COMBUSTION CURVE:

PRESSURE Vs VOLUME

80

70
0 % LOAD 25 % LOAD
60
50 % LOAD 75 % LOAD
PRESSURE (bar)

50
100 % LOAD
40

30

20

10

-10
0.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00 800.00

VOLUME (m3)

Petrol with diesel (Normal piston)

70

60 0 % LOAD 25 % LOAD

50 50 % LOAD 75 % LOAD

100 % LOAD
PRESSURE (bar)

40

30

20

10

-10
0.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00 800.00

VOLUME (m3)

Petrol with diesel (Coated piston)

 80

70
0 % LOAD 25 % LOAD
60 50 % LOAD 75 % LOAD

PRESSURE (bar)
50 100 % LOAD

40

30

20

10

-10
-100.00 0.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00 800.00

VOLUME (m3)

Petrol with biodiesel (B20) (Normal piston)

70

60 0 % LOAD 25 % LOAD
50 % LOAD 75 % LOAD
50
PRESSURE (bar)

100 % LOAD
40

30

20

10

-10
0.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00 800.00

VOLUME (m3)

Petrol with biodiesel (B20) (Coated piston)

The PV diagram shows the corresponding changes

in volume and pressure in a system. Typically in thermodynamics, the set of
processes forms a cycle, so that upon completion of the cycle there has been no
net change in state of the system; i.e. the device returns to the starting pressure
and volume. The graph indicates that the pressure of the coated piston is higher
than the normal piston for the same volume.
 PRESSURE Vs CRANK ANGLE
80

70
0 % LOAD 25 % LOAD
60
50 % LOAD 75 % LOAD
50
PRESURE (bar)

100 % LOAD
40

30

20

10

-10
0 100 200 300 400 500 600 700 800
CRANK ANGLE (degree)

Petrol with diesel (Normal piston)

70

60 0 % LOAD 25 % LOAD

50 50 % LOAD 75 % LOAD
PRESSURE (bar)

40 100 % LOAD

30

20

10

-10
0 100 200 300 400 500 600 700 800
CRANK ANGLE (degree)

Petrol with diesel (Coated piston)

 80

70 0 % load 25 % LOAD

60 50 % LOAD 75 % LOAD

50

PRESSURE (bar)
100 % LOAD
40

30

20

10

-10
0 100 200 300 400 500 600 700 800
CRANK ANGLE (degree)

Petrol with biodiesel (B20) (Normal piston)

70
0 % LOAD 25 % LOAD
60
50 % LOAD 75 % LOAD
50
100 % LOAD
PRESSURE (bar)

40

30

20

10

-10
0 100 200 300 400 500 600 700 800
CRANK ANGLE (degree)

Petrol with biodiesel (B20) (Coated piston)

Cylinder Pressure is defined as the amount of pressure exerted by

the cylinder during the four strokes of engine operation (intake, compression,
power, exhaust). It is defined in bar. Crank angle refers to the position of an
engine’s crank shaft in relation to the piston as it travels inside of the cylinder
wall. The graph indicates that the pressure is more or less same for the coated and
normal piston.
PERFORMANCE CURVE:

LOAD Vs BRAKE POWER (BP):

6
BP (WITH COATED PISTON)

BP (WITHOUT COATED PISTON)

5
BP (100% DIESEL)

4
BP (KW)

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

6
BP (WITH COATED PISTON)
5
BP (WITHOUT COATED PISTON)

4 BP (100% DIESEL)
BP (KW)

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

Brake power of engine is the power available at the crankshaft. The graphs
show that the brake power of conventional diesel engine and dual fuel engine is
more or less same.
 LOAD Vs INDICATED POWER (IP):
8

IP (KW) 5

3 IP (WITH COATED PISTON)

IP (WITHOUT COATED PISTON)
2
IP (100% DIESEL)
1

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

5
IP (KW)

4
IP (WITH COATED PISTON)
3
IP (WITHOUT COATED PISTON)
2
IP (100% DIESEL)
1

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with biodiesel (B20)

Indicated power is defined as the amount of fuel consumed for each unit of
brake power per hour. The graph shows that the indicated power of dual fuel
engine is higher than the conventional diesel engine.
 LOAD Vs BRAKE THERMAL EFFICIENCY (BTE):

