INTERNATIONAL JOURNAL OF MECHANICAL ... AND...DIESEL ENGINE WITH PREHEATED CHICKEN FAT BIODIESEL K...

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –

6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 3, May - June (2013) © IAEME

177

PERFORMANCE AND EMISSION CHARACTERISTICS OF DI-CI

DIESEL ENGINE WITH PREHEATED CHICKEN FAT BIODIESEL

K Srinivasa Rao1, Dr. A Ramakrishna

2, P V Rao

3

1Assoc.Prof, Mechanical Engineering, Sai Spurthi Institute of Technology, Sathupally, India,

507303 2Professor, Mechanical Engineering, Andhra University college of Engineering,

Visakhapatnam, India, 530003 3Assoc.Prof, Mechanical Engineering, Andhra University college of Engineering,

Visakhapatnam, India, 530003

ABSTRACT

The fat oils and their methyl esters are becoming popular because of their minimum

environmental impact. Viscosity of the fat oil is considered as constrain for its use as

alternative fuel for IC engines. The viscosity of the fat oil is reduced by preheating and

Transesterification process. Preheated chicken fat biodiesel (Methyl Ester) is used in this

study.The objective of the present study is to investigate the effect of preheated chicken fat

biodiesel on performance, combustion and emission characteristics of a direct injection

compression ignition (DI-CI) engine. Experiments are conducted on single cylinder, constant

speed, stationary, water cooled naturally aspirated, DI-CI engine with preheated chicken fat

biodiesel and all engine characteristics are investigated. The results of engine characteristics

with Preheated Chicken Fat Biodiesel (CFBDPH) were compared with Chicken Fat Biodiesel

(CFBD) without preheating and standard baseline Petroleum Diesel (PD). A remarkable

improvement in the performance of the engine is noticed with preheating, as the viscosity of

the oil is reduced. Significant reduction in the exhaust gas temperature CO and HC emission

are also noticed. Results show that the preheated CFBD (CBDPH) can be used as an

alternative fuel without any engine modifications.

Keywords: Compression Ignition Engine, Chicken fat biodiesel, Preheating, Performance,

Combustion and Emission.

INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING

AND TECHNOLOGY (IJMET)

ISSN 0976 – 6340 (Print)

ISSN 0976 – 6359 (Online)

Volume 4, Issue 3, May - June (2013), pp. 177-190

© IAEME: www.iaeme.com/ijmet.asp Journal Impact Factor (2013): 5.7731 (Calculated by GISI) www.jifactor.com

IJMET

© I A E M E



178

INTRODUCTION

The scarce and rapid depletion of conventional petroleum resources, growing concern

about the environmental pollution and increase in oil price have promoted research for

alternative fuels for internal combustion engines. Biodiesel which can be produced from

vegetable oil and animal fat is an alternative fuel for diesel engines. Bio diesel is non toxic,

bio degradable and environmentally friendly fuel. Biodiesel contains very low sulfur and

greenhouse gases compared to diesel. The major components of fats are triglycerides which

compose above 90% of total mass [1]. Transesterfication is a chemical process of reacting

triglycerides with alcohol in presence of a catalyst. Alcohols such as Methanol, Ethanol or

Butanol can be used in Transesterfication [2]. The most preferred alcohol used in biodiesel

production is methanol. The commonly used catalyst is KOH for production of biodiesel.

Grabosk et. al [7], K Srinivasa Rao et. al[15] and Mondal. P et. al [22] studied usage

of fat and vegetable oils in C.I Engines. Many researchers have investigated availability of

animal fats [6,9]and waste oils [5,12,13] for biodiesel production. Chicken fat is a low cost

feed stock for biodiesel production compared to high grade vegetable oils. Schulte [3]

investigated optimum reaction parameters for biodiesel production from chicken fat. K

Srinivasa Rao et. al [8], Guru M et. al [10] and Jagadale S.S [14] investigated Engine

characteristics with chicken fat oil. Godiganur et. al [11] studied Engine performance and

emission characteristics with fish oil, Marshal, W.F [4] investigated Cummins L 10 Engine

emission and performance with Tallow methyl ester. The higher viscosity values of fat oils

and their esters are the main limitation to use in compression ignition engine. Heating of

these oils greatly reduces the viscosity and hence to overcome the high viscosity problem, the

preheated oils can be used for engines. Many researchers have investigated effect of

preheated Jatropha [16, 18, and 25], Palm oil [17], Rape seed oil [19], Cotton seed oil [20,

