International Journal of Mechanical and Production

Engineering Research and Development (IJMPERD)

ISSN(P): 2249-6890; ISSN(E): 2249-8001
Vol. 8, Issue 1, Feb 2018, 1287-1298
© TJPRC Pvt. Ltd.

INVESTIGATION OF EFFECT OF INJECTION PRESSURE ON PERFORMANCE

AND EMISSION CHARACTERISTICS OF COMPOSITE OIL

BIODIESEL ON DI CI ENGINE

TILAK. S. R1, K. CHANDRASHEKARA2, H. YOGISH3 & A. M. MAHESHA4

1
Assistant Professor, Sapthagiri College of Engineering, Bangalore, Karnataka, India
2,3
Professor, Sree Jayachamarajendra College of Engineering, Mysuru, Karnataka, India
4
Associate Professor, Sapthagiri College of Engineering, Bangalore, Karnataka, India
ABSTRACT

The objective of the present investigation is to evaluate the Performance and Emission characteristics of Blends
of methyl esters of composite oils(COme) of Karanja (PO) and Waste cooking oil(WCO)(B10, B20, B100) with
Performance and Emission characteristics of methyl esters of Karanja oil(B100), methyl esters Waste cooking oil(B100)
and diesel fuel at injection pressures of 160 bar, 180 bar and varying load conditions. The Transesterification process
was carried out for composite oils of Karanja and Waste cooking oil (P50: W50), Karanja oil(PO), Waste cooking

Original Article
oil(WCO) and obtained biodiesel are blended with diesel in B10, B20, B100 for P50: W50 and B100 for individual oils of
Karanja oil and Waste cooking oil. The Physico-chemical properties of biodiesel are presented and obtained as per ASTM
standards. The effects of injection pressures, varying loads and blends of biodiesel with diesel on the Performance and
Emission characteristics were evaluated using a Direct Injection (DI) Compression Ignition (CI) engine and tested at a
constant engine speed of 1500 rpm. It was observed that there is an improvement in BTE (Brake Thermal Efficiency),
while BSFC (Brake Specific Fuel Consumption) decreased when used with biodiesel blends in comparison with
conventional diesel. The obtained results showed better Performance and Lower Emission of biodiesel from B20 of
COme compared to biodiesel obtained from individual oils and diesel fuel and can be used without engine modification in
a DI CI engine.

KEYWORDS: Transesterification, Composite Oil Biodiesel, Performance, Emission, Karanja Biodiesel,Waste Cooking
Biodiesel & Diesel Engine

Received: Jan 02, 2018; Accepted: Jan 22, 2018; Published: Feb 14, 2018; Paper Id.: IJMPERDFEB2018149

INTRODUCTION

Energy is a principal prerequisite for human existence. Consumption of fossil fuels has exceptionally
expanded and the utilization of these energy assets has a major ecological effect. Diesel fuel, to a great extent,
utilized as a part of transport, business, agriculture, domestic and modern divisions for the era of mechanical
energy and power[1,2]. Out of all the substitute fuels accessible, bio-diesel procured from edible oils like Palm,
rapeseed, Soybean, peanut, and sunflower oils suits well in biodiesel production, further even non-edible oils
available like Cottonseed, Mahua, Jatropha and Karanja exhibit better properties in comparison to their edible oils
counterparts. Availability and cost are the main factors for the choice of feedstock for biodiesel production and
animal unsaturated fats guarantees to be more eco-accommodating at the point when contrasted with diesel fuel
[3,4,5]. Notwithstanding, the cost of vegetable oils as of late has developed significantly, which will prompt higher

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1288 Tilak. S. R, K. Chandrashekara, H. Yogish & A. M. Mahesha

