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Energy
EnergyProcedia
Procedia160 (2019) 000–000
00 (2017) 404–411
www.elsevier.com/locate/procedia
2nd International Conference on Energy and Power, ICEP2018, 13–15 December 2018,
Sydney, Australia
2nd International Conference on Energy and Power, ICEP2018, 13–15 December 2018,
Sydney, Australia
Combustion, performance and emission analysis of a diesel engine
fueled withThemethyl
Combustion, performanceesters of
15th International and Jatropha on and
emission
Symposium fish
analysis
District oilof
Heating with
and exhaust
aCooling
diesel gas
engine
fueled with methyl esters ofrecirculation
Jatropha and fish oil with exhaust gas
Assessing the feasibility of using the heat demand-outdoor
M.temperature
recirculation
function
Saravana Kumar a
for aa*long-term
, M. Prabhahar district
, S. Sendilvelanb
heat
, Sanjay demand
Singh c
forecast
, R. Venkatesh c
, K.
a* Bhaskar
d
M. Saravana Kumar
a,b,c
a
, M. Prabhahar
a
, S.a Sendilvelanbb, Sanjay Singhcc, R. Venkateshc c, K.
I. Andrić *, A.Institute
Aarupadai Veedu
a Pinaof,Technology,
P. Ferrão , J. Mission
Fournier
Bhaskar
Vinayaka ., Foundation,Chennai,603104.
d Research B. Lacarrière , O. Le IndiaCorre
a
b
Dr.M.G.R. Educational and Research Institute, Chennai,600095. India
IN+ Center for
a Innovation, Technology
c
VMKVEC, and Policy Research
Vinayaka Mission - InstitutoFoundation,Salem
Research Superior Técnico,,636308.
Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
India
Aarupadai Veedu
b Institute of Technology, Vinayaka Mission Research Foundation,Chennai,603104. India
Veoliab Recherche
d
Dr.M.G.R. & Innovation,
Rajalakshmi 291
Engineering
Educational and Avenue
College,
Research Dreyfous
Chennai,
Institute, Daniel,
602105.78520
IndiaLimay,
Chennai,600095. India France
c
Département Systèmes
c Énergétiques
VMKVEC, et Environnement
Vinayaka - IMT
Mission Research Atlantique, 4 rue ,636308.
Foundation,Salem Alfred Kastler,
India 44300 Nantes, France
d
Rajalakshmi Engineering College, Chennai, 602105. India
Abstract

