Injector Opening Pressure Research Articles

Diagnostic Analysis of Exhaust Gas with A Quick-Changing Temperature from a Marine Diesel Engine Part II / Two Factor Analysis

Abstract The article presents a continuation of research carried out to determine the effect of input parameters (changes in engine structure parameters) on selected output parameters (diagnostic measures), based on quickly changing exhaust gas temperature. A method of determining the simultaneous influence of two input factors (the structure parameter and the engine load) on one output factor was presented, as well as an evaluation of which of the analysed input factors has a stronger influence on the output parameter. The article presents the stages of the experimental research conducted and statistical inference based on the results. Three changing parameters for the structure were reviewed: the active cross-sectional area of the inlet air channel, the injector opening pressure and the compression ratio. Based on the quickly changing temperatures of the exhaust gases, three diagnostic measures were defined and subjected to statistical tests. The following data were averaged over one cycle for a 4-stroke engine operation: the intensity of changes, the specific enthalpy and the peak-to-peak value of the exhaust gas temperature. The results of the two-factor analysis are presented. Conclusions on the analysis are given and a criterion for the selection of a diagnostic measure, depending on the analysed parameter of the structural design of the diesel engine, is proposed. The previous part of the article presented the results of the first stage of the elimination study: the one-factor statistical analysis (randomised complete plan). This paper presents the results of the second stage of the studies: two-factor analysis (block randomised plan), where the significance of the effect of changing the values of the structural parameters on the diagnostic measures were analysed in the background of a variable engine load. The next (third) part will present the results of the calculations and analysis of the interaction coefficient of significance.

Adoption of the F-statistic of Fisher-Snedecor distribution to analyze importance of impact of modifications of injector opening pressure of a compression ignition engine on specific enthalpy value of exhaust gas flow

This article analyzes the effect of modifications of injector opening pressure on the operating values of a compression ignition engine, including the temperature of the fumes. A program of experimental investigation is described, considering the available test stand and measurement capabilities. The structure of the test stand on which the experimental measurements were conducted is presented. The method of introducing real modifications of injector opening pressure to the existing test engine was characterized. It was proposed to use F statistic of Fisher-Snedecor (F-S) distribution to evaluate the importance of the impact of modifications of injector opening pressure on the specific enthalpy of the flue gas flow. Qualitative and statistical studies of the results achieved from the measurements were carried out. The specific enthalpy of the fumes for a single cycle of the compression ignition engine, determined from the course of rapidly variable flue gas temperature, was analyzed. The results of these studies are presented and the usable adoption of this type of assessment in parametric diagnosing of compression ignition engines is discussed.

To Study the Influence of Injection Timing, Injector Opening Pressure and Blend Percentage on Engine Performance and Emissions by the Integration of Taguchi and RSM for an Engine Fuelled with CAOME

Carbon neutral fuels must have a control over global warming. Even through passenger vehicle can be replaced with electrical and hybrid vehicles, but it is extremely difficult to replace goods transport vehicles which uses hydrocarbon fuels. Biofuels are one that can be obtained from various feedstock’s including grains and green matter with high starch and sugar content such as corn, sugar cane and sugar beets. The castor oil methyl esters, which is non-edible in nature fulfils the requirement of fuel for internal combustion engine. The conventional experimental scheme needs more time for optimization and substantial number of experiments need to perform as it is possible to vary a single operating variable at a time and is expensive. Mathematical models of Taguchi method using design of experiments (DOE) give superior results. By using DOE, Taguchi L9 orthogonal array is considered. Analysis of variance (ANOVA), The Regression Equation and signal-to-noise (S/N) ratio are obtained to predict the best parameters and to evaluate the influence of significant conditions on performance, emission and combustion characteristics. The mathematical model obtained by integration of Taguchi method and RSM is successfully validated with accuracy of 95%.