biodiesel generation costs. One method for decreasing the biodiesel generation costs is to utilize more affordable feedstock
containing unsaturated fats like animal fats, squander nourishment oil, non-consumable oils and by-products of the refined
vegetable oils[6]. Transesterification process was carried out by various researchers by varying catalyst (alkalis, enzymes,
and acids), Reaction temperature, Methanol Concentration, Reaction time to produce biodiesel to meet the substitute fuel
for diesel engines[7,8,9]. A lot of experiments have been carried out by researchers under varying operating conditions for
different biodiesel produced from different feedstocks. Devan and Mahalakshmi [10] carried out experiments in order to
study Combustion, Emission, and Performance characteristics of a Compression Ignition engine, operated by using blends
of diesel and Methyl Ester of Paradise Oil (MEPS). The authors concluded that a reduction in the smoke and HC
(Hydrocarbons) and by 40 % and 27% respectively. Simultaneously, they also observed an increase in oxides of nitrogen
by 8%. Hoon Kiat Ng et al., [11] experiments with light-duty diesel engine depicted the Emission formation processes of
biodiesel fuels and their combustion characteristics. Through a comparative study of baseline diesel fuel and soot from the
combustion of biodiesel fuels such as coconut methyl ester (CME), formation mechanisms of nitrogen monoxide (NOx),
palm methyl ester (PME) and soybean methyl ester (SME) were studied. An increase in the degree of unsaturation in
biodiesel fuels can have detrimental effects on soot concentrations and engine-out NOx (oxides of nitrogen). Javier
Campos-Fernandez et al., [12] carried out an intensive study on alternative types of fuels through in form of alcohols for
internal combustion engines and the thrust was on the use of short chain alcohols, like methanol and ethanol, blended with
fossil fuel. Authors have observed that the LHV (Lower Heating value) reduces due to the presence of the oxygen in the
molecular structure of 1-pentanol and 1-butanol offsets, thus exhibiting better combustion and BTE. Observation depicts
better diesel engine behavior by usage of higher alcohol blends as against that of lower alcohol blends usage. Although,
they have opinioned that better performance pentanol properties for 30% Butanol/diesel fuel blend and 25%
pentanol/diesel fuel blend may replace the use of 100% diesel fuel on diesel engines, Raouf Mobasheri et al., [13] observed
that soot can be considerably reduced without NOx penalty rate by the process of injecting adequate fuel in post injection
with an appropriate EGR (Exhaust Gas Recirculation). The conclusion drawn was that by combining multiple injections
and EGR, a beneficial tool can be derived to control both soot emissions and NOx parallelly. Vivek Kumar Gaba et al.,
[14] developed a combustion model for diesel engine using biodiesel blends in the range of 20% to 100%. He concluded
that for a pure diesel engine, the thermal efficiency decreases exponentially from 67% to 47% due to the increase in
equivalence ratio from 0.7 to 1.3. As the equivalence ratio increased due to more fuel injection, two factors were observed.
First one is a maximum temperature of the cycle approached to NOx formation temperature and the second one is an
increase in work output was observed as the equivalence ratio increases due to more fuel injection. Mahanta et al.[16]
concluded that 20% blending of Pongamia biodiesel has higher BSFC and BTE than mineral diesel at all engine loads.
Reed et al. [17] Performance test carried out in diesel engine and the results obtained for waste cooking oil methyl esters
and diesel fuel was in good agreement. Suryawanshi et al.[18] experimented using blends of Pongamia methyl ester with
diesel fuel and found a reduction in HC and CO (Carbon Monoxide) emissions at part loads as well as full load compared
to diesel fuel. Grimaldi et al.[19] concluded that BTE was found higher in blends of biodiesel compared to diesel fuel at
high loads in a diesel engine. Xiangmei et al. [20] did an experiment using diesel engine without any modification by
comparing results of diesel fuel and biodiesel fuel usage. The results exhibited that HC, CO emissions reduced from 20%
to 18% in comparison with diesel fuel. Jain et al. [21] performed an experiment in a diesel engine using methyl esters of
Waste cooking oil and its blends with diesel. The results showed that for 100% biodiesel BSFC was 17.8 % higher than
diesel at 100% load while BTE results depicted almost similar results of diesel fuel. The review results infer that methyl
esters of Karanja and Waste fry oil can be used as other options of fuels in diesel engines.