24], Corn biodiesel [21], karanja [23], coconut [26], sunflower [28] and pongamia [30] on

diesel engine performance and emission characteristics. M. Senthil Kumaret. al [27] studied

preheated animal fat as fuel in C.I engine. Preheated CFBD(CFBDPH) is used for present

work. Preheating of CFBD is done with thermostat controlled water bath heating of fuel

before admission into engine cylinder.

The objective of present work is to investigate the performance, combustion and

emission characteristics of single cylinder, water cooled, constant speed (1500 rpm), naturally

aspirated, stationary, direct injection compression ignition(DI-CI) engine fueled with

preheated (50OC) chicken fat biodiesel (CFBDPH) and results were compared with CFBD

without preheating and standard baseline petroleum diesel (PD).

MATERIAL AND METHODS

The fat oil obtained from waste chicken fat was used in present investigation. This

waste chicken fat oil was filtered to remove impurities. This oil was converted into chicken

fat biodiesel (CFBD) using transesterfication process. Petroleum diesel (PD) fuel was used as

baseline fuel for comparison. The fuels were characterized by determining their density,

viscosity, flash point, fire point and calorific value. The properties of petroleum diesel,

chicken fat biodiesel (CFBD) and ASTM standard specification [29] for biodiesel are

presented in table 1. The viscosity was determined at different temperatures to find the effect

of temperature on viscosity of CFBD. The high viscosity of CFBD may be due to its high



179

molecular weight compared to diesel. The variation of viscosity of PD and CFBD with

temperature is shown in Fig.1.

Table.1 Properties of fuels

Property Unit PD CFME ASTM Standards

Density g/cc 0.831 0.862 0.87-0.89

Kinematic Viscosity at 40oc cSt 2.58 4.93 1.9-6.0

Flash Point oc 50 160 130 min

Fire Point oc 56 - -

Calorific value kJ/kg 42500 40170 37500

Cetane number - 48 - 48-70

Acid value mg KOH/g - 0.41 0.5 max

Iodine value g Iodine/100 g 38 74 120 max

Fig.1 Variation of viscosity of fuel with temperature

The properties of CFBD fuel are similar to PD. The viscosity of CFBD at 50OC is

almost nearer to viscosity of PD at 30O

(room temperature). Hence CFBD preheated to

50OC(CFBDPH) can be used in diesel engine without any modification to obtain almost

similar characteristics as PD and used as alternative fuel.

EXPERIMENTAL SETUP AND PROCEDURE

The experimental setup used in the investigation is shown in Fig. 2. It consist of a

single cylinder 4-S, DI-CI engine, an eddy current dynamometer to measure the brake power

or load torque, data acquisitation system, display panel, computer, pressure and temperature

sensors and exhaust gas analyzer to measure CO, HC and NOX emissions. The detailed

specifications of engine and exhaust gas analyzer are described in table 2. The cooling water

flow rate and temperature is maintained constant throughout the test. The engine was tested

with chicken fat biodiesel (CFBD), preheated CFBD (CFBDPH) and baseline petroleum

diesel (PD) to investigate performance, combustion and emission characteristics. The engine

was allowed to warm up until all temperature reaches steady state in each test. Engine was

maintained at constant speed of 1500rpm by adjusting the fuel injection pump control rack.

To vary the engine load and measure brake power, an eddy current dynamometer was used.

