefore it is usually not necessary to
cool them as fast as metals. Low thermal conductivity ceramics can be used to control
temperature distribution and heat flow in a structure [4-5]. Thermal barrier coatings (TBC)
provide the potential for higher thermal efficiencies of the engine, improved combustion and
reduced emissions. In addition, ceramics show better wear characteristics than conventional
materials. Lower heat rejection from combustion chamber through thermally insulated
components causes an increase in available energy that would increase the in-cylinder work and
the amount of energy carried by the exhaust gases, which could be also utilized [6-7].
A major breakthrough in diesel engine technology has been achieved by the pioneering
work done by Kamo and Bryzik [8-9]. Sekar and Kemo [10] developed an adiabatic engine for
passenger cars and reported an improvement in performance to the maximum extent of 12%.
Woschni et al. [11] state that 5% of the input fuel energy cannot be accounted for which is of the
order of the expected improvements. Havstad et al. [12] developed a semi-adiabatic diesel engine
and reported an improvement ranging from 5 to 9% in ISFC, about 30% reduction in the in-
cylinder heat rejection. Prasad et al. [13] used thermally insulating material, namely partially
stabilized zirconia (PSZ), on the piston crown face and reported a 19% reduction in heat loss
through the piston.

Page 37

Among possible alternative materials, one of the most promising is mullite. Mullite is an
important ceramic material because of its low density, high thermal stability, stability in severe
chemical environments, low thermal conductivity and favorable strength and creep behavior. It is
a compound of SiO
2
and Al
2
O
3
with composition 3Al
2
O
3
.2SiO
2
. Compared with YSZ, mullite
has a much lower thermal expansion coefficient and higher thermal conductivity, and is much
more oxygen-resistant than YSZ. For the applications such as diesel engines where the surface
temperatures are lower than those encountered in gas turbines and where the temperature
variations across the coating are large, mullite is an excellent alternative to zirconia as a TBC
material. Engine tests performed with both materials show that the life of the mullite coating in
the engine is significantly longer than that of zirconia.[14-15] Above 1273 K, the thermal cycling
life of mullite coating is much shorter than that of YSZ.[16] Mullite coating crystallizes at 1023
1273 K, accompanied by a volume contraction, causing cracking and de-bonding. Mullite has
excellent thermo-mechanical behavior; however its low thermal expansion coefficient creates a
large mismatch with the substrate [17]. To address this problem, a 150 m thickness of NiCrAlY
bond coat was used.

Table 1.Material properties of Cylinder head, Piston, ring, Mullite and Bond coat

Material Thermal Thermal Density Specific Poissons Youngs
conductivity expansion Heat ratio modulus
[W/m
0
c] 10
-6
[1/
0
c] [Kg/m
3
] [J/Kg
0
c] [GPa]
Cast iron 55 10 7920 456 0.3 110-140
AlSi 155 21 2700 960 0.3 90
Oil ring 25-42 10-13 7200 - 0.20 160-135
Compr-
ession ring 49-53 10 7300 - 0.3 110-140
Mullite 3.3 5.3 2800 1260 0.25 21
NiCrAlY 16.1 12 7870 764 0.27 90


Page 38

2.1 Experimentation

Experiments were performed on a fully instrumented, single cylinder, four strokes, and direct
injection, at constant speed of 1500 rpm. The specification of test engine is given in the Table 2.
The cylinder pressure data were averaged over 5 consecutive cycles for the same load condition.
Pressure was recorded with Crank angle sensor resolution 1degree; speed 5500 rpm has TDC
pulse and Piezo sensor Range 5000 PSI. For digital load measurement strain gauge sensor, range
050 Kg with eddy current dynamometer is used.

Table 2.Engine Specifications

Make and model 5HP,Kirloskar and AV-1

Type Four stroke, single cylinder, compression
ignition, constant speed vertical water
cooled, DI, two valve diesel engine

Bore X Stroke 80mmX110mm

Compression ratio 16.5

Rated output 3.76 kW at 1500rpm

Injection pressure 200 bars

Fuel injection timing 20[degrees] CA before TDC

Combustion chamber Hemispherical open combustion chamber

Lubrication oil SAE 40

Page 39

Connecting rod length 235mm

Valve diameter 33.7mm

Injector Pintle type three hole with diameter of
0.19mm

3.1 Computational Procedure

The simulation of compression ignition engine was developed using Math works Matlab
software and the various equations of the thermodynamic model are solved numerically. Bore,
stroke length, connecting rod length, Compression ratio, relative air fuel ratio, engine speed, inlet
conditions, and atmospheric conditions are given as input parameters. The program concerning
the simulation model predicts the cylinder pressure, cylinder temperature, heat release rate, heat
loss by radiation and convection, work done and engine performance. The results and graphs
were generated by Matlab software as outputs to the program for given inputs.

