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Renewable Energy 33 (2008) 17091715 www.elsevier.com/locate/renene

Technical Note

Performance characteristics of a low heat rejection diesel engine operating with biodiesel
Can Hasimoglua,, Murat Cinivizb, Ibrahim Ozserta, Yakup Ic ingurc, a c Adnan Parlak , M. Sahir Salman
Technical Education Faculty, Mechanical Education Department, Sakarya University, 54187 Esentepe-Sakarya, Turkey b Technical Education Faculty, Mechanical Education Department, Selcuk University, 42031 Konya, Turkey c Technical Education Faculty, Mechanical Education Department, Gazi University, 06503 Teknik Okullar-Ankara, Turkey Received 26 February 2007; accepted 15 August 2007 Available online 29 October 2007
a

Abstract Vegetable oils are a promising alternative among the different diesel fuel alternatives. However, the high viscosity, poor volatility and cold ow characteristics of vegetable oils can cause some problems such as injector coking, severe engine deposits, lter gumming, piston ring sticking and thickening of lubrication oil from long-term use in diesel engines. These problems can be eliminated or minimized by transesterication of the vegetable oils to form monoesters. These monoesters are known as biodiesel. The important advantages of biodiesel are lower exhaust gas emissions and its biodegradability and renewability compared with petroleum-based diesel fuel. Although the transesterication improves the fuel properties of vegetable oil, the viscosity and volatility of biodiesel are still worse than that of petroleum diesel fuel. The energy of the biodiesel can be released more efciently with the concept of low heat rejection (LHR) engine. The aim of this study is to apply LHR engine for improving engine performance when biodiesel is used as an alternative fuel. For this purpose, a turbocharged direct injection (DI) diesel engine was converted to a LHR engine and the effects of biodiesel (produced from sunower oil) usage in the LHR engine on its performance characteristics have been investigated experimentally. The results showed that specic fuel consumption and the brake thermal efciency were improved and exhaust gas temperature before the turbine inlet was increased for both fuels in the LHR engine. r 2007 Elsevier Ltd. All rights reserved.
Keywords: Low heat rejection engine; Thermal barrier coating; Biodiesel; Alternative fuel; Diesel engine

1. Introduction Diesel engines are widely used as power sources in medium and heavy-duty applications because of their lower fuel consumption and lower emissions of carbon monoxide (CO) and unburned hydrocarbons (HC) compared with gasoline engines. Rudolf Diesel, the inventor of the diesel engine, ran an engine on groundnut oil at the Paris Exposition of 1900. Since then, vegetable oils have been used as fuels when petroleum supplies were expensive or difcult to obtain. With the increased availability of petroleum in the 1940s, research into vegetable oils
Corresponding author. Tel.: +90 264 295 65 24; fax: +90 264 295 64 24. E-mail address: canhasim@sakarya.edu.tr (C. Hasimoglu). -

decreased. Since the oil crisis of the 1970s research interest has expanded in the area of alternative fuels [1,2]. The difculties associated with using raw vegetable oils in diesel engines identied in the literature are injector coking, severe engine deposits, lter gumming problems, piston ring sticking, injector coking and thickening of the lubricating oil [211]. The high viscosity and low volatility of raw vegetable oils are generally considered to be the major drawbacks for their utilization as fuels in diesel engines. The high viscosity of vegetable oils deteriorates the fuel atomization and increases exhaust smoke. The low volatility leads to oil sticking to the injector or cylinder walls, resulting in deposit formation. However, these effects can be eliminated or reduced through esterication of the oil to form monoesters. The process of transesterication removes glycerol from the triglycerides and

0960-1481/$ - see front matter r 2007 Elsevier Ltd. All rights reserved. doi:10.1016/j.renene.2007.08.002