Abstract
Abstract
This research work is based on experiments conducted with 20% blend of Jatropha Oil Methyl Ester (JOME) and Fish Oil
Methyl Ester (FOME) with diesel, on a compression ignition engine with and without Exhaust Gas Recirculation (EGR). At the
District
This
rated power heating
research work
output, networks
is based
the brakeareon commonly
experiments
thermal addressed
efficiency conducted in the
decreases withliterature
from 20%
28.43% astoone
blend of of theformost
Jatropha
27.12% Oil effective
20% Methyl
JOME with solutions
Ester (JOME)
20% for decreasing
EGR and Fish Oil
compared the
to
greenhouse
Methyl Ester gas emissions
(FOME) with from
diesel,theonbuilding
a sector. These
compression ignition systems
engine require
with high
and investments
without Exhaust which
Gas are returned through
Recirculation (EGR). the
At heat
the
diesel and the specific energy consumption increases from 12,936 to 13,264 kJ/kWh, the unburned hydrocarbon varies from 0.7
sales. Due output,
rated to the the
changed climate conditions decreases
and building renovation policies,forheat demand in the20% future could decrease,
g/kWhpowerwith diesel to brake
0.8 thermal
g/kWh for efficiency
20% JOME with EGR fromwhile
28.43% thetovariation
27.12% 20%
is from JOME
0.7 to with
0.9 g/kWhEGR compared
for 20% FOME to
prolonging
diesel and thethe investment
specific energy return period.
consumption increases from 12,936 to 13,264 kJ/kWh, the unburned hydrocarbon varies from 0.7
compared
The main to 0.7 g/kWh for diesel
is to and alsothecarbon monoxide emissions at rated power output from 16.75 g/kWhfor with diesel to
g/kWh
14.235 withscope
g/kWh dieselof to
this0.8paper
g/kWh assess
for 20% feasibility
JOME withofEGRusing the heat
carbonwhile the demand
variation– outdoor
from temperature
is achieves 0.7 to20% function
0.9 JOME
g/kWh heat
for 20% demand
withFOME
forecast. The with 20%
district of JOME
Alvalade,and 20%
located EGR. Lowest
in Lisbon (Portugal), monoxide
was used emission
as a case study.atThe district isblend
consisted 10.32
of 665
compared
g/kWh. Atto 0.7 power
rated g/kWhoutputfor diesel and also
the oxides carbon
ofperiod
nitrogen monoxide emissions at7.45
ratedg/kWh
powerwithoutput from 16.75 g/kWh with diesel to
buildings that vary in both construction andemissions
typology.vary Threefromweather scenarios diesel
(low, and
medium, 20%high)
JOME andwithout EGR
three district
14.235 g/kWh
torenovation with
4.8 g/kWhscenarios 20%
with 20%were JOME
JOME and 20%
with 20%(shallow,EGR.
EGR while Lowest carbon
they vary from monoxide
7.6To emission
to 6.4 g/kWhthe achieves
forerror,
20% FOMEat 20% JOME blend with 10.32
developed intermediate, deep). estimate obtainedcompared to 7.3values
heat demand g/kWhwerefor
g/kWh.
diesel.
compared At rated power from
with results outputa dynamic
the oxidesheatof nitrogen emissions
demand model, vary from
previously 7.45 g/kWh
developed with diesel
and validated byand
the 20% JOME without EGR
authors.
toThe
4.8 results
g/kWhshowed
with 20% thatJOME
whenwith only20% EGRchange
weather while they vary from the
is considered, 7.6 margin
to 6.4 g/kWh forcould
of error 20% beFOME compared
acceptable to 7.3 applications
for some g/kWh for
diesel.
(the error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation
©scenarios,
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increased Ltd. (depending on the weather and renovation scenarios combination considered).
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Keywords:
improve ICEP2018.
Biofuel; Dieselof
the accuracy Engine; Exhaust estimations.
heat demand Gas Recirculation; Emission Analysis; Jatropha Methyl Ester; Fish Oil Methyl Ester

* Corresponding
Keywords: author.
Biofuel; Tel.:
Diesel +91-44-22293345;
Engine; Exhaust fax: +91-44-23783165
Gas Recirculation; Emission Analysis; Jatropha Methyl Ester; Fish Oil Methyl Ester
© 2017address:
E-mail The Authors. Published by Elsevier
mprabhahar@gmail.com Ltd.
* Peer-review
Correspondingunder responsibility
author. of the Scientific
Tel.: +91-44-22293345; Committee of The 15th International Symposium on District Heating and
fax: +91-44-23783165
Cooling.
E-mail address: mprabhahar@gmail.com
1876-6102 © 2018 The Authors. Published by Elsevier Ltd.
Keywords: Heat demand; Forecast; Climate change
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection
1876-6102and peer-review
© 2018 under responsibility
The Authors. of the scientific
Published by Elsevier Ltd. committee of the 2nd International Conference on Energy and Power, ICEP2018.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of the 2nd International Conference on Energy and Power, ICEP2018.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 © 2019 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of the 2nd International Conference on Energy and Power, ICEP2018.
10.1016/j.egypro.2019.02.174
 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411 405
2 Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000

1. Introduction

Reducing air pollutants and increasing the fuel economy of Internal Combustion engines are the primary concern
for all developing nations. There is a world-wide interest in the search for alternatives to fossil fuels due to their
rapid depletion and concern for the environment. Bio-diesel derived from edible, non-edible oils and animal fats can
be used in diesel engines with little or no modifications[1],[2].