Experimental Investigations on Dual-Fuel Engine Fueled with Tertiary Renewable Fuel Combinations of Biodiesel and Producer—Hydrogen Gas Using Response Surface Methodology

The effects of producer gas (PG), hydrogen (H2), and neem oil methyl ester-blended fuel (NeOME B20) flow rate optimization on dual fuel (DF) engine performance were examined in the current work. PG and H2 were used as primary fuels, while NeOME B20 was used as a secondary pilot fuel in the DF engine. The DF engine’s performance and pollution levels were optimized using response surface methodology (RSM) and the results were compared with experimental values. The full factorial design (FFD) has been used to minimize the number of experiments. The design of experiments (DOEs) with an experimental design matrix of 27 distinct combinations were taken into consideration. The primary goal of the effort is to optimize different fuel flow rates for better brake thermal efficiency (BTE) and lower tail pipe exhaust pollutants. The developed RSM model is validated with experimental results for the selected fuel flow rates using a desirability approach. Experiments were carried out at a constant speed of 1500 rpm, compression ratio (CR) of 17.5, injector opening pressure (IOP) 240 bar, six-hole nozzle with 0.2 mm diameter, and injection timing (IT) of 27° before top dead center (bTDC). The flow rates of NeOME B20, PG, and H2 varied from 0.4 to 0.8 kg/h, 7 to 9 kg/h, and 0.029 to 0.059 kg/h, respectively. Optimum flow rates for NeOME B20, PG, and H2 were found to be 0.8, 7, and 0.044, kg/h respectively for the maximized break thermal efficiency (BTE) and reduced exhaust emission levels. However, a marginal increase in NOx was noticed. In addition, the delay period and combustion duration were reduced, and the cylinder pressure (CP) and heat release rate (HRR) were increased for the optimal condition with a desirability of 0.998. Overall, DF operation with selected fuel combinations was found to be smooth and satisfactory.

Investigations on exhaust emissions of aninsulated diesel engine with alternative fuels

In the context of depletion of fossil fuels, ever increase of pollution levels with fossil fuels and escalating prices of crude petroleum in International market, the search for alternative fuels has become pertinent. Alcohols (ethanol, methanol and butanol) and vegetable oils are important substitutes for diesel fuel. Alcohols renewable in nature, have low C/H (C=Number of carbon atoms and H=Number of hydrogen atoms in fuel composition and highly volatile. Butanol has higher calorific value than ethanol and methanol. Vegetable oils comparable cetane number and energy content when compared to diesel fuel. However, the drawbacks of vegetable oils (high viscosity and low volatility) and alcohols (low cetane number and low energy content) to be used as fuels in diesel engine call for semi adiabatic diesel engine (SADE) with its significance characteristics of higher operating temperature, maximum heat release, high brake thermal efficiency and ability to handle the low calorific value fuel.Exhaust emissions from diesel engine cause severe health hazards once they are inhaled in. They also cause environmental disorders. Hence control of these emissions is immediate step and urgent. In order to take advantages from both vegetable oils and alcohols, it is proposed to use the vegetable oil along with carbureted butanol in semi adiabatic diesel engine. Butanol was inducted into the engine through a variable jet carburetor, installed at the inlet manifold of the engine at different percentages of crude vegetable oil at full load operation on mass basis. Crude vegetable oil was injected at near end of compression stroke in conventional manner. Exhaust emissions were determined with semi adiabatic engine consisting of air gap (3 mm) insulated piston with superni (an alloy of nickel) crown, air gap (3 mm) insulated liner with superni insert and ceramic coated cylinder head with mixture of carbureted butanol and crude vegetable oil with varied injector opening pressure and injection timing. Comparative studies were made with data of conventional engine (CE) with maximum induction of Butanol at similar operating conditions. Aldehydes were measured by wet method. The maximum induction of butanol was 60% at recommended injection timing of 27obTDC (before top dead center), while it was 55% at optimum injection timing of 29obTDC.