4.1 Mathematical Model for Cycle Simulation

Mathematical equations used to evaluate engine performance

1) Engine Torque is measured by dynamometer. The torque can be found as
t =
P
e

t =
60P
2t N

2) Input power is given by
I
p
= m
f
* Q
net

Page 40

3) Brake Power,
b
P
=
2tNt
60 * 10
3

4) Brake mean effective pressure,
b
mep
=
2 bP
A L N n

5) The brake fuel consumption,
b
SFC
=
m
f

bP

6) Brake thermal efficiency
q
BT
=
bP
iP
x 100%

Mathematical equation for cylinder pressure and cylinder temperature

dP
du
=
K-1
V
[Qin
df
du
-
hA
W
(Tg - T
W
)
t
180
] K
Pin
V

dV
du

dV
du
=
V
d
2
sinu [1 + cosu(R
2
-sin
2
u)
-1/2
]
V =
V
d
r-1
+
V
d
2
[R+1-cos-(R
2
-sin
2
u)
1/2
]
V
d
=
tB
2
S
4

A = Exposed surface area of cylinder, assuming flat cylinder head
= A
Wall
+ A
head
+ A
piston

=
tB
2
2
+
tBS
2
[R+1-cos u + (R
2
- sin
2
u)
1/2
]

Tg = average gas temperature (mean cylinder gas temperature)

Page 41

=
\
|
.
|
|
(r-1) V
d
r

P
in
V M R
u
S

Calculation of Instantaneous Wall temperature without ceramic insulation Coating (T
W
)

Figure1. Shows the thermal circuit resistance model for heat transfer from cylinder head
(R1: water-jacket resistance, R2: block resistance, R5: cylinder hot gases resistance)

T
W
= T
g
(Q
s
/ 2 t h
g
r
1
l)

Q
S
=
T
g
- T
C
R
th

R
th
= 1 / h
g
* [(r
1
* r
1
) - (r
7
* r
7
+ r
8
* r
8
)] + 1 / h
C
* [(r
1
* r
1
) - (r
7
* r
7
+ r
8
* r
8
)] + t
h
/ K
h
* [(r
1
* r
1
) - (r
7
* r
7
+ r
8
* r
8
)]
h
g
= heat transfer coefficient of cylinder gas
=
K Nu
dc

K = 6.194 * 10
-3
+ (67.3814 * 10
-5
) Tg 1.2491* 10
-8
* T
g
2
Nu = a (Re) b
K = 6.194 x 10
-3
+ (67.3814 x 10
-5
)T
g
1.2491 x 10
-8
x T
g
2

Page 42

R
e
=
g
V
P
dc

= 7.457 * 10
-6
+ (4.1547 * 10
-5
)T
g
7.4793 * 10
-12
* T
g
2
V
P
= mean piston velocity, m/s = 2 N S

Calculation of Instantaneous Wall temperature with ceramic insulation coating (T
W
)

Figure2.shows the thermal circuit resistance model for heat transfer from cylinder head
(R1: water-jacket resistance, R2: block resistance, R3: bond coat resistance, R4: ceramic coating
resistance, R5: cylinder hot gases resistance)
Q
S
=
T
g
- T
C
R
th

T
W
= T
g
(Q
s
/ 2 t h
g
r
1
l)
R
th
= 1 / hg * [(r
1
* r
1
) - (r
7
* r
7
+ r
8
* r
8
)] +1 / h
C
* [(r1 * r
1
) - (r
7

* r
7
+ r
8
* r
8
)] + t
h
/ K
h
* [(r
1
* r
1
) - (r
7
* r
7
+ r
8
* r
8
)]

Mathematical equation for Rate of heat transfer through cylinder head with and without
insulation

dQ
C
dt
= (h
g
+ h
r
) A
W
(T
g
- T
W
)
where, T
W
= wall temperature with insulation

Page 43

h
r
=
C * (T
g
4
-T
W
4
)
(T
g
- T
W
)

Mathematical equation for heat release rate
The net heat release rate

dQ
net
du
=
C
r
(P
dV
du
+ V
dP
du
-
PV
m

dm
du
) + P
dV
du

Where, C = 0.8 / S
Mathematical equation for work done

Initial temperature & pressure during start of compression
P
2
=
V
1
V
2
*
T
2
T
1
* P
1

T
2
= T
1
*
\
|
.
|
|
V
1
V
2
R
C
v
(T
1
)

dW =
\
|
.
|
|
P
1
+P
2
2
(V
2
- V
1
)

5.1 Results and Discussions

Cylinder pressure and Cylinder temperature results

Figure 3. shows modeling and experimental in cylinder pressure traces operating at full load
condition. The modeled cylinder pressure data shows good agreement with experimental results.
Note that modeling peak pressure is 72.16 bar and experimental peak pressure is 68.55 bar for
LHR engine. Therefore both scale and timing of occurrence of peak pressure are precisely
predicted by the model. The predicted values of peak pressure and temperature in the case of
LHR engine are higher by about 11.6% and 13%, respectively, than standard engine. Heat saved
due to insulation results in increasing insulated cylinder head temperature.