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replaces it with radicals from the alcohol used for the conversion process. This process decreases viscosity and improves the cetane number and heating value. These monoesters are known as biodiesel [1113]. Thermal barrier coatings are used to improve reliability and durability of hot section metal components and enhance engine performance and efciency in internal combustion engines. Thermal barrier coatings are usually composed of a bond coat (NiCrAl) as an oxidation resistant layer and stabilized zirconia as a top coat that provides thermal insulation toward metallic substrate. The thermal barrier coated engine parts are piston, cylinder head, cylinder liners and exhaust valves. The engine that thermal barrier coating is applied is called low heat rejection (LHR) engine. Insulating the combustion chamber components of LHR engine can reduce heat transfer between in-cylinder gas and cylinder liner. The LHR concept is based on suppressing heat rejection to the coolant and recovering the energy in form of useful work. Some important advantages of LHR engines are improved fuel economy, reduced engine noise, higher energy in exhaust gases and multi-fuel capability of operating low cetane fuels [1417]. Average in-cylinder gas temperatures increase due to insulation in LHR engines. In compression stroke around TDC in-cylinder gas temperature increases by 250 K in LHR engine in comparison to standard engine. This reduce ignition delay period of fuel injected to cylinders. So combustion starts before sufciently mixing of air and fuel [18]. Sun et al. [19] reported that combustion characteristics of LHR diesel engines are different from standard diesel engines in four ways: (a) ignition delay period shortens; (b) diffusion burning period increases while premixed burning period decreases; (c) total combustion duration increases; (d) heat release rate in diffusion burning period decreases. Although, transesterication makes the fuel properties of vegetable oil closer to petroleum diesel fuel, the viscosity of vegetable oil esters (biodiesel) is still higher (approximately 2 times) than that of petroleum diesel fuel. Biodiesel can be heated to reduce its viscosity further, so biodiesel can be used more efciently in diesel engines. The concept of a LHR engine is believed to be useful in this regard. The increased in-cylinder gas and cylinder liner temperatures of the LHR engine make possible the usage of biodiesel without preheating. So the energy of biodiesel can be released more efciently. There have been many studies about LHR engines and biodiesel usage in standard diesel engines in the literature [2033]. However, there have not been many studies about biodiesel usage in LHR engines. So, this area has not been well understood. Prasad et al. [34] tested a single-cylinder diesel engine with Superni-90 coated piston top and cylinder liner of

which had a maximum engine power of 3.68 kW and a compression ratio of 16:1. They used raw jatropha and pongamia oils and esteried jatropha oil as fuels. They found that the performance of the LHR engine improved, nitrogen oxide (NOx) levels decreased and exhaust gas temperatures were increased with all three non-edible vegetable oils in comparison with diesel fuel. They also found that the combustion parameters of the non-edible vegetable oils were within reasonable limits and revealed that non-edible vegetable oils can be successfully utilized as substitute fuels in a LHR diesel engine. The objective of this study is to apply LHR engine for improving engine performance when biodiesel is used as an alternative fuel. For this purpose, a turbocharged direct injection (DI) diesel engine was converted to a LHR engine and the effects of biodiesel usage in the LHR engine on the performance characteristics were investigated experimentally.

2. Experimental The engine used in this study was Mercedes-Benz/ OM364A type, four cylinders, turbocharged DI diesel engine. The schematic of the test system is shown in Fig. 1 and the important engine specications are given in Table 1. A hydraulic dynamometer (Go-Power) was used to load the test engine. It has a capacity of 0999 N m and precision of 0.1 N m for engine torque. It is capable of measuring the engine speed with the range of 07500 rpm and a precision of 1 rpm. Unused, rened sunower oil was selected to produce the biodiesel. The biodiesel production method is shown in Fig. 2. Thirty-ve grams potassium hydroxide (KOH) and 2 l methyl alcohol (CH3OH) were used for esterication of 10 l sunower oil. The catalyst was dissolved in the alcohol then the alcoholcatalyst mixture was poured into the sunower oil which was heated and mixed meanwhile. The temperature and the mixing speed of the sunower oil, alcohol and catalyst mixture was kept constant (60 1C and 1250 rpm) during the esterication (an hour). When the transesterication was nished the mixture was taken to a tank to settle. After the settlement of the biodiesel and the glycerin, the glycerin was drained. The biodiesel was washed for 12 h with pure water to remove alcohol and catalyst residue. When the washing process was completed, it was waited until biodiesel and water were separated into two different phases. Then the water was drained. To eliminate the water in the biodiesel which remains from washing, it was dried by heating up to 100 1C for half an hour. The water in the biodiesel was evaporated during the drying process. Fuel analysis of biodiesel was carried out at Petroleum Research Center of Middle East Technical University. The properties of the diesel fuel were taken from the Turkish Petroleum Reneries Corporation (TUPRAS). As can be seen from Table 2 while the lower heating value of the biodiesel is lower than that of diesel