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Investigation of Effect of Injection Pressure on Performance and Emission 1289
Characteristics of Composite Oil Biodiesel on DI CI Engine

In the present work, the main aim of the investigation is to evaluate the Performance and Emission characteristics
of blends of COme(B10,B20,B100) with Performance and Emission characteristics of POme(B100), WCOme(B100) with
diesel fuel at 2 injection pressures of 160 bar and 180 bar at varying load conditions. The COme, individual oils of PO and
WCO were converted into biodiesel and Physico-Chemical properties were investigated and tabulated in Table 1. The
properties were determined for diesel, POme (B100), WOme(B100) and COme with B10, B20, B100 blends. The
properties obtained were within the limits of ASTM standards. The effect of 2 injection pressures at 160 bar and 180 bar,
varying load condition of 0%.25%,50%,75%,100% on COme were compared with the POme, WCOme with diesel fuel on
Performance and Emission parameters are discussed. The Performance parameters such as Brake thermal efficiency (BTE),
Brake Specific Fuel Consumption (BSFC) and Emission parameters such as CO, CO2, HC, NOx are discussed. The results
showed that the COme gave the best Performance, lower Emissions when compared to individual oils of POme, WCOme
and can be used as alternative fuel.

MATERIALS AND METHODS

Production of Biofuel and its Properties
Karanja oil popularly known as Pongamia oil extracted from seeds of Pongamia pinnata tree were collected from
Bannari Sugar mills Pvt limited, Coimbatore and used Waste cooking oil collected from a Bangalore hotel. The
transesterification process was carried out for CO, PO and WCO to produce biodiesel. The Fatty acid content present in the
Composite oil(CO), Karanja oil(PO), Waste Cooking oil(WCO) were removed by 2 step transesterification process(Figure
1). In the first step, acid was used for converting fatty acids into methyl esters of vegetable oils and Methanol (6:1 molar
ratio), Sulphuric acid (1% of oil) and then in the second step base Catalyzed Transesterification was done using Sodium
Hydroxide(NaOH) (1% of oil) in order to produce methyl esters with reaction time of 90 minutes and reaction temperature
of 650C and stirred at 500 rpm [6,7,21]. The COme,POme,WCOme were produced in transesterification set up.
COme(B100,B10.B20), POme (B100), WCOme(B100) were used to test the Performance and Emission parameters by
blending with diesel and comparing the results with that of diesel fuel. A Kirloskar AV-1, single cylinder CI DI engine was
used for the experimentation and Eco gas-4 analyzer was used for emission test.

Figure 1:Transesterification Set Up Figure 2:Engine Setup

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1290 Tilak. S. R, K. Chandrashekara, H. Yogish & A. M. Mahesha

Table1: Properties of Biodiesel

Methyl Methyl esters
esters of of Waste
Commercia COme COme COme ASTM
Properties Karanja Cooking
l Diesel B10 B20 B100 standards
(POme)oil(B oil(WCOme)
100) (B100)
Density(kg/m3) 870 868 832 844 850 861 860-900
Kinematic
viscosity at 4.56 4.32 2.78 3.94 4.10 4.41 2.5-6.0
400C(cSt)
Flash Point (0C) 146 150 92 123 132 137 120
Specific Gravity 0.850 0.838 0.832 0.844 0.850 0.861 0.86-0.90
Not
Fire Point 0C 166 170 102 143 151 152
mentioned
Calorific Not
38900 38100 47800 41900 41000 39000
Value(kJ/kg) Mentioned
Not
Cetane Number 52 59 49 51.10 51.60 52.92
Mentioned

EXPERIMENTATION METHODOLOGY

The Engine employed was a single cylinder four stroke Compression Ignition Direct Injection engine at varying
loads of 0%, 25%, 50%, 75% and 100% for B100 for COme, POme, WCOme and B10, B20 for COme. At the first stage,
the engine was run using diesel fuel and Performance parameters and Emission parameters were noted for each load.
Similarly, biodiesels of various proportions were used and results were noted down. The engine (Figure 2) was loaded with
lamp loading equipment switch by keeping the field intensity knob at the maximum position and the load was measured
using a load cell and torque arm. The digital torque indicated the value of torque and it was connected to the computer
(Figure 3). The procedure was carried out for injection pressures of 160 bar and 180 bar. The specifications of the engine
are as shown in Table 2.

RESULTS AND DISCUSSIONS

Brake Specific Fuel Consumption (BSFC), Brake thermal efficiency(BTE) are the Performance characteristics
and Emission Characteristics such as CO,CO2,HC,NOx recorded for blends of B10, B20 and B100 of COme, B100 of
POme,WCOme and neat diesel fuel. The results show similar trends as that of neat diesel fuel.

