Materials Today: Proceedings xxx (xxxx) xxx

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journal homepage: www.elsevier.com/locate/matpr

Computational analysis on combustion, characteristics and ignition

analysis on IC engine using mahua oil
M. Kannan a, R. Balaji b, R.T. Sarath Babu c, Matta Bennita d, Pragna Kuppili e
a
Department of Mechanical Engineering, KCG College of Technology, Chennai, India
b
Department of Research & Development, NoobTron Pvt. Ltd, Chennai 600064, India
c
KG Reddy College of Engineering and Technology, Hyderabad, India
d
Department of Mechanical Engineering, GITAM Deemed To Be University, Visakhapatnam, India
e
Department of Mechanical Engineering, Vignan’s Institute of Information Technology, India

a r t i c l e i n f o a b s t r a c t

Article history: In this research work, the main objective is to enhance the performance, combustion characteristics and
Received 18 August 2020 reduce emissions of compression ignition engine using alternative fuel. Four experimental investigations
Accepted 19 September 2020 and one numerical analysis are carried out to identify the optimum biodiesel blend and modification
Available online xxxx
methods. Mahua oil issued. In this study due to its ease of availability compared with other non-edible
oils. Two types of engine modifications were made. First one is Low Heat Rejection (LHR) and second
Keywords: one is Low Temperature Combustion (LTC). In the LHR modification the engine parts such as the cylinder
Bio-Diesel
head and the piston head is coated by the alumina (Al2O3) with a thickness of 350 lm. For the LTC mod-
Ceramic coating
LTC
ification the Exhaust Gas Recirculation (EGR) process was adopted with help of control valves. CFD anal-
LHR ysis was done through ANSYS FORTE software comparing with the experimental results. The variation
Mahua oil between the CFD analysis and experiment results was 4% to 9%. Hence from this study, ANSYS FORTE
CFD is one of the suitable CFD software for evaluating the performance of the IC engine. The biodiesel blends
ANSYS Forte B20 and the LHR modification technique by ceramic coating, along with LTC modification of 15% EGR
Al2O3 coatings yields better performance and lower emissions.
Ó 2020 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the Emerging Trends in
Materials Science, Technology and Engineering.

1. Introduction Many researchers are focused on improving engine perfor-

Owing to the fuel vehicles, IC engines are deployed in all trans-
port, domestic, locomotive and many more applications. For this
reason, the world focuses on IC engines for their regular lifetime
Compression Ignition engine need some modifications, if primary
fuel is biodiesel and its different blends are used, instead of diesel.
Because it has different combustion and emission characteristics
[1]. In this research work, two methods of engine modification
were used to improve performance and reduce emissions. Follow-
ing methods of modifications used for diesel or compression igni-
tion engines.

Low heat rejection (LHR)

Low Temperature Combustion (LTC)
mance using a variety of methods [2]. LHR (Low Heat Rejection)
is one of the most important methods used to reduce the loss of
heat. An adiabatic engine is also known as the LHR engine. Maxi-
mum heat is generated by combustion in the engine cylinder.
Mainly heat losses occurs due to exhaust gas and coolants [3].
LHR method reduces the wastage of heat in the engine and ensures
the maximum usage of the heat. It also reduce the heat release
rate, ignition delay, cylindrical pressure, prolonged combustion
life. At the same time, it increases the thermal efficiency and
engine life. LHR engines commonly used in various forms such as
Ceramic coated engine, Insulated air gaped piston engine, Insulated
air gaped piston and insulated air gaped liner engine, Insulated air
gaped piston, insulated air gaped liner and ceramic cylinder
headed engine [4]. Among these engines, the most efficient and
reliable is the ceramic-coated engine. This research work is cera-
mic coated engine is used for biodiesel operations to improve ther-

https://doi.org/10.1016/j.matpr.2020.09.525
2214-7853/Ó 2020 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the Emerging Trends in Materials Science, Technology and Engineering.

