international journal of pure and applied …temperature (asnida yanti ani et.al ; chao -yi wei et...

Performance and emission characteristics of turbocharged VCR engine using rice bran oil and

its blends

S.Pasupathy raju*1, Dr.T.Mohan raj2

1,2Senior Assistant Professors

School of Mechanical engineering, SASTRA University, Thanjavur.

Abstract

In future, being petroleum reserves are going to be exhausted. Hence it is essential to concentrate on from

biodiesel production through vegetable oil. Biodiesel is an alternative fuel especially for diesel engine. Even

though rice bran oil is edible oil, its suitability as a fuel in diesel engine was proved beneficial over performance

and emissions characteristics. Rice bran oil is prepared from raw vegetable oil both by esterification and

transesterification processes. An experiment was conducted to obtain the operating and emission characteristics

of the single cylinder variable compression ratio (VCR) engine run by rice bran oil blend for different compression

ratios (18:1,17:1, and 16:1) without turbocharger. The results include brake thermal efficiency, volumetric

efficiency, specific fuel consumption and emission parameters CO, CO2, HC and NOx were measured. The same

experiments were repeated after installing a turbocharger with the engine. The performance and emission

characteristics were analyzed for B10 and B20 blends with the effect of turbocharger and also compared with

diesel alone as fuel. *corresponding author

Key words: Biodiesel blends, VCR engine, turbocharger, performance, emission.

1. Introduction

With the ever increasing population and continuously decreasing amount of fossil fuels the burden on the

fuel commodity is growing steadily. In this modern day scenario we cannot imagine a life without automobiles.

We all know that fuel is a vital entity of automobiles and the source of fuel production is from fossil fuels. The

fossil fuels are formed from very slow reactions such as anaerobic decomposition of dead organisms buried under

the ground and it takes millions of years for such reactions to complete. Since the rate of consumption of fuel is

very high compared to the fossil fuel formation rate they are considered to be non-renewable sources of energy

and the possibility of us running out of fossil fuel supplies is inevitable. Such a situation demands us to use the

available fuel effectively and pushes our focus to the field of alternative fuels. Though there are many options for

alternative fuels one of the best suggestions is the usage of performance decreases in the long term and it can

lead to deposits in the vital engine parts which results in poor combustion.

Biodiesel is the mono-alkyl esters of long-chain fatty acids derived from vegetable oils (rice bran oil, palm oil,

Rice bran oil, soybean, pungam oil, etc.) as well as animal fats. Biodiesel synthesized from the triglycerides in

vegetable oils by transesterfication reaction with alcohol. In this reaction, the oil reacts with an alcohol in a

number of consecutive, reversible steps to form esters and glycerol. As a source of energy, biodiesel had shown

quite a promise remark by its properties that are similar and sometimes exceeding the conventional types of fuels

available in the market nowadays. Increase in seed-to methanol ratio (within 40) can enhance biodiesel yield due

International Journal of Pure and Applied MathematicsVolume 119 No. 12 2018, 1-14ISSN: 1314-3395 (on-line version)url: http://www.ijpam.euSpecial Issue ijpam.eu

1

to higher contact area between methanol and triglycerides (Shyam Pandey et al., 2012). Smoke and NOX

emissions are found less for all oxygenated fuel blends when compared to diesel fuels in the entire range of loads

(Maher M Abou Al-Sood et al., 2012). The observations reveal that the test fuel blends are physically and

thermally stable up to 17 days at room temperature. The physio-chemical properties of the all blends show good

resemblance with that of diesel, except for flash point (Balaji vignesh et al., 2012). In case where supercritical

alcohol was used, it was demonstrated that higher reaction rate was achieved in esterification than

transesterification. Another advantage of this process was that the free fatty acid changed completely into esters

(Manickam et al.). Studies indicate that varying the compression ratio to achieve minimum brake specific fuel

consumption and maximum brake torque for diesel engines should operate within maximum pressure and

temperature (Asnida Yanti Ani et.al; Chao-Yi Wei et al., 2012). It has been proved that the brake thermal

efficiency for biodiesel blend is higher than base line data of diesel and also there is considerable reduction in the

emission of hydrocarbon, CO, NOx & smoke when blends of bio diesel are operated with EGR technique

(Marchetti et al., 2005).. The CRDI engines with turbocharger run with biodiesel blends increases Break thermal

efficiency, HC and CO emissions slightly varies with different fuels and the NOx emissions increases at higher

loads. (Wang et al., 2010).