Hydrogen and dual fuel mode performing in engine with different combustion chamber shapes: Modelling and analysis using RSM-ANN technique

This study investigates the impacts of hydrogen (H2) induction along with injected liquid honne biodiesel (BHO)/uppage biodiesel (BUO) as secondary pilot fuel in diesel engine. The effects of compression ratio (CR), hydrogen fuel flow rate (HFR) and different combustion chamber shapes in dual fuel (DF) mode were investigated. In the first phase of experiments, the effects of three different CR (15.5, 16.5, and 17.5) on engine efficacy and emission were presented. In the second phase, the effects of three HFR (0.1, 0.17, and 0.24 kg/h) on engine efficacy and emission, as well as the maximum possible HFR were reported. In the last phase, performance with different combustion chambers i.e., Hemispherical Combustion Chamber (HCC), Toroidal Reentrant Combustion Chamber (TRCC), and Toroidal Combustion Chamber (TCC) at maximum possible CR and HFR was highlighted. The study revealed that for knock free operation of the DF engine, the highest probable HFR was 0.24 kg/h at a CR of 17.5, fuel IT of 27obefore top dead center (bTDC) and injector opening pressure (IOP) of 250 bar. The toroidal re-entrant combustion chamber (TRCC) shape yielded 8%–12% better brake thermal efficiency (BTE) with lower emissions but 20–29% higher oxides of nitrogen (NOx) at 80% load in DF mode as contrasted to the single CI mode. Both peak pressure (PP) and heat release rate (HRR) were 12–15% higher. Response surface methodology (RSM) was used to design the experiments and to carry the optimization process. Artificial Neural Network (ANN) was used to forecast the performance and emission behaviors of the test engine. The findings demonstrated that RSM and ANN were excellent modelling techniques with good accuracy. In addition, ANN's prediction performance (R2 = 0.975 for BTE) was somewhat better than RSM's (R2 = 0.974 for BTE). Both the techniques were found to be successful in terms of agreement with experimental findings with ratios varying from 95% to 98% respectively. The prediction of BTE and NOx was also carried using different machine learning algorithms. It can be seen that R2 value for these models were slightly lower than ANN and RSM models indicating good predicting capability of ANN modelling.

OPTIMIZATION OF DIESEL ENGINE PERFORMANCE AND EMISSION CHARACTERISTICS EMPLOYING HYBRID TAGUCHI-GTMA-UTILITY TECHNIQUE

With the advent of employing bio-fuels along with the diesel in compression ignition engines the study of performance and emission characteristics have occupied the prominence, owing to diversified multi responses. As the limited information is available about the application of Taguchi based GTMA process to maximize the overall performance and emission characteristics of diesel engine, in the present work the investigation was carried out to maximize the overall utility by employing the Taguchi based GTMA process. By following the user preference rating, weights for the response characteristics namely brake thermal efficiency, brake specific fuel consumption, carbon monoxide and oxides of nitrogen were calculated using graph theory and matrix approach (GTMA). The parameter hydrogen induction played a major role to an extent of 78.62% while Injection opening pressure playing a minor role with a contribution of 7.06%. The optimal parameters condition was at mid-level of the governing parameters namely IOP, CR and volume of hydrogen inducted. The predicted results were within 95% of confidence interval of the optimal values. Therefore, the hydrogen inductance into the cylinder not only improving the performance but also minimizing the emission characteristics.

Effect of Injection Parameters on the Performance of Compression Ignition Engine Powered with Jamun Seed and Cashew Nutshell B20 Biodiesel Blends

Renewable fuels are alternative resources that find use in the power generation, agricultural, and transportation sectors. The sustainable utility of these renewable fuels mostly addresses the socio-economic issues of a country and reduces its dependency on fossil fuels. In addition, being environmentally friendly allows them to handle global warming more effectively. Two B20 fuel blends were produced using methyl esters of cashew nutshell and jamun seed oils to test the performance of the common rail direct injection engine. To improve the engine performance, injection parameters such as nozzle geometry, injection time, and injector opening pressure are used. Improved brake thermal efficiency and lower emissions of smoke, hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) were achieved with the help of advancing the injection timing, raising the injector opening pressure, and increasing the number of injector nozzle holes. In addition to reducing the ignition delay, extending the combustion duration, and increasing the peak pressure, the revised injection settings also boosted the heat release rates. At the maximum load, compared to CHNOB B20, JAMNSOB B20 showed a significant rise in the brake thermal efficiency (BTE) by 4.94% and a considerable decrease in smoke emissions (0.8%) with an increase in NOx (1.45%), by varying the injection timing, injection pressure, and nozzle geometry of the common rail direct injection (CRDI) engine.