Please cite this article as: M. Kannan, R. Balaji, R.T. Sarath Babu et al., Computational analysis on combustion, characteristics and ignition analysis on IC
engine using mahua oil, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2020.09.525
M. Kannan, R. Balaji, R.T. Sarath Babu et al. Materials Today: Proceedings xxx (xxxx) xxx

mal efficiency. However, the only disadvantage in this method is

more NOx emissions due to high exhaust gas temperature [5,6].
In this Research, Numerical studies were conducted by using
CFD and compared to the experimental results actually obtained.
CFD simulation done with FORTE software, studied and compared
the diesel engine performance, combustion and emission charac-
teristics with and without modification. In this part, CFD simula-
tion were performed by using only the optimal got from the
experimental work such as Diesel, B20, B20LHR and B20E5LHR
+ 15%LTC. For simulation purpose, n-Decane and methyl decanoate
were used instead of Diesel fuel and biodiesel. Compared to the
simulation and the experimental results of in-cylinder pressure
and heat release rate at full conditions. Spatial-temporal simula-
tion of temperature, pressure, NO, CO formation of various fuel
blends were investigated. Based on the CFD results, the experimen-
tal results of diesel engine were examined and identifies the vari-
ation between in it. The combustion and emission characteristics
of engines using CFD simulation. And experimental engine perfor-
mance results have also been compared with CFD analysis. CFD is a
powerful tool for analyzing engine parameters such as cylinder
pressure, heat release rate, and temperature, fuel consumption,
and CO2, CO, HC, NOx and soot emissions. It has a turbulence and Fig. 2.2. Meshed geometry.
combustion model such as the formation of sprays and fuel evap-
oration [7–9]. Although they have an emission model. These mod-
els are used to precisely analyze the engine performance in
comparison with other theoretical research tools. Directs us on
the effective use of mahua oil and its mixtures as biodiesel, thermal
barrier coatings for low heat rejection and low-temperature com-
bustion in diesel engines [10]. The previous study of the literature
shows that the biodiesel of mahua oil can be used directly in diesel
engines with avoiding of major alteration. However, modifications
must be made on diesel engines fuelled with biodiesel to increase
engine performance and decrease levels of exhaust emission of dif-
ferent gases [11]. There was ashort notes described to improve per-
formance and emission characteristics by using mahua oil, low
heat rejection and low-temperature combustion. And also in this
section, the research article on IC engine simulation analysis using
Computational Fluid Dynamics (CFD) was reviewed [12–14]. It
showed that CFD was the best tool for analyzing IC engine perfor-
mance and emission to decide optimization. The aim of the present Fig. 2.3. Meshed geometry.

work is therefore to develop an effective method for using mahua

oil biodiesel as fuel in diesel engines with improved performance
and lower emissions of exhaust.

2. Experimental methodology

For this theoretical study, a single four-stroke cylinder diesel

engine was used. ANSYS 18.1 software is one of FORTE combined

Fig. 2.1. Model of piston. Fig. 2.4. Injector position in the cylinder.