Page 44

Figure 3. Crank Angle Vs Cylinder Pressure

Figure 4. Crank Angle Vs Cylinder Temperature


Page 45

Heat release rate results

The observed cylinder pressure profiles reflect the effect of in cylinder heat release rate. The heat
release rate is determined from pressure data. Figure 4 compares heat release rates computed
from modeling for standard engine and LHR engine. Note that, the modeled value of peak heat
release rate is 79.02 J/ degree for standard engine where as peak heat release rate is 68.64 J/
degree for LHR engine. For LHR engine there is decrease in the ignition delay period and
premixed burning period while increase in diffusion-burning period and total combustion
duration.

Figure5. Crank Angle Vs Net Heat Release rate

Rate of heat transfer through the cylinder head results

The mathematical model was developed to calculate the rate of heat transfer through cylinder
head with and without coating. The comparison of simulated values of rate of heat transfer

Page 46

through the cylinder head for standard and LHR engine is shown in the Figure. In case of
standard engine the maximum rate of heat transfer through cylinder head is higher by about 26%
as compared to LHR engine. This is due to the fact that due to the insulation on cylinder head the
free heat flow path is restricted, which results in lowering the rate of heat transfer through
insulated cylinder head when compared to without coated cylinder head.

Figure 6. Crank Angle Vs Rate of heat transfer through cylinder head

Cumulative work done results

Figure 7 shows the trend of cumulative work done. The cumulative work done for LHR engine is
higher by about 5.6% than the standard engine. Heat saved due to ceramic insulation coating on
combustion chamber results in increasing work done for LHR engine when compared with
standard engine.

Page 47

Figure7. Crank Angle Vs Cumulative Work done

Brake power results
Figure 8 shows the trend of simulated and experimental results for brake power for standard and
LHR engine. The simulated result shows good agreement with experimental results. The increase
of combustion temperature causes the brake power to increase up to 1.06% with LHR engine at
full load condition compared to standard engine. It can be seen that the values of brake power are
slightly higher for LHR engine as compared to standard engine.

Figure 8. Load Vs Brake Power


Page 48

Brake specific fuel consumption results

Figure 9 shows the trend of simulated and experimental results for brake power for standard and
LHR engine. The simulated result shows good agreement with experimental results. Because of
higher surface temperature of combustion chamber of LHR engine, the BSFC values of LHR
engine are lower than those of standard engine. It is observed that BSFC value is decreased by
1.07% for LHR engine as compared to standard engine at full load.

Figure 9. Load Vs Brake Specific Fuel Consumption

6.1 Conclusion

A mathematical model was developed using a set of codes for analyzing the combustion and
performance characteristics of standard and LHR engine. The matlab software has been used to
simulate the combustion characteristics of direct injection diesel engine. The result shows
increase in the brake thermal efficiency and decrease in the specific fuel consumption for LHR
engine. This model predicted the engine performance characteristics in closer approximation to
that of experimental results. Hence, the developed mathematical model is suitable for the
prediction of the combustion and performance characteristics of the C.I engine and LHR engine.

Page 49

References

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piston in a diesel engine. Transactions of Wear, 60(2): 205-215,1980.
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Thesis, Kakatiya University, Warangal, 1995.
[3] Jabez Dhinagar, S., Nagalingam, B. and Gopala Krishna, K.V. A comparative
study of the performance of a low heat rejection engine with four different levels of
insulation. International Conference on Small Engines and Fuels. Chang Mai,
Thailand. Proceedings, pp 121-126, 1993.
[4] Alkidas, A.C. Performance and emissions achievements with an uncooled heavy
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Page 50

[13] Prasad, R., and Samria, NK. Heat transfer and stress fields in the inlet and exhaust
valves of a semi-adiabatic diesel engine.Comput Struct 1990; 34(5):76577.
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Performance Evaluation of Single Cylinder Diesel Engine With Mullite As Thermal Barrier Coating and Its Validation Using Matlab

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International Journal of Emerging trends in Engineering and Development ISSN 2249-6149

Issue1, Vol. 3(November-2011)

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