In general, literature studies indicates that the amount of soot deposits on the engine components has been

found to be on average 21% lesser for bio blended -fuelled engine as compared with diesel fuelled engine due to

better combustion. Bio blended-fuelled engine after 100 hours of engine operation, the wear was found to be

11% to 50% lesser than those of the diesel-fuelled engine due to additional lubricity. Tamanu oil has been used in

variable compression ratio engine without turbocharger resulting in increased volumetric efficiency, break

thermal efficiency and decrease in overall fuel consumption (Mohan raj et al., 2012). Recent developments in this

area includes enzymatic esterification process with rice bran oil being converted in to biodiesel lowering the acid

values and various beneficial health effects.( Choi et al., 2015). The engine running on an LPG fuel system

delivered a substantial improvement in power and torque in a high-load condition. Conversion of the engine

using LPG as fuel showed an average reduction of CO and HC exhaust gas emissions in comparison to the original

fuel (Syed yousufuddin et al., 2008). In light of the above, the present study was carried out to analyze the

performance and emission characteristics of a single cylinder VCR diesel engine using rice bran oil as biodiesel.

The B-10 and B-20 blends were used for testing. The comparisons were carried out with diesel alone as a fuel.

The observations were recorded and investigated and also the effect of installing a turbocharger on the engine

was analyzed for those parameters.

2. Experimental set up:

The single cylinder water cooled engine was used for analysis of biodiesel with turbocharger. It is coupled

with eddy current dynamometer through flywheel of the engine. This is to vary the load in the multiples of 2kgs.

Various inputs that are to be entered to the computer are done through an interface called data acquisition

system (DAQ) from the dynamometer set up. Exhaust gas analyzer is attached to the silencer to note the

emissions that are coming out from it. The various compression ratios can be obtained by manual adjustments in

engine. The engine was started by using diesel alone and then with bio blended fuel (B-10 and B-20) without

turbocharger to measure the performance and emission characteristics. Then fitted with turbocharger to

measure the same parameters.

International Journal of Pure and Applied Mathematics Special Issue

2

Fig.1 Experimental set up

CI engine specifications: Table-1

Sl.No: Specifications

1 Make Kirloskar

2 Type Single cylinder, 4 stroke diesel, water cooled

3 Power 3.5 kW at 1500 rpm, stroke

4 Stroke 110 mm

5 Bore 87.5 mm

6 Cubic capacity 661 C.C

7 Compression ratio 14 to18:1

8 Dynamometer type Eddy current, water cooled, with loading unit.

9 Turbocharger specification TEL 5435 101 4866-4 C5

3. Experimental procedure: The tests were conducted at the rated speed of 1500 rpm. In every test, exhaust gas emissions such as

carbon monoxide (CO), hydrocarbon (HC), nitrogen oxides (NOx), carbon dioxide (CO2) were measured from

exhaust gas analyser. From the initial measurement Brake thermal efficiency (BTh.Eff.), Specific fuel consumption

(SFC), Volumetric efficiency(Vol.Eff) with respect to compression ratio 16, 17, 18:1 for B-10 and B-20 blends

(diesel with the rice bran oil) were measured and recorded. The performance characteristics and exhaust

emission levels are also processed and stored in personal computer (PC) for further processing of results.

4. Properties of fuel tested: The properties of diesel and biodiesel were tested and tabulated. Table: 2

Fuel Density kg/m3

Viscosity(Cst.) Calorific value(kJ/kg)

Flash point in 0C

Fire point in 0C

Diesel 800 3.78 45800 69 192

Rice bran oil

1152 5.92 42655 82 263


3

The properties were tested for the prepared biodiesel using Pensky-Marten apparatus for flash and fire points

and the red wood viscometer was used for testing viscosity. The calorific value was tested with bomb calorimeter.