Diagnostic Information Analysis of Quickly Changing Temperature of Exhaust Gas from Marine Diesel Engine Part I Single Factor Analysis

Abstract In this paper, attention was paid to the problem of low controllability of marine medium- and high-speed engines during operation, which significantly limits the parametric diagnosis. The measurement of quickly changing temperature of engine exhaust gas was proposed, the courses of which can be a source of diagnostic information. The F statistic of the Fisher-Snedecor distribution was chosen as a statistical tool. Laboratory tests were carried out on the bench of a Farymann Diesel engine. The tests consisted of introducing the real changes in the constructional structure of the considered functional systems of the engine. Three changed parameters for the structure were reviewed: the active cross-sectional area of the inlet air channel, injector opening pressure and compression ratio. Based on the recorded plots of the quick-changing temperatures of the exhaust gases, three diagnostic measures were defined and subjected to statistical tests. The following data were averaged over one cycle for a 4-stroke piston engine operation, (1) the peak-to-peak value of the exhaust gas temperature, (2) the specific enthalpy of the exhaust gas, and (3) the rate of increase and decrease in the values for the quick-changing exhaust gas temperature. In this paper will present results of the first stage of the elimination study: the one-factor statistical analysis (randomised complete plan). The next part will present the results of the second stage of studies: two-factor analysis (block randomised plan), where the significance of the effect of changing the values of the structure parameters on the diagnostic measures was analysed in the background of a variable engine load.

Hydroxy gas enriched diesel fuel investigations on homogenous charge compression ignition engine with change in injector opening pressure

Experiments were performed on a diesel engine with varying injector opening pressure (IOP) and fuel injection timing of 45° before top dead center. Hydroxy gas was mixed with incoming air at a constant flow rate of 200 ml/min. An increase in IOP improved brake power and brake thermal efficiency (BTE) by 8.42% and 7.03%, respectively. The addition of hydroxy gas improved brake-specific fuel consumption, brake power, and BTE was 7.10%, 3.2%, and 11.48%, respectively with increment in IOP. Carbon monoxide, hydro carbons, and smoke were reduced by 29.24%, 19.84%, and 32.27%, respectively due to hydroxy gas addition at elevated IOP.

Biodiesel Production Using Modified Direct Transesterification by Sequential Use of Acid-Base Catalysis and Performance Evaluation of Diesel Engine Using Various Blends

Biodiesel is a seemingly suitable alternative substitute for conventional fossil fuels to run a diesel engine. In the first part of the study, the production of biodiesel by modified direct transesterification (MDT) is reported. An enhancement in the biodiesel yield with a considerable reduction in reaction time with the MDT method was observed. The required duration for diesel and biodiesel blending was minimized including glycerol separation time from biodiesel in the MDT method. The development in the automotive sector mainly focuses on the design of an efficient, economical, and low emission greenhouse gas diesel engine. In the current experimental work Ceiba pentandra/Nigella sativa and diesel blends (CPB10 and NSB10) were used to run the diesel engine. A variety of approaches were implemented to improve the engine performance for these combinations of fuels. The fuel injector opening pressure (IOP) was set at 240 bar, the torriodal re-entrant combustion chamber (TRCC) having a six-hole injector with a 0.2 mm orifice diameter each, provided better brake thermal efficiency (BTE) with lower emissions compared with the hemispherical combustion chamber (HCC) and trapezoidal combustion chamber (TCC) for both CPB10 and NSB10. CPB10 showed better performance compared with NSB10. A maximum BTE of 29.1% and 28.6% were achieved with CPB10 and NSB10, respectively, at all optimized conditions. Diesel engine operation with CPB10 and NSB10 at 23° bTDC fuel injection timing, and 240 bar IOP with TRCC can yield better results, close to a diesel run engine at 23° bTDC fuel injection timing, and 205 bar IOP with HCC.