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Fig. 1. Schematics of test set-up.

Table 1 Specications of the test engine Engine type Number of cylinder Bore stroke (mm) Displacement (l) Compression ratio Max. engine power (kW) Max. engine torque (N m) Injection advance (CA) Injection pressure (bar) Mercedes-Benz/OM364A 4 97.5 133 3.972 17.25/1 66 at 2800 rpm 266 at 1400 rpm 18 200

Table 2 Properties of test fuels Properties Kinematics viscosity at 40 1C (cst) Lower heating value (kJ/kg) Density at 15 1C (kg/l) Flash point (1C) Pour point (1C) Cetane index (calculated)
a b

Automotive diesel fuel 3.25a 42.550a 0.84a 55b 10c 46b

Biodiesel 5.78 36.660 0.892 157.6 6 46

Average of guaranteed values by TUPRAS. Minimum guaranteed value by TUPRAS. c Maximum guaranteed value by TUPRAS (Turkish Petroleum Reneries Corporation).

Sunflower oil + Alcohol + Catalysts

Ester

Glycerin

Washing

Drying

Biodiesel

Fig. 2. Biodiesel production method.

fuel, cetane index remains constant and the other properties of the biodiesel are higher than that of diesel fuel. The tests were performed at full load condition for the engine speeds of 1100, 1200, 1400, 1600, 1800, 2000, 2200, 2400, 2600 and 2800 rpm. Cooling water outlet temperature was kept constant at the temperature of 60 1C during the tests. The ambient, cooling water inletoutlet and exhaust

gas temperatures before the turbine inlet were measured by NiCr-Ni type thermocouples. The thermocouples were connected to a multi-channel temperature indicator (Elimko 6000). Fuel consumption was measured with a digital scale (Ohaus). It had a maximum capacity of 8 kg and a precision of 0.1 g. Measurements were done after reaching the working temperature of the engine. First, diesel fuel was used as fuel. Then, the biodiesel which has the properties given in Table 2, was used as fuel. After completion of the test of standard (STD) engine, the cylinder head and valves were coated with plasma sprayed yttria stabilized zirconia (Y2O3ZrO2) with a thickness of 0.35 mm over a 0.15 mm thickness of NiCrAl bond coat, as the test engine was converted to a LHR condition. The same test procedure was conducted for the LHR engine and the results were compared. The uncertainty of the measured parameters is important for verifying the accuracies of the test results. The uncertainties of the measured parameters are shown in Table 3.

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1712 lu C. Hasimog et al. / Renewable Energy 33 (2008) 17091715 Table 3 The uncertainties of measured and calculated parameters Parameter Power Torque Specic fuel consumption Exhaust gas temperature Efciency Heating value of mixture Volumetric efciency Maximum errors (7%) 0.19 0.33 1.01 0.28 1.01 1.02 0.23

70 Power (kW) 60 50 40 30 20 1000 1400

LHR Biodiesel STD Biodiesel LHR Diesel STD Diesel

1800

2200

2600

3000

Engine Speed (rpm)