5. Abbreviations: Table: 3

D Diesel alone

DT Diesel with turbocharger

B-10 Blend of 90% diesel and 10% of rice bran oil

B-10T Blend of 90% diesel and 10% of rice bran oil

With turbocharger

B-20 Blend of 80% diesel and 20% of rice bran oil

B-20T Blend of 80% diesel and 20% of rice bran oil

With turbocharger

6. Results and discussions:

The results obtained were analyzed and discussed here in terms of performance and emission

characteristics of the diesel engine run with diesel and biodiesel blended fuel with and without turbocharger

are presented.

6.1 Performance characteristics:

6.1.1 Brake thermal efficiency:

The brake thermal efficiency was observed as increasing with load for all the blends (B10,B20) including

diesel. This is obvious that this increase is due to load and the operating temperature of the engine. But when

comparing with the different compression ratios, higher values are observed for 18:1 compression ratio than

others and having incremental increase from 16:1,17:1and 18:1ratios(Fig.2,Fig.3,Fig.4).With increase in load the

brake thermal efficiency varies in such a way that it is more without turbocharger and less when operated with

turbocharger.In all cases it is higher for diesel alone as a fuel since it has higher calorific value than blends. In

particular the increase in blend proportions reduces the brake thermal efficiency.Similar trend is observed for

all compression ratios since the increase in rice bran oil proportions increases density and become less volatile.

The). The observed values are low for B-20 with turbocharger due to higher viscosity of the blend and more air

induction when compared with B-10 and diesel alone.


4

Fig.2 (CR-16:1) Fig.3(CR-17:1)

Fig.4(CR-18:1)

6.1.2 Volumetric efficiency:

The volumetric efficiency gives clear understanding of the use of turbocharger. It is normally increases when

run with turbocharger for all the compression ratios. The effect of increasing the load reduces volumetric

efficiency.Here we have observed that the volumetric efficiency is more for B-20 and slightly less for B-10 and

very low for diesel alone with turbocharger for all compression ratios. For B-20 and B-10 the difference is less

when compared with turbocharger and when run with diesel alone.Without turbocharger there is significant

difference for all blends and diesel alone (Fig.5,Fig.6,Fig.7). The increase in compression ratio reduces

volumetric efficiency due the poor intake of air due to the elevated temperatures in combustion chamber. This

effect is also due to the increase in brake thermal efficiency which increases with load and compression

ratio.This reduction with less biodiesel proportions(B-10) due to reduction in density and viscosity of the blend

that can easily evoporates which lowers the volume of induction of air at inlet and very low for diesel alone as

0.0 0.5 1.0 1.5 2.0 2.5 3.0

0

5

10

15

20

25

30

35

Bth

Eff

.%

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

0

5

10

15

20

25

30

35

Bth

Ef.

%

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0

0

5

10

15

20

25

30

35

Bth

Eff

.%

Brake power in kW

D

DT

B10

B10T

B2O

B20T


5

fuel due to the reasons above. The increase in blend proportions increases volumetric efficiency that proves the

effective use of biodiesel.It is understood that volumetric efficiency is affected due to turbocharger and blend

proportions. Elevating the intake temperature can reduce volumetric efficiency in diesel engines. Likewise, boosting

intake pressure can increase volumetric efficiency.

Fig.5 (CR-16:1) Fig.6 (CR-17:1)

Fig.7 (CR-18:1)

6.1.3 Specific fuel consumption:

The results obtained for specific fuel consumption indicates that the SFC is getting reduced with

increasing the load for all compression ratios.The specific fuel consumption is more for B-20 with turbocharger

at low load when compare without turbocharger . Similar to B-20 the blend B-10 also have the same

characteristics but SFC is lower when compared with B-20.The SFC is lower for diesel alone than B-10 andB-20

without turbocharger and more with turbocharger when compare with diesel. But in the case of diesel alone as

a fuel the SFC is found to be very low without turbocharger when compared with turbocharger due to higher

evoporation rate and higher thermal efficiency.(Fig.8,Fig.9,Fig.10).This charecteristics with blends are due to

density difference as well as viscosity which is more for blends than diesel. The effect of running with

0.0 0.5 1.0 1.5 2.0 2.5 3.0

85

90

95

100

105

Vo

l E

ff %

Brake power inkW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0

85

90

95

100

105

Vo

l E

ff.%

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.080

85

90

95

100

105

Vo

l E

ff %

Brake power in kW

D

DT

B10

B10T

B20

B20T


6

turbocharger increases volumetric efficiency that increases specific fuel consumption. The SFC is lower for the

compression ratio of 18:1than 17:1 and low for 16:1 with increase in load due to higher power output.It is the

evidence from the fact that this is very low at operating at peak load conditions. Regarding the blends and

diesel alone we have noticed the similar charecteristics as discussed.