Brake Specific Fuel Consumption (BSFC)

The figures 4 and 5 depict the variation of BSFC, with varying loads(0%,25%,50%,75%, 100% )at injection
pressures of 160 bar and 180 bar for blends of COme (B10,B20,B100) and POme (B100) and WCOme (B100). The BSFC
for B10 is 0.25kg/kW-hr,B20 is 0.24 kg/kW-hr, B100 is 0.29 kg/kW-hr for COme at 160 bar injection pressure at full load
condition and

Table 2: Engine Specification

Make Kirloskar AV-1
Bore 80mm
Stroke 110mm
Number of cylinders 1
Compression Ratio 1:17.5
Capacity 3.5kW

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Investigation of Effect of Injection Pressure on Performance and Emission 1291
Characteristics of Composite Oil Biodiesel on DI CI Engine

Table 2: Contd.,
Mode of injection Direct injection
Engine speed 1500rpm
Cooling Method Water cooled
Pressure 180bar

Figure.3: Line Diagram Engine Set up

for B10 is 0.24 kg/kw-hr,B20 is 0.23 kg/kw-hr,B100 is 0.28 kg/kW-hr at 180 bar for COme at full load condition.
BSFC for B100 of POme is 0.29 kg/kW-hr,WCOme(B100) is 0.28kg/kW-hr at 160 bar at full load condition and BSFC for
B100 of POme is 0.27 kg/kW-hr, WCOme (B100) is 0.26kg/kW-hr at 180 bar at full engine loads. The BSFC values
exhibited by diesel fuel is 0.27kg/kW-hr and 0.26kg/kW-hr at 160 bar and 180 bar respectively. The BSFC values
exhibited by the blends of COme were lower than those of the diesel fuels. At a higher injection pressure of 180bar, the
BSFC decreased due to improved combustion, as the atomization improved at part load and full load condition. BSFC for
COme showed the lower value compared to diesel fuel, POme and WCOme. For B20 blend for COme, 11.53%
improvement over conventional diesel fuel. Tilak.et.al., [6] carried out experiments on biodiesel derived from composite
oil of Jatropha-waste cooking oil and observed that BSFC decreased by 17.1% over diesel as reported by many
researchers[ 27 to 30].Varatharu et.al.,[22] observed that BSFC increases by 5% over conventional diesel for Pongamia
biodiesel for blend B20.S.Mohite et.al.,[23] observed that there is a decrease in BSFC, as an increase in load due to lower
heating value.B.Tesfa et.al., [25]concluded that, BSFC lowered for diesel compared to bio-diesel.Zhu et.al.,[31] reported
that BSFC of Waste cooking biodiesel decreased from 570g/kW-hr to 240g/kW-hr as the Brake Mean Effective Pressure
improved from 0.08 Mpa to 0.7 Mpa.

Brake Thermal Efficiency

The Figures 6 and 7 depict the variation of BTE with various loads(0%,25%,50%,75%, 100% ) at injection
pressure of 160 bar and 180 bar of B10,B20 for COme and B100 for COme,POme and WCOme. The BTE for B10 is
33.9%, B20 is 34.2%, B100 is 29.8% for COme at 160 bar injection pressure and The BTE for B10 is 34.2%, B20 is
37.7%, B100 is 31% for COme at 180 bar. BTE for POme(B100) is 29%,WCOme(B100)is 28.6% at 160 bar injection
pressure and POme(B100) for 30.6%,

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1292 Tilak. S. R, K. Chandrashekara, H. Yogish & A. M. Mahesha