Nomenclature

BTE brake thermal efficiency

bTDC before top dead centre
CA crank angle
CO carbon monoxide
CO2 carbon dioxide
CIDI compression ignition direct injection
EGR exhaust gas recirculation
FOME fish oil methyl ester
H2O water vapour
JOME jatropha oil methyl ester
NOx oxides of nitrogen
O2 oxygen
SEC specific energy consumption
TDC top dead centre
UBHC unburnt hydrocarbon

Even though biodiesel offers reduction in smoke, unburnt hydrocarbon (UBHC) and carbon monoxide (CO)
emissions due to the molecular oxygen present in it, oxides of nitrogen (NOx) emissions are higher which can be
reduced by using exhaust gas recirculation (EGR)[3]. The factors that help in reducing the NOx emissions by using
EGR are the burnt gases replace air partially from the intake port and decrease the oxygen (O2) concentration which
results in slowing down the combustion reaction rate and extending the combustion duration[4] and the peak
combustion temperature is reduced as the specific heat capacity of H2O and CO2 is higher[5].
The increase of the EGR percentage resulted in longer ignition delay and the combustion shifted to a later stage
while the combustion duration was reduced[6]. Regarding the effect of EGR on the exhaust gaseous emissions, it
reduces NOx emissions but increases other gaseous emissions. NOx emissions could be reduced significantly,
whereas the smoke emission presents a sharp increase when the EGR ratio increases[7]. Reduced oxygen available
for combustion lowers the effective air-fuel ratio. This effective reduction in air-fuel ratio affects exhaust emissions
substantially[8]. Mixing of exhaust gases increases specific heat results in the reduction of flame temperature[9].
Thus, combination of lower oxygen quantity in the intake air and reduced flame temperature reduces the rate of NOx
formation reactions[10]. The engines using EGR emit lower quantity of exhaust gases compared to non-EGR
engines because part of the exhaust gas is re-circulated. Kusaka et al. also found that at low loads, EGR combined
with intake heating can favorably reduce hydrocarbon emission with improvement in thermal efficiency[11]. EGR
was also used in a direct injection spark ignition engine as an effective way for improving fuel economy. Das et al
used EGR to reduce NOx emissions in hydrogen supplemented SI engine without any undesirable combustion
phenomena[12]. However, the use of EGR leads to a trade-off in terms of soot emissions moreover it exhausted
more unburned hydrocarbons (20-30%) compared to conventional engines[13]. Therefore, in this work 20% EGR
was used to study the performance with jatropha oil methyl ester and fish oil methyl ester blend with diesel.
406 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411
Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000 3

1.1. Jatropha oil methyl ester (JOME)

Jatropha oil methyl esters are well-proven alternatives to petroleum diesel[14]. Main reasons for choosing
jatropha oil in this work are its renewable environmental friendly nature, less expensive to cultivate with little
amount of water, grow in all climatic conditions and soils, high yield, approximately 50 years of plant life [15]. Use
of jatropha oil as fossil fuel will be a partial substitute for petroleum diesel to reduce the cost of petroleum products
imported. Under these circumstances, jatropha oil extracted and refined through transesterification becomes an
attractive alternative to produce biodiesel.

1.2. Fish oil methyl ester (FOME)

Biodiesel produced from waste fish oil is a very good and low-cost alternative to petroleum diesel. Fish
processing industry generates large quantities of tissue waste and by products which are either discarded or retailed
at low value for fertilizer or animal feeds[16]. A better way to utilize these by-products is to convert it to biodiesel
for use in diesel engines. India has one of the longest coastal areas in Asia and has excellent potential for fish and
fish products including fish meal and fish oil. Locally produced fish oil biodiesel blend fuels have the potential to
create a sustainable energy supply for use in remote regions together with dramatic cost savings and reducing
dependence on imported petroleum products[17]. Easy to manufacture, cleaner-burning fish oil biodiesel and its
blends could potentially replace or reduce traditional diesel fuel requirements in India[18].
Transesterification is a chemical process of transforming large, branched, triglyceride molecules of vegetable oils
and fats into smaller, straight chain molecules, almost similar in size to the molecules of the species present in diesel
fuel[19]. The process takes place by reacting the vegetable oil with an alcohol in the presence of a catalyst[20].
Present experimental work was confined to analyze the performance, emission, and combustion characteristics with
jatropha oil and fish oil methyl ester with diesel in a CIDI engine. The effect on performance, emission and
combustion are analyzed in depth. Table 1 shows the fuel properties of biodiesel and diesel.