Fig.8 (CR-16:1) Fig.9 (CR-17:1)

Fig.10 (CR-18:1)

6.2 Emission charecteristics:

6.2.1 CO Emissions:

The carbon monoxide emissions are generated due to the non avaiability of oxygen during combustion, for

different compression ratios shows the distinct charecteristics that diesel emits more CO without turbocharger

when compared with turbocharger. The B-20 blend with turbocharger also has low CO and more without

turbocharger and comparatively less than B-10 blend and diesel. The reason is due to the mixture strength

which is suitable for complete combution which is more or less achived for B-10 and diesel.In the case of diesel

1.0 1.5 2.0 2.5 3.0

0.2

0.3

0.4

0.5

0.6

0.7

0.8

SF

C k

g/k

W-h

r

Brake power in kW

D

DT

B10

B10T

B20

B20T

1.0 1.5 2.0 2.5 3.0

0.3

0.4

0.5

0.6

0.7

0.8

SF

C k

g/k

W-h

r

Brake power in kW

D

DT

B10

B10T

B20

B20T

1.0 1.5 2.0 2.5 3.00.2

0.3

0.4

0.5

0.6

0.7

0.8

SF

C k

g/k

W-h

r

Brake power in kW

D

DT

B10

B10T

B20

B20T


7

alone as fuel the CO emission is more when compared with blends due to low oxygenation rates during

combustion. The biodiesel is an oxygenated fuel that improves combustion and deliveres low CO.The use of

turbocharger was found much useful with blends in reducing the CO when compared with diesel alone as a fuel.

Regarding the effect of compression ratio the variation of CO shows less with more compression ratio and

increase in load , that is due to the improved burning rate of fuel mixtures (Fig.11,Fig.12,Fig.13). and it is found

to be very low at peak loads for all the compression ratios.The 18:1 compression ratio performs better to

reduce the CO emissions with turbocharger.The emission was found reduced with increase in load in 18:1 when

compared with other ratios.

Fig.11(CR-16:1) Fig.12(CR-17:1)

Fig.13 (CR-18:1)

6.2.2 CO2 Emissions:

The Carbon dioxide emissions indicates the importance of using turbocharger that the emission is more with

turbocharger reasons being well known that the induction of more air enhance the combustion rate thus reduces

the CO which is toxic and increases the CO2 emission which is less toxic. The increase in load increases the CO2

emissions for all the compression ratios for B-10 andB-20 blend as well as diesel alone as a fuel in spite of the fact

0.0 0.5 1.0 1.5 2.0 2.5 3.0

0.02

0.03

0.04

0.05

0.06

0.07

0.08

CO

%

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.00.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

CO

%

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.00.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

CO

%

Brake power in kW

D

DT

B10

B10T

B20

B20T


8

that it mainly depending upon oxygen availability. It is found that the CO2 is more at peak loads even though the

mixture strength is high. The increase is due to rise in operating temperature with load which enhances

combustion with available oxygen. The turbocharger increases oxygen availability that is proportional to CO2.The

increase in compression ratios which gives lower to higher emissions from 16:1 to 18:1. At 18:1 ratio the CO2 is

very low at low loads and high at higher loads. (Fig.14,Fig.15,Fig.16). This is more with B-20 and reduces further

with B-10 and diesel alone as a fuel with turbochargers.

Fig.14 (CR-16:1) Fig.15 (CR-17:1)

Fig.16 (CR-18:1)

6.2.3 HC Emissions:

The hydrocarbon emissions are low with turbocharger for all compression ratios. The hydrocarbons are

increasing without turbocharger and decreasing with turbocharger with load and found significant reduction . For

all B-10,B-20 and diesel alone shows the same trend. When related to compression ratio the C-16 emits more HC

than 17:1 and further decreasing for 18:1 due to change increase in combustion efficiency and mixture strength .