Validation of the soft-embalmed Thiel cadaver as a high-fidelity simulator of pressure during targeted nerve injection

IntroductionAlthough administration of regional anesthesia nerve blocks has increased during the COVID-19 pandemic, training opportunities in regional anesthesia have reduced. Simulation training may enhance skills, but simulators must be accurate...

Effect of injection parameters and producer gas derived from redgram stalk on the performance and emission characteristics of a diesel engine

The improvement in performance has been observed by changing the injector nozzle's geometry of the dual-fuel liquid–gas engine. The combined effect of injector parameters and producer gas (PG) derived from the redgram stalk on the performance and emission characteristics of a dual-fuel diesel/Honge Oil Methyl Ester (HOME)-PG operated CI engine has been studied. The injector nozzles with 4, 5, and 6 holes (diameter of 0.2, 0.25, and 0.3 mm) were analyzed. Diesel-PG operation with 4 holes, 0.25 mm diameter nozzle and HOME-PG operation with 6 holes, 0.25 mm diameter nozzle resulted in better performance and lower emissions. Diesel-PG operation has 4.5% higher BTE (brake thermal efficiency) with a 4 hole nozzle and 0.7% higher for a 0.25 mm diameter 6 holes nozzle than HOME-PG operation. The HOME-PG operation results showed that the with an injection opening pressure of 240 bar, 6-hole nozzle, and a diameter of 0.25 mm have an improved BTE of 5.8% with emission levels 15–30% lower than those of other geometries.

Reduction of NOx emissions by numerical optimization of the injection timing for a diesel naval engine

The influence of timing injection on NOx emissions is well known in the literature. If for new engines the requirements imposed by Annex 6 of MARPOL (the document limiting pollutant emissions to ships) are easy to meet, the problem of reducing NOx emissions for in-service engines is a difficult one. The only practical solutions in this situation are to change the injection advance and the injector opening pressure. Practically this is done on the test bench by making adjustments and measurements. This paper aims to analyze this problem using a simulation software developed by the author. The software used simulates the engine cycle without gas exchange processes with the aid of a multidimensional 2.5 D model, completed with phenomenological models for injection modeling. NOx emissions are calculated using a system of 10 equations based on the extended Zeldovich mechanism of which 4 are kinetic and 6 at equilibrium. Complex numerical simulations are presented for the most important operating modes of the chosen engine, performed for different injection timing. The results obtained are compared at the end with the experimental measurements performed on the test bench in order to evaluate the accuracy of the simulations performed and the practical utility of the results obtained to achieve the proposed objective.

Influence of IOP, IT and Nozzle Geometry on the Performance and Emission Characteristics of DI Diesel Engine Running on ROME

In the view to maintain ecological balance, downtrend in availability of petroleum-based fuels and stringent pollution norms have triggered to search for an alternate fuel for internal combustion engines. Present work is to study the influence of IT (Injection Timing), IOP (Injector opening pressure) and number of holes in nozzle on the performance and emission characteristics of diesel engine fueled by Rice bran Oil Methyl Esters (ROME) is reported. For a 5-hole nozzle, IOP at 240 bar obtained the highest brake power of about 28%. Gradual upturn of peak pressure was observed when the IOP was varied from 210 bar to 240 bar.