1

2

3

4

5

6

25 30 35 40 45 50

Vis

cosi

ty i

n c

St

Temperature in oc

PD

CFBD

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976

6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 3, May

All observations were taken in four steps at

and 100% (3.72 kW) of full load on the engine. “Lab View”

Bangalore, India was used to record heat release rate, cylinder pressure and all parameters

necessary for analysis. The results of the engine Performance, Combustion and Emission

characteristics were investigated and presented

Table.2 Engine and Exhaust Gas Analyzer Specifications

Manufacture

Engine

Admission of air

Bore

Stroke

Compression ratio

Max power

Rated speed

Dynamometer

Method of cooling

Type of starting

Governor

Type of Pressure sensor

Pressure sensor resolution

Crank angle sensor resolution

Exhaust Gas Analyser make:INDUS

Range

NO 0-5000 ppm

HC 0-15000 ppm

CO 0-15.0%

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976

6359(Online) Volume 4, Issue 3, May - June (2013) © IAEME

180

All observations were taken in four steps at 25% (0.93 kW), 50% (1.86 kW), 75%

(3.72 kW) of full load on the engine. “Lab View” software supplied by



characteristics were investigated and presented in the fallowing section.

Fig. 2 Experimental set up

Engine and Exhaust Gas Analyzer Specifications

Engine

Kirloskar Oil Engine

Single Cylinder Direct Injection Compression Ignition

Naturally aspirated

80 mm

110 mm

16.5:1

3.72 kW

1500 rpm

Eddy Current Dynamometer

Water cooled

Manual cranking

Mechanical governing (centrifugal type)

Piezo electric type

0.1 bar for cylinder pressure,1.0 bar for injection pressure

1 degree

Exhaust Gas Analyser make:INDUS

Resolution

1 ppm

15000 ppm 1 ppm

0.01%


June (2013) © IAEME

75% (2.79 kW)

software supplied by Tech-Ed



Single Cylinder Direct Injection Compression Ignition

bar for cylinder pressure,1.0 bar for injection pressure



181

RESULTS AND DISCUSSIONS

Performance characteristics Fuel Consumption (FC), Brake Specific Energy

Consumption (BSEC), Brake Thermal Efficiency (BTE), Combustion characteristics cylinder

pressure variation, heat release rate, cylinder peak pressure. Exhaust Gas Temperature (EGT),

mass fraction burned and Emission characteristics Carbonmonoxide (CO), un burnt Hydro

carbon (HC), Oxides of nitrogen (NOX) of the test engine were investigated and results were

discussed as fallows.

Performance Analysis

1. Fuel Consumption (FC)

The variation fuel consumption with engine load is shown in Fig. 3. FC of CFBD is

more than that of diesel for all loads, but preheated CFBD (CFBDPH) FC is less than CFBD

with no pre heating. At full load the FC of PD, CFBD and CFBDPH are 0.93, 1.07 and 1.01

kg/hr respectively. The behavior of more fuel consumption of CFBD was due to less

percentage of Hydro carbons and lower calorific value than PD. It is also observed that the

fuel consumption decreases with preheating of biodiesel and the reason may be improved

combustion caused by increased volatility property and spray characteristics. Fig. 4 Shows

the Brake Specific Fuel Consumption (BSFC) of all fuels with engine load. BSFC decreases

with engine load for all fuels. At full load BSFC of CFBD is higher than PD, but it is slightly

lowered with preheating. This is mainly due to reduced viscosity and improved spray

characteristics of preheated CFBD (CFBDPH).

Fig.3 Variation of fuel consumption with engine load

0.4

0.5

0.6

0.7

0.8

0.9

1

1.1

0.93 1.86 2.79 3.72

Fu

el

Co

nsu

mp

tio

n(k

g/h

r)

Engine Load (kW)

PD

CFBD

CFBDPH



182

Fig. 4 Variation of brake specific fuel consumption with engine load

2. Brake Specific Energy Consumption (BSEC)

The BSEC is the input fuel energy requirement to develop unit brake power output. The

variation of BSEC with engine load is shown in Fig. 5. From this it is observed that BSEC of

CFBD is higher than that of PD at all engine loads. The reason for higher value of BSEC for

CFBD is due to its lower calorific value and higher kinematic viscosity. The results also show

that BSEC decreases with preheated CFBD (CFBDPH) due to higher rate of evaporation and

effective combustion. The lowest BSEC for PD, CFBD and CFBDPH are recorded as 10625,

11564 and 10926 kJ/kWhr respectively at full load.