2
M. Kannan, R. Balaji, R.T. Sarath Babu et al.
chemkin in combustion chemical kinetics used to validate combus-
tion and EGR effects fuelled by diesel blend with biodiesel and
ethanol (Fig. 2.1. Fig. 2.2. Fig. 2.3. Fig. 2.4).
2.1. Generation of mesh
Modelling of engine geometry and the surface mesh was cre-
ated using the 180° sector FORTE sector mesh generator instead
of the 360° full motor model (Abay et al. 2018). Forte Sector Mesh
Generator was used to develop the geometry and generate the
mesh as per given input of engine parameters before importing
into Forte Simulate. Figure 4.3 was only the design of the engine
piston used for this research. Figure 4.4a and 4.4b showed the
engine components with mesh. Figure 4.5 shows the position of
the injector at the top of the cylinder head. According to the mesh
report of this geometry, there are 18,722 nodes and 16,359 ele-
ments. The simulation analysis was carried out with a single 4-
stroke diesel engine with a constant speed of 1500 rpm. Maintain
the intake pressure and temperature respectively of 1.04 bar and
310 K.
2.2. Solver details
Table 2.2 below shows the simulation of CFD codes of model in
CFD Package
2.3. Fuels used for CFD
Three types of composition fuel were used in this diesel simula-
tion. CHEMKIN software is mainly used for this fuel combustion
simulation purpose. This has already been pre - installed in ANSYS
Forte. CHEMKIN software is designed to solve engine combustion
chemistry by using chemistry set files. Chemistry sets files pre-
installed in this software. The file Diesel 1comp 35sp.cks was used
for this study. This file contains 36 gas phase species. In which spe-
cies the experimental fuel was actually used. In this study n-
Decane (nC10H22). Methyl decanoate (md) [15,16] and Ethanol
(C2H5OH) are used as a substitute fuel for diesel, biodiesel and
ethanol in simulation of the combustion process in diesel engines,
because its physical property is similar to that of experimental
fuels. In EGR analysis, pure diesel and mahua biodiesel 20% with
ethanol blends are used for diesel engine fuels.
2.4. LTC and LHR setup in CFD
In this CFD simulation, EGR effects also used a percentage of
15%. By using 15% of EGR, inlet gas species were calculated using
the FORTE CFD composition calculation utility. This calculates the
exact composition of the engine inlet Air and EGR species ratios
for simulations. The conventional motor simulation used for inlet
air composition is O2, N2 species mass fraction is 0.233 and
0.767 according to the composition calculation utility. 15% of
EGR inlet composition species are O2, N2, H2O and CO2 mass frac-
tion ratios according to the FORTE CFD composition utility. Actu-
ally, for this experiment, LHR engine made with ceramic alumina
coating on engine parts such as piston, head, and valves with 350
Table 2.2
Codes of model in CFD package.
Phenomena Model
Turbulence RNG k-e
Droplet breakup Kelvin-Helmholtz / Rayleigh-Taylor Breakup
Combustion G-equation
Fuel chemistry Skeletal n-heptane mechanism
Law of the wall Wall model
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mm thickness. This was set in CFD with the replay properties of alu-
mina in the CFD software.
2.5. Simulation Spatial-Temporal analysis
In this analysis, the variation of spatial parts for different fuel
mixtures with unmodified and modified engines in-cylinder tem-
perature, pressure and mass fraction of NO, CO emission at 15°,
30°and 45°ATDC. The
temperature distribution of various fuels such as pure diesel,
B20, B20LHR and B20E5 LHR + 15% LTC as shown in Fig. 2.5. Simu-
lated contours of in-cylinder temperature predicted by using n-
Decane instead of diesel and methyl decanoate for biodiesel for
numerical investigations. It seems that simulated contours less
temperature 1915 K at 45°CA ATDC was in B20LHR + 15%LTC sur-
rogate of n-Decane (75%), Methyldecanoate (20%) and ethanol
(5%). Because ethanol (5%) and 15% LTC were used for same time,
both lead to reduce the combustion temperature. Maximum in-
cylinder temperature 2689 K at 45°CA ATDC was predicted in the
n-Decane surrogates of diesel fuel. Fig. 2.6 shows the contours of
the in-cylinder pressure of different fuels. Cylinder pressure con-
tours reveal the effect of in-cylinder heat release rate. The heat
release rate is predicted through pressure data. As per the spatial
plots of pressure is high in diesel fuel and less in B20E5LHR
+ 15%LTC. Simulated pressure contours were same trend of the
experiment outcomes.
Figure 2.7 shows the mass fraction contours of NOfor different
conditions of fuels. NO increases with continuously increasing with
position increases because of the oxygen present in the biodiesel. It
is observed that, B20 and B20LHR were increased due to maximum
NO formation arises at the maximum in-cylinder temperature.
When implemented the LHR and LTC methods are combine which
lead to controlling the NO formation and it was predicted in the
mass fraction for four cases of simulated studies.
Figure 2.8 shows the mass fraction contours of CO for different
conditions of fuels. Higher oxygen in Biodiesel leads to leaner
burning of fuel which decreases the un-burnt hydrocarbon content
and CO content and the same trend predicted in the mass fraction
of CO emission. It was observed that CO emission for diesel is
higher than that of B20. Because B20 have more oxygen content
as compared to that of diesel fuel. Thus, fuel burns as a leaner mix-
ture in B20 causing less CO content. Again simulated CO mass frac-
tion for four cases of diesel, B20, B20LHR and B20E5LHR + 15%LTC
were shows similar close agreement to the experimental
outcomes.
Simulation contours acquired according to results findings. The
comparison of surrogates, n-Decaneand methyl decanoate was
used to simulate diesel engine combustion and biodiesel is well
adapted to the experiment as in the trend. The peak temperature
distribution has been noted to cause maximum NO formation
and meanwhile minimal CO and HC content formation.
3. Effect of simulated in-Cylinder temperature
Fig. 3 show the average temperature profiles for the respective
crank angles at full load conditions. In this simulation study, vari-
Phenomena Model
Atomization Taylor-Analog-Breakup
Droplet Collision model Radius of influence model
Nox mechanism Extended Zeldovich mechanism
Soot Optional Semi-empirical
Solid Cone Breakup Gas-Jet
M. Kannan, R. Balaji, R.T. Sarath Babu et al. Materials Today: Proceedings xxx (xxxx) xxx