40

35

30

25
BTE (%)

20
BTE(WITH COATED PISTON)
15
BTE (WITHOUT COATED PISTON)
10
BTE (100% DIESEL)

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with diesel

40

35

30

25
BTE (%)

BTE (WITH COATED PISTON)

20
BTE (WITHOUT COATED PISTON)
15

10 BTE (100% DIESEL)

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with biodiesel (B20)

The BTE of coated piston is more than the conventional engine. Due to
preheating effect and lower fuel consumption results in more complete
combustion. The lower thermal conductivity of the materials prevents the heat
loss from the combustion chamber.
 LOAD Vs INDICATED THERMAL EFFICIENCY (ITHE):

90

80

70

60
ITE (%)

50

40
ITE (WITH COATED PISTON)
30
ITE (WITHOUT COATED PISTON)
20
ITE (100% DIESEL)
10

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with diesel

80

70

60

50
ITE (%)

40

30
ITE (WITH COATED PISTON)
20 ITE (WITHOUT COATED PISTON)

10 ITE (100% DIESEL)

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

The indicated thermal efficiency is the power generated by the engine

within the cylinder with respect to the heat supplied in the form of heat. The graph
shows that the indicated thermal efficiency of the dual fuel engine is greater than
the conventional diesel engine due to the complete combustion taking place
which produces more power.
 LOAD Vs MECHANICAL EFFICIENCY:

80

70

60
MECH EFF (%)
50

40

30 MECH EFF.(WITH COATED PSTON)

20 MECH EFF.(WITHOUT COATED PISTON)

10 MECH EFF.(100% DIESEL)

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

80

70

60
MECH EFF. (%)

50

40

MECH EFF.(WITH COATED PSTON)

30

MECH EFF.(WITHOUT COATED PISTON)

20

10 MECH EFF.(100% DIESEL)

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with biodiesel (B20)

Mechanical efficiency is the effectiveness of the engine in transforming the

input energy into output power. The mechanical efficiency of conventional diesel
engine is lesser than the conventional engine at high load because of the increase
in air fuel mixture.
 LOAD Vs VOLUMETRIC EFFICIENCY:

88 VOL. EFF.(WITH COATED PISTON)

87 VOL. EFF.(WITHOUT COATED PISTON)

VOL. EFF.(100% DISESL)

VOL. EFF (%) 86

85

84

83

82
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

VOL. EFF.(WITH COATED PISTON)

88
VOL. EFF.(WITHOUT COATED PISTON)
87
VOL. EFF.(100% DISESL)
VOL. EFF (%)

86

85

84

83

82
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

Volumetric efficiency is about getting the most possible air into the
cylinders. The oxygen in the air is necessary for fuel combustion, and insufficient
air means incomplete combustion and less engine power. The incoming air is
cooler than the combustion chamber walls .The heat transfer from these walls to
the fresh charge within the cylinder reduces its density. Due to the higher
combustion chamber temperature in dual fuel engine, it possess higher volumetric
efficiency.
LOAD Vs SPECIFIC FUEL CONSUMPTION (SFC):

35

30
SFC (WITH COATED PISTON)
25
SFC (WITHOUT COATED PISTON)
SFC (Kg/KWh)

20
SFC (100% DIESEL)
15

10

0
0 20 40 60 80 100 120
-5
LOAD (%)

Petrol with diesel

35

30 SFC (WITH COATED PISTON)

25
SFC (WITHOUT COATED PISTON)
SFC (Kg/KWh)

20
SFC (100% DIESEL)
15

10

0
0 20 40 60 80 100 120
-5
LOAD (%)

Petrol with biodiesel (B20)

Specific fuel consumption is defined as, the quantity of fuel consumed to

produce one unit of power in one unit of time. SFC for coated piston is lower than
the normal engine. The heat trapped in the pores of coating provides a preheating
on the fuel and hence it gives better combustion. So the fuel consumed is less for
coated piston engine.
EMISSION CURVE:

LOAD Vs NOx:
2500

NOx (WITH COATED PISTON)

2000
NOx (WITHOUT COATED PISTON)

NOx (100% DIESEL)

NOX (PPM)

1500

1000

500

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with diesel

2500
NOx (WITH COATED PISTON)
NOx (WITHOUT COATED PISTON)
2000
NOx (100% DIESEL)
NOX (PPM)

1500

1000

500

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

In both the graph the NOx emission for the coated and normal piston of
dual fuel engine is higher than the conventional diesel engine. But the NO x
emission of the dual fuel engine at high load decreases because of the decrease in
oxygen concentration.
 LOAD Vs CO2:

10
9 CO2 (WITH COATED PISTON)

8 CO2 (WITHOUT COATED PISTON)

7 CO2 (100% DIESEL)
6
CO2 (%)

5
4
3
2
1
0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

10
CO2 (WITH COATED PISTON)
9

8 CO2 (WITHOUT COATED PISTON)

7 CO2 (100% DIESEL)

6
CO2 (%)

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

The CO2 emissions in case of coated piston engine are higher than the
normal diesel engine at high load. When mixture is lean, same amount of CO2
will be generated. Maximum CO 2 is generated at dual fuel engine when engine
runs rich.
 LOAD Vs CO:
0.2
0.18 CO (WITH COATED PISTON)

0.16 CO (WITHOUT COATED PISTON)

0.14 CO (100% DIESEL)

0.12
CO 9%)

0.1
0.08
0.06
0.04
0.02
0
0 20 40 60 80 100 120
-0.02
LOAD (%)

Petrol with diesel

0.18
CO (WITH COATED PISTON)
0.16
CO (WITHOUT COATED PISTON)
0.14
CO (100% DIESEL)
0.12

0.1
CO (%)

0.08

0.06

0.04

0.02

0
0 20 40 60 80 100 120
-0.02
LOAD (%)

Petrol with biodiesel (B20)

The CO emissions in case coated piston are lower than the conventional
diesel engine. CO emission reduces for coated piston engine because there is
enough air trapped in the pores of coating to burn the unburned carbon but at high
load, the CO emission increases because there is no enough oxygen to convert
CO to CO2.
 LOAD Vs HC:

80
HC (WITH COATED PISTON)
70
HC (WITHOUT COATED PISTON)
60
HC (100% DIESEL)
50
HC (PPM)

40

30

20

10

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

80
HC (WITH COATED PISTON)
70
HC (WITHOUT COATED PISTON)
60
HC (100% DIESEL)
50
HC (PPM)

40

30

20

10

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

HC emission for the conventional engine is quite higher than the coated
engine. More complete combustion takes place with the coated piston which
results in lower HC emission for coated piston.
 LOAD Vs LAMDA:
10
9
LAMDA (WITH COATED PISTON)
8
7 LAMDA (WITHOUT COATED PISTON)
LAMDA (%)
6 LAMDA (100% DIESEL)
5
4
3
2
1
0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

8 LAMDA (WITH COATED PISTON)

7 LAMDA (WITHOUT COATED PISTON)

6 LAMDA (100% DIESEL)

LAMDA (%)

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with biodiesel (B20)

The graph shows the lamda for the normal and coated piston on dual fuel
engine. The lamda in case of coated piston is lower than the dual fuel engine with
normal coated piston and conventional engine. Lamda is the ratio between the
amount of oxygen present in combustion chamber and the amount should have
been present to obtain complete combustion.
 LOAD Vs O2:
20
O2 (WITH COATED PISTON)
18
O2 (WITHOUT COATED PISTON)
16

14 O2 (100% DIESEL)

12
O2 (%)

10

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with diesel

20 O2 (WITH COATED PISTON)

18
O2 (WITHOUT COATED PISTON)
16

14 O2 (100% DIESEL)
12
O2 (%)

10

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

O 2 occurs in the exhaust, when there is excess of air in the air fuel
mixture. The O 2 content increases sharply as soon as the lambda rises above
1.With very lean mixture more O 2 escapes un-combusted so the level rises. The
coated piston engine reduces the level of un-combusted O 2 emission.
 LOAD Vs OPACITY:

70
OPACITY (COATED PISTON)
60
OPACITY (WITHOUT COATED PISTON)

50 100% DIESEL
OPACITY (%)

40

30

20

10

0
0 20 40 60 80 100 120
LOAD (%)

Petrol with diesel

70

60
OPACITY (COATED PISTON)

50 OPACITY (WITHOUT COATED PISTON)

OPACITY (%)

40 100% DIESEL

30

20

10

0
0 20 40 60 80 100 120

LOAD (%)

Petrol with biodiesel (B20)

In these graph, the soot concentration of the conventional diesel engine is
higher than the dual fuel engine with coated and normal piston. The higher soot
concentration in conventional engine is due to the incomplete combustion of
hydrocarbon.