Influence of calophyllum inophyllum and Jojoba oil methyl ester blended with n-pentanol additive upon overall performance, combustion and emission characteristics of a TDI engine operated in natural aspirated mode

The present manuscript briefly elaborates the performance, combustion and emission behaviour of a turbocharged direct injection diesel engine operated in dual mode where calophyllum inophyllum and Jojoba oil methyl ester are the injected fuel while in second case the above said test fuel blends were mixed homogeneously with n-pentanol that acts as an additive during the experimentation. The main objective of using n-pentanol is its five straight chain carbon atoms that has better possibility of homogeneous blending with biodiesel blends due to its high cetane number, stability and density in contrast to other alcohol based additives helping in improving engine performance and diminished exhaust emissions. During the experimentation, engine parameters like compression ratio (17.5:1), injection timing (21°bTDC), injector opening pressure (220 bar), speed (1500 rpm) were kept constant. Results concluded CIME20–P20 blend to be reliable and potential alternative fuel to partially replace conventional diesel fuel. Considering performance and emission characteristics calophyllum inophyllum oil methyl ester and pentanol blend (CIME20–P20) depicts a higher brake specific fuel consumption of 3.41% while lower exhaust gas temperature and brake thermal efficiency of 13.46% and 1.18% in contrast to diesel fuel. Moving on to emission analysis, carbon dioxide, hydrocarbon, oxides of nitrogen and smoke opacity for CIME20–P20 were 57.02%, 59.37%, 17.39% and 41.53% lower than conventional diesel fuel. Hence, coming to the overall summary, CIME20–P20 depicts better performance and diminished exhaust emission thereby making it more potential to substitute the conventional fuel without any engine alteration for better environmental sustainability and energy security.

Experimental Investigation of the Effect of Fuel Injection Timing and Injector Opening Pressure on Performance and Emissions Characteristics of a Turbo-Charged Diesel Engine Under 8-mode Testing Cycle

For compression ignition (CI) engines, two of the fuel injection parameters affecting the engine’s performance and emissions formation, are fuel injection timing (FIT) and injector opening pressure (IOP). Other such parameters include the number of injections, rate of injection and injection pattern, etc. In the present study, a multi-cylinder, turbocharged, four-stroke, direct injection (DI) diesel engine was used to investigate the combined influence of FIT and IOP on performance and emissions characteristics. The experimentation was conducted for two IOPs (250 and 300 bar) with four FITs such as 20°, 23°, 26°, and 29° before top dead center (BTDC) at different engine speed and load conditions. To obtain the emissions characteristics, the engine was tested in accordance with the 8-mode steady-state cycle. Moreover, 250 bar and 23° BTDC were the original IOP and FIT, respectively. For all IOP conditions, in comparison to the results with the original FIT, the advancement or retardation in FIT provided the negative results in terms of brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC). Increasing the IOP from 250 to 300 bar, improved the performance parameters for retarded and original FITs (20° and 23° BTDC) and caused the deterioration in performance for advanced FITs. In terms of emissions characteristics, filter smoke number (FSN) and emissions of carbon monoxide (CO) and unburned hydrocarbon (UHC) decreased on advancing the FIT and increasing the IOP. On the other hand, oxides of nitrogen (NOx) and carbon dioxide (CO2) increased on advancing the FIT and increasing the IOP for all experimental conditions. The maximum improvement in the performance of the engine was observed at increased IOP with the original FIT. The original IOP with retarded FIT resulted in the minimum NOx and CO2 with a significant reduction in performance. Furthermore, improvement in performance and reduction in emissions were observed when the engine was operated at higher IOP and retarded FIT.

Study of diesel engine characteristics by adding nanosized zinc oxide and diethyl ether additives in Mahua biodiesel\u2013diesel fuel blend