Table 1. Fuel properties of biodiesel from FOME, JOME and diesel

Fuel property Unit Diesel a
Limits JOME FOME
Density at 15 C
o
kg/m 3
830 860-900 882 890
Kinematic viscosity at 40oC cSt 3.52 1.9-6.0 4.5 5.2
Flash point C
o
54 120 min 160 157
Calculated cetane index - 50 - 54 52.5
Calorific value MJ/kg 43.5 - 39.64 38.65
Element O wt. % - - 10.8 8.1
a
Limits as per IS 15607-2005 ASTM D6751

2. Experimental setup and procedure

The tests were conducted on a single cylinder, four stroke, naturally aspirated, air-cooled diesel engine coupled
with an electrical swinging field dynamometer as shown in Fig. 1. The technical specifications of the engine are
given in Table 2. AVL 415 variable sampling smoke meter was used to measure the particulate matter in the
exhaust. MRU delta 1600 L Exhaust Gas Analyzer was used to measure HC, CO, and NOx values. AVL 615
Indimeter system was utilized for pressure crank angle diagram at various loads using piezoelectric pressure
transducer and angle encoder besides analysis of other significant parameters such as heat release rate, peak
pressure, the angle of occurrence of peak pressure. Combustion is initiated with Diesel as the only fuel and engine is
kept running till steady-state conditions were attained. Engine speeds, fuel consumption rate, exhaust emissions
(HC, CO, and NOx), soot, pressure-crank angle diagram and exhaust gas temperature were measured at various
loads. The experiment was repeated at various loads with 20% JOME blends with diesel with and without EGR.
Cooled EGR was used throughout the experimental investigation. A control valve was provided in the intake
 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411 407
4 Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000

manifold to regulate the quantity of exhaust gases mixed with the intake air. Similarly, experiments were repeated at
various loads with 20% FOME blends with diesel with and without EGR.

Table 2. Test engine specifications

Engine Type Four stroke, Air cooled, Stationary, Constant speed,
Direct injection, Compression Ignition engine
No. of Cylinders 1
Maximum Power 4.4 kW at 1500 rpm
Maximum Torque 28 N-m at 1500 rpm
Bore 87.5 mm
Stroke Length 110 mm
Displacement 661.5cm3
Compression Ratio 17.5: 1
Injection Timing 23.40 CA bTDC
Loading type Electrical Swinging Field Dynamometer

Fig. 1. Experimental setup.

3. Results and discussion

3.1. Specific energy consumption (SEC) and brake thermal efficiency (BTE)

The variation of SEC and brake thermal efficiency with brake power for 20% JOME and 20% FOME with diesel
with and without 20% EGR is shown in Fig. 2 and 3 respectively in comparison with that of diesel. The recirculation
of exhaust gas increases SEC at all the power outputs for 20% methyl esters without EGR. Experimental
investigations show that when EGR was introduced, SEC was increased, and the brake thermal efficiency was
decreased. The decrease in thermal efficiency is due to the dilution of the fuel-air mixture with exhaust gases and
consequent deficiency in oxygen concentration in the combustion chamber[21]. Hence, combustion deteriorates
when EGR was introduced. This reduces the peak pressure and temperature inside the combustion chamber resulting
in a decrease in brake thermal efficiency at all the power outputs. At the rated power output, the brake thermal
efficiency decreases from 28.43% to 27.12% for 20% JOME with 20% EGR compared to diesel. The SEC increases
from 12,936 to 13,264 kJ/kWh at the rated power output for 20% JOME with 20% EGR compared to diesel. The
408 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411
Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000 5

results of brake thermal efficiency with EGR in the present work are in a good agreement with the experimental data
obtained by Nitin Shrivastava et al [22]. The brake thermal efficiency of 20% FOME with EGR is still lower at all
the power outputs compared to 20% JOME due to lower intrinsic oxygen present in 20% FOME compared to that of
20% JOME.