3. Results and discussion The results of the engine tests are given as Figs. 38 for each condition. These conditions are STD diesel (uncoated engine, diesel fuel), STD biodiesel (uncoated engine, biodiesel fuel), LHR diesel (coated engine, diesel fuel) and LHR biodiesel (coated engine, biodiesel fuel). All comparisons were made according to the STD diesel condition. The graphics include engine power, torque, specic fuel consumption, exhaust gas temperature, the brake thermal efciency, heating value of the mixture and volumetric efciency changes according to engine speed. The engine power versus engine speed is seen in Fig. 3 for each condition. The engine power increases from 1.5% to 2.6% at low engine speeds (11001600 rpm) and it decreases from 1% to 4.4% at medium and high engine speeds (18002800 rpm) in STD biodiesel condition. In LHR biodiesel condition, the engine power was decreased from 9.2% to 1.8% at low engine speeds (11001400 rpm), at medium engine speeds (16002400 rpm) the engine power increases from 1.8% to 4.9%, at high engine speeds (26002800 rpm) the engine power decreases again from 3.1% to 8.4%. In LHR diesel condition, the engine power increases by 9% over the entire operating range. For each condition, the variations of engine torque depending on engine speed are shown in Fig. 4. The engine torque increases from 1.5% to 2.6% at low engine speeds (11001600 rpm), it decreases from 0.9% to 4.4% at medium and high engine speeds (18002800 rpm) in STD biodiesel condition. In LHR biodiesel condition, the engine torque was decreased from 9.2% to 1.9% at low engine speeds (11001400 rpm), at medium engine speeds (16002400 rpm) the engine power increases from 1.8% to 4.9%, at high engine speeds (26002800 rpm) the engine torque decreases again from 3.1% to 8.4%. In LHR diesel condition, the engine torque increases by 7% at all engine speeds. As can be seen from Fig. 5, the heating value of biodieselair mixture is higher at low and medium speeds and lower at high speeds according to STD dieselair mixture. This explains the reason why the engine power and torque increases at low speeds and decreases at high speeds. The higher density of biodiesel increases the mixture momentum and consequently penetration depth in-cylinder, whereas higher viscosity and surface tension of biodiesel prevents sufcient breaking of the biodiesel

Fig. 3. The changes of engine power according to engine speed.

300 280 Torque (Nm) 260 240 220 200 1000

LHR Biodiesel STD Biodiesel LHR Diesel STD Diesel

1400

1800

2200

2600

3000

Engine Speed (rpm)

Fig. 4. The changes of engine torque according to engine speed.

Heating Value of Mixture (kj/kg)

2000

1500

1000

500

LHR Biodiesel STD Biodiesel 1400

LHR Diesel STD Diesel 1800 2200 2600 3000

0 1000

Engine Speed (rpm)

Fig. 5. The changes of heating value of mixture according to engine speed.

during injection process. Last two factors which deteriorate sufcient combustible mixture formation in-cylinder lead to decrease in the power and the torque at low engine speeds in case of LHR biodiesel. The reason of the increase in engine power and the torque at higher speeds may be explained with the increasing of turbulence in cylinder. This enhances the breaking of injected biodiesel and leading to sufcient combustible mixture formation. The

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280 LHR Biodiesel STD Biodiesel 260 SFC (g/kWh) LHR Diesel STD Diesel

240

220

200 1000

1400

1800 2200 Engine Speed (rpm)

2600

3000

Fig. 6. The changes of specic fuel consumption according to engine speed.

Exhaust Gas Temperature (C)

1000 Before The Turbine Inlet

800

600 LHR Biodiesel LHR Diesel STD Biodiesel 400 1000 1400 1800 2200 Engine Speed (rpm) STD Diesel 2600 3000

Fig. 7. The changes of exhaust gas temperature before turbine inlet according to engine speed.