Fig. 5 Variation of brake specific energy consumption with engine load

3. Brake Thermal Efficiency (BTE):

Fig.6 shows the variation of Brake thermal efficiency of the engine with load. The

BTE increases as the load on engine increases for both fuels. At full load, the BTE for PD,

CFBD and CFBDPH are 33.85%, 31.12% and 32.94% respectively. The BTE of CFBDPH is

closer to PD and the reason is due to increased evaporation of fuel with preheating.

10000

15000

20000

25000

30000

0.93 1.86 2.79 3.72

BS

EC

(k

J/k

W h

r)

Engine load (kW)

PD

CFBD

CFBDPH

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.93 1.86 2.79 3.72

BS

FC(k

g/k

w h

r)

Engine Load(kW)

PD

CFBD

CFBDPH



183

Fig. 6 Variation of brake thermal efficiency with engine load

Combustion Analysis

1. Cylinder Pressure

The variation of cylinder pressure with crank angle for complete cycle at 2.79 kW

power output for all fuels is shown in Fig. 7. Fig. 8 Shows rise of pressure during combustion

process near to TDC i.e.. 350O-450

O crank angle at 2.79 kW power output. The peak pressure

of CFBD is slightly greater than PD and peak pressure is decreased with preheating. The peak

pressure is observed at 377O, 367

O and 375

O crank angle for PD, CFBD and CFBDPH

respectively. CFBD and CFBDPH records slightly advanced pressure rise curves compared to

PD.

Fig. 7 Variation of cylinder pressure with crank angle at 2.79 kW load

10

15

20

25

30

35

0.93 1.86 2.79 3.72

BT

E (

%)

Engine load (kW)

PD

CFBD

CFBDPH

0

10

20

30

40

50

60

70

0 100 200 300 400 500 600 700

cyli

nd

er

pre

ssu

re (

ba

r)

crank angle (degrees)

PD

CFBD

CFBDPH



184

Fig. 8 Variation of cylinder pressure near TDC with crank angle at 2.79 kW load

Fig. 9 shows the variation of cylinder peak pressure with engine load for both fuels.

Cylinder peak pressure increases with engine load. Highest peak pressures are observed at

full engine load for all fuels. Peak pressures are decreased with preheating for all loads. The

peak pressures of PD, CFBD and CFBDPH at 3.72 kW engine load are measured as 66.4,

66.9 and 66.3 bars respectively.

Fig. 9 Variation of cylinder peak pressure with engine load

2. Heat Release Rate

The rate of cooling water to be circulated for engine cooling depends on the rate of

heat release during combustion. The variation of heat release rate with respect to crank angle

at 2.79 kW engine power output for all fuel is shown in Fig.10. The cumulative heat release

rate at 2.79 kW power out is shown in Fig.11. The areas under this curve indicate the net heat

released during the combustion process.

0

10

20

30

40

50

60

70

350 360 370 380 390 400 410 420 430 440 450

cyli

nd

er

pre

ssu

re (

ba

r)

crank angle (degrees)

PD

CFBD

CFBDPH

58

60

62

64

66

0.93 1.86 2.79 3.72

Cy

lin

de

r p

ea

k p

ress

ure

(ba

r)

Engine load (kW)

PD

CFBD

CFBDPH



185

Fig. 10 Variation of heat release rate with crank angle at 2.79 kW load

Fig. 11 Variation of cumulative heat release rate with crank angle during combustion at 2.79

kW

3. Mass fraction burned

Fig. 12 shows that, for both fuels, mass fraction burned with crank angle during

combustion process. It is observed that higher burning rates are measured for PD compared

with CFBD and CFBDPH in the early stage of combustion process, i.e., slope of the mass

fraction curve is very high for the PD between the crank angle ranges from 361O to 367

O. The

preheated CFBD (CFBDPH) also recorded comparatively higher mass fraction burning rates

than CFBD. This may be mainly due to reduced viscosity and improved combustion with

preheating.