This study deals with an experimental investigation to assess the characteristics of a modified common rail direct injection (CRDI) engine utilizing diesel, Mahua biodiesel, and their blends with synthesized zinc oxide (ZnO) nano additives. The physicochemical properties of diesel, diesel + 30 ppm ZnO nanoparticles (D10030), 20% Mahua biodiesel (MOME20), and Mahua biodiesel (20%) + 30 ppm ZnO nanoparticles (MOME2030) were measured in accordance to the American Society for Testing and Materials standards. The effects of modification of fuel injectors (FI) holes (7-hole FI) and toroidal reentrant combustion chamber (TRCC) piston bowl design on the performance of CRDI using different fuel blends were assessed. For injection timings (IT) and injection opening pressure (IOP) average increase in brake thermal efficiency for fuel blend D10030 and MOME2030 was 9.65% and 16.4%, and 8.83% and 5.06%, respectively. Also, for IT and IOP, the average reductions in brake specific fuel consumption, smoke, carbon monoxide, hydrocarbon and nitrogen oxide emissions for D10030 and MOME2030 were 10.9% and 7.7%, 18.2% and 8.6%, 12.6% and 11.5%, 8.74% and 13.1%, and 5.75% and 7.79%, respectively and 15.5% and 5.06%, 20.33% and 6.20%, 11.12% and 24.8%, 18.32% and 6.29%, and 1.79% and 6.89%, respectively for 7-hole fuel injector and TRCC. The cylinder pressure and heat release rate for D10030 and MOME2030 were enhanced by 6.8% and 17.1%, and 7.35% and 12.28%. The 7-hole fuel injector with the nano fuel blends at an injection timing and pressure of 10° btdc and 900 bar demonstrated the overall improvement of the engine characteristics due to the better air quality for fuel mixing. Similarly, the TRCC cylinder bowl geometry illustrated advanced ignition due to an improved swirl and turbulence. Also, the engine test results demonstrated that 30 ppm of ZnO nanoparticles in Mahua biodiesel (MOME2030) and diesel (D10030) with diethyl ether resulted overall enhancement of CRDI engine characteristics.

Experimental investigation to optimize fuel injection strategies and compression ratio on single cylinder DI diesel engine operated with FOME biodiesel

The present experimental investigation is devoted to optimize the nozzle geometry and compression ratio on single cylinder DI diesel engine fuelled with Fish Oil Methyl Ester (FOME) biodiesel. The FOME biodiesel with 20%, 40%, 60% and 80% are blended with diesel. The experiments have been conducted at three compression ratios 16.5:1, 17.5:1 and 18.5:1 at 240 bar and 260 bar IOP (Injection Opening Pressure) with 3 holes and 4 holes fuel injectors having 0.20 mm and 0.25 mm orifice diameter respectively. And these results are compared with pure diesel. The experimental results showed that the biodiesel blends have slightly lesser brake thermal efficiency and reduced smoke emissions in contrast to pure diesel. The blend B40D60 gives better results in comparison to all other blends with respect to brake thermal efficiency (BTE) and smoke emissions at compression ratio (CR) 17.5:1 and 4 hole fuel injector having 0.25 mm diameter at 260 bar IOP. Hence this is the optimized blend operating condition for improved brake thermal efficiency (27.15%) of FOME biodiesel with reduced smoke (14.34 HSU) emissions.

Effect of Mix waste cooking-oil biodiesel on performance and exhaust emissions of a CRDI engine

In fast-moving world, energy crisis and waste disposal are increasing day by day. To overcome the energy crisis, it is crucial that we consume less energy. The world contains potential resources to meet the demand of energy apart from electricity, highest demand among all sources. Hence to gear up the use of alternative methods from the wastes into an alternate fuel. The transportation is playing a major role in economic growth and globalization, but cause air pollution in all medium. In regard to crisis, biodiesel production from locally available mix waste cooking oil, which can be an major alternative to production of biodiesel apart from food resources. The aim of this paper is to extract the biodiesel from mix waste cooking oil using conventional methods and study the performance of B20 biodiesel blends with respect to best fuel injection time (IT), Injection opening pressure (IOP) and number opening holes in injector using common rail direct injection engine (CRDI). The experimental studies showed that waste cooking oil methyl ester (WCOME) at 27 deg before top dead centre and IOP 240 bar, B20 blend gives better results and 5 holes 0.3 mm injector nozzle give 31.7% Brake thermal efficiency, 37 HSU smoke, 37 ppm Hydrocarbon, 0.115% carbon monoxide of volume and reduce in 2% of nitrogen dioxide without any modification of engine.