0.44 Brake Thermal Efficiency (%) 0.42 0.4 0.38 0.36 0.34 1000 LHR Biodiesel STD Biodiesel 1400 LHR Diesel STD Diesel 1800 2200 2600 3000

Engine Speed (rpm)

Fig. 8. The changes of brake thermal efciency according to engine speed.

reason of increase in the power and the torque in LHR diesel engine compared to the STD diesel condition was the increase of exhaust gas energy. The increase of exhaust gas energy leads to improve volumetric efciency because of the increased turbocharger outlet pressure. The variation of heating value of mixture for all conditions is seen in Fig. 5. The heating value of mixture for STD biodiesel was increased by 3.2% and 4.7% for 11001200 rpm, respectively. It was increased from 15.4%

to 10.3% at moderate speeds (14002200 rpm). After the engine speed of 2200 rpm the heating value of mixture decreases and there is a 0.7% reduction at 2800 rpm. In LHR biodiesel condition, the heating value of mixture increases by 7.6% at 1100 rpm, it increases from 30.5% to 35.2% between the engine speeds of 12001800 rpm, the increment of the heating value of mixture was changed from 22.5% to 3% between the engine speeds of 20002600 rpm and there is a 3% reduction in the heating value of mixture at 2800 rpm. In LHR diesel condition, the heating value of the mixture increases by 3% at all engine speeds. The heating value of mixture was increased for STD and LHR engines when biodiesel was used as fuel. This is caused by lower heating value of biodiesel. This means that biodiesel needs lower air to burn completely as the stoichometric air/fuel ratio is lower according to diesel fuel (lstoichometric 14.9/1 for diesel fuel, lstoichometric 12.4/1 for biodiesel). The changes of specic fuel consumption versus engine speed are shown in Fig. 6. The specic fuel consumption is higher approximately 13% during all operating range of the STD engine in case of biodiesel was used. Similarly, the specic fuel consumption increases approximately 9% during all operating range of the LHR engine in case of biodiesel was used. In contrast to these increments, the specic fuel consumption decreases approximately 4% in LHR diesel condition. That the biodiesel heating value is lower than diesel fuel, specic fuel consumption deteriorates in STD biodiesel condition. This means more fuel is needed to get same performance from the engine. The positive effect of increased in-cylinder temperatures due to heat insulation the specic fuel consumption decreases for both conditions in LHR engine. The exhaust gas temperature (before the turbine inlet) variations of all conditions are seen in Fig. 7. In STD biodiesel condition, the exhaust gas temperature (before the turbine inlet) was decreased from 12.8 to 2.7 at low engine speeds (11001400 rpm), at medium and high engine speeds (16002800 rpm) the exhaust gas temperature (before the turbine inlet) was decreased from 1.6% to 18.9%. In LHR biodiesel condition, the exhaust gas temperature (before the turbine inlet) was decreased from 14.7% to 2.12% at low engine speeds (11001600 rpm), at medium and high engine speeds the exhaust gas temperature was decreased from 8.3% to 18%. In LHR diesel condition, the exhaust gas temperature (before the turbine inlet) increases by 13% at all engine speeds. As mentioned before the lower heating value of biodiesel is lower than diesel fuel approximately 14%, consequently the exhaust gas temperature becomes lower in STD biodiesel condition. In LHR biodiesel condition as if the temperature becomes higher due to heat insulation, the increase in temperature is limited because of lower heating value of biodiesel. Changes of the brake thermal efciency (Ze [3.6 106]/ [be Hu], bespecic fuel consumption (g/kWh), Hu lower heating value (kJ/kg)) according to engine speed can be seen in Fig. 8. In STD biodiesel, LHR diesel and STD diesel