+ 15 CAD ATDC + 30 CAD ATDC + 45 CAD ATDC

DIESEL

B20

B20 LHR

B20E5 LHR+15% LTC

Fig. 2.5. In-Cylinder temperature of spatial plots for different fuels.

4
M. Kannan, R. Balaji, R.T. Sarath Babu et al. Materials Today: Proceedings xxx (xxxx) xxx

+ 15 CAD ATDC + 30 CAD ATDC + 45 CAD ATDC

DIESEL

B20

B20 LHR

B20E5 LHR+15% LTC

Fig. 2.6. In-Cylinder pressure of spatial plots for different fuels.

ous fuels were modeled which are pure diesel, B20, B20 LHR, and
B20E5 LHR + 15% LTC. For simulate of engine combustion per-
formed by using surrogates ofn-Decane and Methyl decanoate
instead of diesel fuel and biodiesel. It was predicted that the high-
est average temperature is 1567 K at 8°CA ATDC for B20E5 LHR
+ 15% LTC . Because simulation used both LTC and LHR method
with Biodiesel (20%) and ethanol (5%). It lead to create the com-
plete combustion due to good thermal properties.
Figure 3.1 shows the maximum temperature profiles for the
respective crank angles at full load conditions. And the maximum

5
M. Kannan, R. Balaji, R.T. Sarath Babu et al. Materials Today: Proceedings xxx (xxxx) xxx

DIESEL

B20

B20 LHR

B20E5 LHR+15% LTC

Fig. 2.7. NO mass fraction for different fuels.

6
M. Kannan, R. Balaji, R.T. Sarath Babu et al. Materials Today: Proceedings xxx (xxxx) xxx

DIESEL

B20

B20 LHR

B20E5 LHR+15% LTC

Fig. 2.8. CO mass fraction for different fuels.