-50

-30

-10

10

30

50

350 370 390 410 430 450 470 490

He

at

rele

ase

ra

te(J

/OC

A)

Crank angle(degrees)

PD

CFBD

CFBDPH

-500

0

500

1000

1500

2000

2500

350 370 390 410 430 450 470

cum

mu

lati

ve

he

at

rele

ase

ra

te (

J/O

CA

)

crank angle(degrees)

PD

CFBD

CFBDPH



186

Fig. 12 Variation of mass fraction of fuel burned with crank angle at 2.79 kW load

4. Exhaust Gas Temperature

The variation of Exhaust Gas Temperature (EGT) of engine with respective engine

load of PD, CFBD and CFBDPH fuels is shown in fig. 13. EGT increases with engine load

for all fuels, but significant reduction in EGT is observed with CFBD and CFBDPH

compared with PD. CFBDPH records slightly higher EGT than CFBD at all loads, however

they are considerably lower than PD. This may be due to lower calorific value of CFBD than

PD.

Fig. 13 Variation of Exhaust Gas Temperature with engine load

0

0.2

0.4

0.6

0.8

1

350 360 370 380 390 400

ma

ss f

ract

ion

bu

rnt

Crank angle (degrees)

PD

CFBD

CFBDPH

150

200

250

300

350

400

0.93 1.86 2.79 3.72

EG

T (

OC

)

Engine load (kW)

PD

CFBD

CFBDPH



187

Emission Analysis

1. NOx Emission The NOX emissions of PD, CFBD and CFBDPH with engine load are shown in fig.

14. The results show that the increased engine load promoting NOX emission for all fuels.

The NOX emissions of CFBD are higher than PD at all engine loads. But NOX emissions are

greatly reduced with CFBDPH, which are very close to PD.

Fig. 14 Variation of NOX emissions with engine load

2. CO Emissions Fig. 15 shows, the increasing trend of Carbonmonoxide (CO) emission levels are

observed with engine load for both fuels. Trend of increasing CO is due to increase in

volumetric fuel consumption with the engine load. The CO emission percentage mainly

depends upon the physical and chemical properties of the fuel used. It is observed that, the

CO emissions of CFBD are less than that of the PD. The decrease in CO emissions for CFBD

is mainly due to presence of oxygen in the CFBD fuel. It also observed that the co emission

levels are further reduced for CFBDPH (preheated CFBD) and the reason is due to reduction

in viscosity, density and increase in evaporation due to preheating.

Fig. 15 Variation of CO emissions with engine load

200

250

300

350

400

450

500

0.93 1.86 2.79 3.72

NO

X (

pp

m)

Engine load (kW)

PD

CFBD

CFBDPH

0.05

0.1

0.15

0.2

0.25

0.93 1.86 2.79 3.72

CO

(%)

Engine load (kW)

PD

CFBD

CFBDPH



188

4. HC emissions The variation of HC emissions at different engine loads are given in the fig. 16. For

both the fuels HC emission decreases with increase in engine load. It is observed that the HC

emission levels of CFBD are less than that of PD at all engine loads. The lower HC emission

of CFBD compared with PD is mainly due to presence of more oxygen in the CFBD. Also it

is observed that the HC emissions are further reduced with preheated CFBD (CFBDPH).

This is due to improvement in spray pattern and atomization.

Fig. 16 Variation of HC emissions with engine load

CONCLUSIONS

∗ The performance of engine is increased, when the biodiesel is injected at diesel fuel

viscosity, i.e. performance is increased with preheating. Fuel consumption is

significantly decreased at full load by 5.5% with preheating (i.e. with CFBDPH).

∗ Improved fuel burning rates are observed with CFBDPH than CFBD.

∗ Considerably very low exhaust gas temperatures are obtained with CFBD and

CFBDPH compared to PD.

∗ The presence of oxygen in CFBD improves the combustion and hence lowers the CO

and HC emission. These emissions are further lowered and with preheated biodiesel

(CFBD PH).

∗ The increase of NOX emission is due to presence of oxygen in the CFBD compared to

PD. Decrease in premixed combustion and increase in diffused combustion is

observed with preheating. This leads to reduction in NOX emission by 18.6% at full

load for CFBDPH.

ACKNOWLEDGEMENTS

The Authors thank the management and principal of SaiSpurthi Institute of

Technology, Sathupally, India, 507303, for providing necessary experimental support.

20

25

30

35

40

45

50

55

60

65

70

0.93 1.86 2.79 3.72

HC

(pp

m)

Engine load (kW)

PD

CFBD

CFBDPH



189

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