Figure.4: Variations of SFC with Load Figure 5: Variations of SFC with Load

WCOme(B100) is 30.2% at 180bar,similarly for diesel fuel is 31.4% at 160 bar injection pressure and 32.3% at
180bar injection pressure at full engine loads. The BTE values exhibited by the blends of COme were higher than those of
the diesel fuels, POme and WCOme. At lower injection pressure of 160bar, the BTE decreased due to poor atomization
and spray formation. As the pressure increased to 180 bar, the BTE increased as the ignition delay period decreased due to
improved combustion and atomization. BTE for B20 blend of COme is 14.32% improved over conventional diesel fuel.
BTE incremented with an increase in load due to heat loss reduction and Brake Power incremented as we increase the load
due to the higher viscosity of biodiesel because of fuel droplets grow in size during the atomization [15]. Mahantha et.al.,
[16] concluded that BTE for B15 and B20 incremented throughout the complete range of loading due to oxygen present in
the Pongamia biodiesel. Varatharaju et.al [22] experimented on biodiesel with Pongamia shows similar values that BTE
decreases with increased percentage of biodiesel blends and observed that 2.4% decreased BTE over conventional diesel
for B20. S.Mohite et.al., [23] experimented on mixed oils and concluded that BTE for Diesel is 29.72% while for B10, B30
is 28.76,27.92 respectively that is BTE decreased over diesel. B.Tesfa et.al.,[24] concluded that diesel and biodiesel
exhibited similar BTE i.e., 35%.Bhupendra et.al.,[25] reported that BTE for Pongamia biodiesel decremented compared to
diesel(27%).Avinash et.al., [26] depicted that Karanja Biodiesel for blend B10 exhibited similar results compared to diesel.

Carbon Monoxide(CO)

The Figures 8 and 9 depict the variation of CO with various loads(0%,25%,50%,75%,100% ) at injection
pressures of 160 bar and 180 bar of B10,B20 for COme and B100 for COme,POme and WCOme. The CO for B10 is
0.0419%,B20 is 0.0385%,B100 is 0.046% for COme at 160 bar injection pressure and for B10 is 0.038%,B20 is
0.0365%,B100 is 0.043% for COme at 180 bar injection pressure.CO for POme(B100) is 0.0476%, WCOme(B100) is
0.0486% at 160 bar injection pressure and POme(B100) is 0.047%,WCOme(B100) is 0.0475 % at 180 bar injection
pressure, similarly CO for diesel fuel is 0.053% at 160 bar injection pressure and 0.048% at 180 bar injection pressure at
full engine loads. The CO values exhibited by the blends of COme were lower than those of the diesel fuels, POme and
WCOme[32]. At lower injection pressure of 160bar, the CO emissions increased due to improper combustion,
stoichiometric ratio. Compared to diesel fuel, the B20 blend of COme at 180bar injection pressure CO emission has
reduced by 19.79%.

Impact Factor (JCC): 6.8765 NAAS Rating: 3.11

Investigation of Effect of Injection Pressure on Performance and Emission 1293
Characteristics of Composite Oil Biodiesel on DI CI Engine

Figure 6: Variations of BTE with Load Figure 7: Variations of BTE with Load

Hydrocarbons (HC)

The Figures 10 and 11 depict the variation of Hydrocarbons in ppm with various loads(0%,25%,50%,75%,100%
)at injection pressures of 160 bar and 180 bar of B10,B20 for COme and B100 for COme, POme and WCOme. The HC for
B10 is 17 ppm, B20 is 16.5 ppm, B100 is 19 ppm for COme at 160 bar injection pressure and for B10 is 16 ppm, B20 is
15.5 ppm, B100 is 17 ppm for COme at 180 bar injection pressure. HC for POme (B100) is 20 ppm WCOme(B100) is 19.5
ppm at 160 bar injection pressure and POme(B100) is 18 ppm WCOme(B100) is 19 ppm at 180 bar injection pressure,
similarly HC for diesel fuel is 24 ppm at 160 bar injection pressure and 22 ppm at 180 bar injection pressure at full engine
loads. The HC values exhibited by the blends of COme were lower than those of the diesel fuels, POme and WCOme. For
all blends B10, B20, B100 compared to diesel due to the presence of rich mixture in biodiesel results in increased flame
propagation rate, improved combustion consequently reduces the ignition delay increases the reaction rate results in lesser
amount of Hydrocarbons. The B20 blend of COme at 180 bar injection pressure has 29.5% reduced over diesel.