The blend B-20 with turbocharger emits less HC than B-10 and higher for diesel alone due to the engine operated

0.0 0.5 1.0 1.5 2.0 2.5 3.0

1

2

3

4

5

6

CO

2 %

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0

1

2

3

4

5

6

CO

2 %

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0

1

2

3

4

5

6

7

CO

2 %

Brake power in kW

D

DT

B10

B10T

B20

B20T


9

with lean mixture that improves evoporation rate. The rate of HC is more for B-20 and slightly less for B-10 due to

increase in viscosity and poor volatility. But at low load since the oxygen availability is more and engine operating

temperature is also low which is not enough for complete combustion that generates more HC.

(Fig.17,Fig.18,Fig.19) The reason is that at low load the mixture is diluted with turbocharger even for B-20 when

compared with B-10 and diesel alone . The 18:1 releases less HC emissions which is desirable with B-20 blend run

with turbocharger and diesel gives optimum results.

Fig.17 (CR-16:1) Fig.18 (CR-17:1)

Fig.19 (CR-18:1)

6.2.4 Oxides of nitrogen:

The nitric oxide emissions are the by products of combustion at higher temperature. This increases with

increasing in load as well as compression ratio due to higher operating temperature levels .The emissions are

more for B-20 when compared with B-10 and diesel alone.The temperature rises with increasing blend

proportions due to increase in delay period and poor evoporation rate that increases the overall temperatures .

The engine running with turbocharger reduces thermal efficiency leads to reduction in peak temperatures in the

0.0 0.5 1.0 1.5 2.0 2.5 3.0

12

14

16

18

20

22

24

HC

ppm

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.0

12

14

16

18

20

22

24

26

HC

pp

m

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.012

14

16

18

20

22

24

26

28

HC

ppm

Brake power in kW

D

DT

B10

B10T

B20

B20T


10

combustion tmperature.The brake thermal efficiency increases with load for increasing in compression

ratio(Fig.2,Fig.3,Fig.4). The same trend is observed in NOx emissions as it is proportional to the temperature. The

18:1 ratio emits more NOx and it is low for 17:1 and 16:1 also which is desirable and gives optimum results for B-

10 with slight difference with diesel. (Fig.20,Fig.21,Fig.22) The blend proportions does not change the NOx

emissions significantly and found little variations only.

Fig.20 (CR-16: 1) Fig.21 (CR-17:1)

Fig.22 (CR-18:1)

7. Conclusions:

The observed results indicates that the turbocharger in a single cylinder VCR engine has a considerable

influence in performance and emissions. There is significant increase in volumetric efficiency with turbocharger

and have slight impact on thermal efficiency. The performance was better for 18:1 when compared with other

compression ratios. The increasing in compression ratio increases NOx and CO2 and reduces CO and HC emissions

without turbocharger.This can be compensated by using a turbocharger that reduces the NOx, HC and CO

emissions . The effect of biodiesel blends that indicates the NOx emission is more for B-20 blend as well as HC and

0.0 0.5 1.0 1.5 2.0 2.5 3.00

20

40

60

80

100120

140

160

180

200

220

NO

x p

pm

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.00

20

40

60

80

100120

140

160

180

200

220

NO

x p

pm

Brake power in kW

D

DT

B10

B10T

B20

B20T

0.0 0.5 1.0 1.5 2.0 2.5 3.00

20406080

100120140160180200220

NO

x p

pm

Brake power in kW

D

DT

B10

B10T

B20

B20T


11

optimum CO2 emissions but low CO emissions. The performance shows that for B-20 with turbocharger the

thermal efficiency is low compared with diesel but SFC is more. In the case of B-10 the brake thermal efficiency is

low when compared with B-20 . The variation of volumetric efficiency is found negligible with B20 and SFC are

lower when compared with B-20 and diesel. For B-10, regarding emissions NOx,HC ,CO2 is lower and slightly

higher CO emissions without turbocharger when compared with B20 and diesel. The turbocharger reduces overall

emissions . The reduction in thermal efficiency because of using turbocharger should be compromised when we

compare with other aspects of performance and emissions.Thus it is concluded that the VCR engine with 18:1

compression ratio run with B-10 blend with turbocharger is found to be optimum in performance and emissions.

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