7
M. Kannan, R. Balaji, R.T. Sarath Babu et al.
Fig. 3. Simulated average temperature for different fuels.
Fig. 3.1. Simulated maximum temperature for different fuels.
temperature is 2964 K at 20°CA ATDC for B20LHR. Due to biodie-
sel with low rejection method for simulation used n-Decane (80%)
and Methyl decanoate (20%).The maximum temperature indiesel
(n-Decane) observed occurs at 0°CA. Both maximum temperature
and average temperature are plays an important role for producing
the NOx emission. It is due to fact that the formation of NOx is
mostly depends upon the high combustion temperature.
3.1. Effect of brake thermal efficiency
Brake thermal efficiency shows a good understanding of fuel
heat input to mechanical energy output during the cycle of
Fig. 3.2. Brake thermal efficiency compare well with experimental data.
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Materials Today: Proceedings xxx (xxxx) xxx
engine combustion, particularly when examine the biodiesel
(Claude Valery et al. 2017). Fig. 3.2 demonstrates a comparison
of simulated and experimental brake thermal efficiency out-
comes with regard to different fuels at full load condition. Dif-
ferences in experimental and simulated results were 7.74%,
5.89%, 7.59% and 8.9% for diesel, B20, B20 LHR and B20E5 LHR
+ 15% LTC respectively. The maximum brake thermal efficiency
acquired in B20E5LHR + 15%LTC was noted for both experiments
and simulated CFD outcomes owing to optimal fuel and modi-
fied technique. It seems that simulated findings are more than
experimental outcomes. It shows that the precise outcomes were
obtained for simulations. Because there is no heat and energy
loss in CFD simulations like experiments. For simulation, Due
to the chemical complexity of diesel and biodiesel, n-decane
and methyl decanoate are generally used as diesel and bio
diesel-simplified surrogate fuel and it is increasing efficiency of
engine.
3.2. Effect of brake specific energy consumption
Figure 3.3 demonstrates a comparison of simulated and exper-
imental brake-specific energy consumption outcomes with regard
to different fuels at full load condition. It shows the highest specific
energy consumption in B200 s experimental outcomes. Because bio-
diesel blends always consume greater than other conventional
fuels (Darshana et al. 2014). It predicted that, minimum fuel con-
sumption obtained in experimental was B20E5LHR + 15%LTC and
in CFD was B20LHR. Variations in simulated and experimental
results are 0.39%, 1.99%, 3.82% and 9.29% for diesel, B20, B20LHR
and B20E5LHR + 15%LTC respectively (Shirneshan 2013).Simula-
tion and experimental results, show elevated variation in
B20E5LHR + 15%LTC and low in diesel fuel. It can be seen that bet-
ter simulations are performed by n-decane and methyl decanoate
instead of diesel and biodiesel for simulated combustion. Simu-
lated findings were acceptable in B20E5LHR + 15% LTC owing to
the two advanced methods implemented concurrently in engines
with optimum fuels.
In this Computational analysis has done simulation study of
performance, combustion and emission characteristics of diesel
engine with and without modification. n-decane methyl decanoate
was the surrogate thermodynamic information. Simulations were
compared to experimental results from diesel, B20, B20LHR and
B20LHR + 15% LTC combustion in a DI diesel motor at a constant
speed of 1500 RPM.
M. Kannan, R. Balaji, R.T. Sarath Babu et al.
Fig. 3.3. Compared well with experimental data of brake specific energy consumption.
4. Discussion
A keen exploration from this experimental and Analysis are as
follows: Compared the simulation results with the optimum
experimental results obtained from four previous analytical
phases.

Compared to simulated results, the maximum BTE with the
experimental results was higher (4% to 9%). At the recom-
mended level, BSEC was lower with simulated results than
experimental results (2% to 4%). But B20 LHR was obtained
almost the same results in the simulation and experiment.
Compared to simulated results, cylinder pressure and heat
release are higher than the results of the experiment. Because
CFD is accurate than the experiment.

Compared to simulated results Hydrocarbon (HC) and Carbon
monoxide (CO) emissions are lower than the experiment
results. It indicating that high heat release in the simulation
engine.

Compared to simulated results, the NOx emission with the
experimental results was minimum (0.69% to 2.01%). From the
results, simulated results improved than experimental results.
Because accurate results were obtained in the simulation.

Comparing simulation results and experimental results, simu-
lated results are also similarly optimal for experimentation.
Best simulation results obtained in B20E5LHR + 15%LTC + 5%
of ethanol, similarly for experiment results.

Surrogates fuels are closely to replacement of conventional
fuels. It is good agreement of validated the experimental results
to the simulated results. For IC engine simulation of CFD is the
one of the best efficient tool is ANSYS Forte.
5. Conclusion
In fact, this concluded that the experimental and numerical
results of the diesel engine fuel various combinations of fuels.
Two techniques have been implemented to improve engine perfor-
mance with LHR and LTC. This research study has four parts of
experimental work and one part of the simulation. LHR technique
is usually implemented to improve engine efficiency with reduced
heat losses. If the LTC implemented to reduce the emission level
engine by using a variable ratio of EGR. Finally, biodiesel is suitable
to use an engine with proper modification done to get improved
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Materials Today: Proceedings xxx (xxxx) xxx
performance and reduced emissions. Numerical analysis shows
also the best optimum is LTC + LHR B20 to other methods. Finally,
mahua biodiesel as an alternative fuel for diesel engines. And this
research objective has also been achieved, which simultaneously
increases efficiency and reduces emissions. Using the combined
two (LHR + LTC) modification of the diesel engine. A numerical
study of engine performance performed by appropriate CFD soft-
ware is identified.
CRediT authorship contribution statement
R.Balaji: Conceptualization Investigation, Methodology, Project
administration, Resources, Writing - original draft. R.T Sarath-
babu: Software, Visualization.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
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