Oxides of Nitrogen(NOx)

The Figures 12 and 13 depict the variation of oxides of Nitrogen in ppm with various
loads(0%,25%,50%,75%,100%) at injection pressures of 160 bar and 180 bar of B10,B20 for COme and B100 for
COme,POme and WCOme. The NOx (ppm) for B10 is 227 ppm, B20 is 236 ppm, B100 is 279 ppm for COme at 160 bar
injection pressure and for B10 is 237 ppm, B20 is 245 ppm, B100 is 279 ppm for COme at 180 bar injection pressure. NOx
(ppm) for POme(B100) is 276 ppm, WCOme(B100) is 275 ppm at 160 bar injection pressure and POme(B100) is 286
ppm, WCOme(B100) is 284 ppm at 180 bar injection pressure, similarly NOx (ppm) for diesel fuel is 218ppm at 160 bar
injection pressure and 225 ppm at 180 bar injection pressure at full engine loads. The NOx (ppm) emissions increased with
the increasing engine load. This was due to a reduction in heat loss and increase in power with an increase in load and
hence the in-cylinder temperature. The most important factor for the emissions of NOx (ppm) is the combustion
temperature in the engine cylinder. It can be seen from the figures 12 and 13 that

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1294 Tilak. S. R, K. Chandrashekara, H. Yogish & A. M. Mahesha

Figure 8: Variations of CO(%) with Load Figure 9: Variations of CO(%) with Load

Figure.10: Variations of HC vs Load Figure.11: Variations of HC with Load

NOx (ppm) emissions from the biodiesel blends is found to be high when compared to that of diesel fuel. The NOx
(ppm) values exhibited by the biodiesel blends were higher than those of the diesel fuels. The B20 blend of COme at 180
bar injection pressure has 19.7% increased NOx (ppm) emission in comparison with diesel.

Figure.12: Variations of NOx with Load Figure.13: Variations of NOx with Load

CO2(Carbon dioxide)

The Figures 14 and 15 depict the variation of CO2 with various loads(0%,25%,50%,75%,100% ) at injection
pressures of 160 bar and 180 bar of B10,B20,B100 for COme and B100 for POme and WCOme. The CO2 for B10 is
9.52%, B20 is 8.7%,B100 is 11.1% for COme at 160 bar injection pressure and for B10 is 9%, B20 is 8.33%,B100 is
10.6% for COme at 180 bar injection pressure. CO2 for POme (B100) is 11.6%, WCOme (B100) is 11.4% at 160 bar
injection pressure and POme(B100) is 10.9%,WCOme(B100) is 11% at 180 bar injection pressure, similarly CO2 for diesel

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Investigation of Effect of Injection Pressure on Performance and Emission 1295
Characteristics of Composite Oil Biodiesel on DI CI Engine

fuel is 8.9% at 160 bar injection pressure and 8.5% at 180 bar injection pressure at full engine loads. The CO2 values
exhibited by the blends of COme were slightly lower than that of the diesel fuels, POme and WCOme. At lower injection
pressure of 160bar, the CO2 emissions increased due to improper combustion, stoichiometric ratio. Compared to diesel
fuel, the B20 blend of COme at 180bar injection pressure has 2% reduction in CO2 emission.

Figure 14: Variations of CO2 with Load Figure 15: Variations of CO2 with Load

CONCLUSIONS

Experiments have been carried out in the present study using DI CI engine of 3.5 kW by varying injection
pressures (160 bar and 180 bar) and varying loads in order to evaluate the Performance and Emission characteristics using
COme and comparison with POme, WCOme and Conventional diesel. The following conclusions have been made:

• The properties of biodiesel are within the limits of ASTM standards and are comparable to diesel fuel after
transesterification process.

• Brake Specific Fuel Consumption for B20 blend of COme has 11.53% reduction in comparison with conventional
diesel fuel.

• Increase in injection pressure from 160 bar to 180 bar, increases the BTE. BTE For B20 blend of COme is a 14.32
% improvement over conventional diesel fuel at 180 bar.

• Emissions such as CO, CO2, HC of COme have decreased, when compared to diesel fuel by 19.79%,2%,29.5%
respectively, but in case of NOx (ppm), it increased by 19.7%.

• Thus, we can optimize for 180 bar of injection pressure and blend B20 of COme as it has given a superior
Performance and lower Emission characteristics over conventional diesel fuel, POme, WCOme.

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Nomenclature

COme Composite oil methyl esters

B10 90%of diesel and 10% of biodiesel
B20 80% of diesel and 20% of biodiesel
B100 100% of biodiesel
Pome Karanja oil methyl ester
WCOme waste cooking oil methyl esters

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