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conditions the brake thermal efciency was increased approximately 3%, 4% and 6.5%, respectively, compared to STD diesel condition. This can be explained as follows: although there is a difference between fuelss lower heating value of approximately 14%, the engine power and torque decrease to a maximum of 4.5%. It is estimated that these circumstances increased the brake thermal efciency in STD biodiesel condition. In LHR biodiesel and LHR diesel conditions due to the reduction of specic fuel consumption, the brake thermal efciency was increased. The volumetric efciency change versus engine speed is seen in Fig. 9 for each condition. In STD biodiesel condition, the volumetric efciency was increased from 16.8% to 5.5% at low engine speeds (11001600 rpm), at medium engine speeds (18002000 rpm) the volumetric efciency was not changed but at high engine speeds (22002800 rpm) it increases from 9.2% to 2.4%. In LHR biodiesel condition, the volumetric efciency was decreased from 2.6% to 8.3% during all operating range of the engine. In LHR diesel condition, the volumetric efciency was increased from 8.7% to 15.5% during the all operating range of the engine. As the heating value of biodiesel is lower than that of diesel fuel, in-cylinder combustion temperatures becomes lower compared to diesel fuel operation. So less heat is transferred to engine parts like intake manifold. This decreases intake air temperature compared to diesel fuel and the volumetric efciency increases. It was measured that while intake line temperature changes between 54 and 99 1C in STD diesel operation, it changes between 44 and 86 1C in STD biodiesel operation. In LHR biodiesel operation, because of increased wall temperatures and decreased exhaust gas temperatures before the turbine inlet, the volumetric efciency decreases. In LHR diesel operation, the exhaust gas temperature before the turbine inlet increased to maximum level during the tests. Consequently, more air was introduced to cylinder and volumetric efciency increased.

4. Conclusions and recommendations When biodiesel was used as fuel, increments in the engine power and torque were mainly caused by the higher mixture heating value of the biodiesel. The deterioration of the engine power and torque for biodiesel fuel was caused by the higher viscosity of the biodiesel. By the application of the thermal barrier coating, the engine power and torque were increased mainly due to the increased exhaust gas temperatures before the turbine inlet in LHR engine. Due to the lower heating value and the lower stoichiometric air/fuel ratio according to diesel fuel, the heating value of the mixture for biodiesel becomes higher. With the application of the thermal barrier coating, the heating value of the mixture increases further for both fuels. Lower heating value of the biodiesel caused an increase in specic fuel consumption of the biodiesel. As if this reduction would be eliminated particularly in LHR engine, the specic fuel consumption of the biodiesel is still higher than that of diesel fuel. Lower heating value of the biodiesel also reduced the exhaust gas temperature before the turbine inlet when biodiesel was used. With the application of the thermal barrier coating the exhaust gas temperature before the turbine inlet increases for both fuels in LHR engine. The brake thermal efciency of the biodiesel improved due to the engine power and torque did not deteriorate too much according to diesel fuel. By the application of the thermal barrier coating, the improvement in the specic fuel consumption caused an increase of the brake thermal efciency for both fuels in LHR engine. As, the in-cylinder combustion temperatures are lowered due to the lower heating value of the biodiesel fuel, less heat will be transferred to the engine parts, so the intake air temperatures decreases. This enhances the volumetric efciency when the biodiesel was used as fuel. With the application of the thermal barrier coating the exhaust gas temperature before the turbine inlet becomes higher, this increases the turbine efciency so the volumetric efciency improves for the diesel fuel in LHR engine. However, the combined effects of the increased intake air temperature and lower exhaust gas temperature before the turbine inlet decrease the volumetric efciency for the biodiesel fuel in LHR engine. As the turbocharger did not compensate, it decreased intake air mass, due to the higher intake air temperature. In LHR engine, during the tests it was observed that more fuel coming from injectors heated up the fuel in the fuel tank. This reduced the fuel viscosity, so the need for preheating was eliminated. Any lter plugging and starting problem was observed during operation. Recommendations for future works:

1.5 Volumetric Efficiency (%)

1.2

LHR Biodiesel STD Biodiesel 0.9 1000 1400

LHR Diesel STD Diesel 2600 3000

1800 2200 Engine Speed (rpm)

Fig. 9. The changes of volumetric efciency according to engine speed.

Biodiesel fuel can be used on low-speed diesel engines as it gives higher engine power and torque at low speeds in this study.

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Fuel injection timing and pressure can be changed to obtain an optimization between performance and emissions.

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