Fig. 2. Variation of specific energy consumption with brake power Fig. 3. Variation of brake thermal efficiency with brake power

3.2. Unburnt hydrocarbon (UBHC) and carbonmonoxide emissions (CO)

Fig. 4 shows the variation of UBHC emissions with brake power for diesel, 20% JOME and 20% FOME without
EGR and with 20% EGR. UBHC emissions decrease with power output for the fuels tested. It can be observed that
UBHC emissions at low power outputs are higher than that at rated power since at lighter loads turbulence is less
significant and the mixture is too lean [23]. EGR increases the UBHC emissions for the methyl ester all the power
outputs. With EGR the oxygen available for combustion is reduced and the air-fuel mixture does not combust
properly resulting in higher UBHC emissions.

Fig. 4. Variation of unburnt hydrocarbon with brake power Fig. 5. Variation of carbonmonoxide with brake power

At the rated power output, the UBHC varies from 0.7 g/kWh with diesel to 0.8 g/kWh for 20% JOME with EGR
while the variation is from 0.7 to 0.9 g/kWh for 20% FOME compared to 0.7 g/kWh for diesel. 20% FOME with
EGR shows higher UBHC emissions at all the power outputs compared to 20% JOME with EGR due to its lower
percentage of intrinsic oxygen and higher percentage of longer chain fatty acid components present in it. The
 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411 409
6 Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000

variation of CO emission with brake power for all the fuel tested is shown in Fig. 5. EGR increases the CO emission
due to incomplete combustion caused by the diluted mixture. UBHC and CO emissions are higher than those of
diesel showing that there is a limit for EGR. CO emissions at rated power output from 16.75 g/kWh with diesel to
14.235 g/kWh with 20% JOME and 20% EGR. Lowest CO emission achieves at 20% JOME blend with 10.32
g/kWh.

3.3. Oxides of nitrogen emissions (NOx)

Fig. 6 shows the NOx emissions at various power outputs for the fuel tested with and without EGR compared to
diesel. NOx emissions are reduced for the methyl ester blends. This is due to the fact with EGR the availability
oxygen reduces; in addition to this, the higher specific heat capacity of the re-circulated exhaust gases lowers the
temperature in the combustion chamber and the flame temperature, which subsequently reduces the reaction rates
leading to the formation of NOx emissions. Both CO2 and H2O have higher specific heat capacities than air [24]. At
rated power output the NOx emissions vary from 7.45 g/kWh with diesel and 20% JOME without EGR to 4.8
g/kWh with 20% with 20% EGR while they vary from 7.6 to 6.4 g/kWh for 20% FOME compared to 7.3 g/kWh for
diesel at the rated power output.

3.4. Soot emissions

Fig. 7 shows the variation of soot emissions at various power outputs for diesel, 20% JOME and 20% FOME
without and with 20% EGR. It was observed that with EGR soot emissions increased, but soot emissions are lower
than those of diesel at the rated power output. The exhaust gases in the intake air decreases the oxygen content and
result in lower combustion temperature. The formation of soot and its oxidation are mainly influenced by the engine
operating conditions. The combined effect of fuel properties, lower combustion temperature, and lower oxygen
content reduces the soot oxidation process which eventually results in higher soot emissions. At rated power output,
the soot emissions with no EGR, 20% EGR vary from 120 to 140 mg/m3 for 20% JOME and 20% FOME compared
to 166 mg/m3 for diesel.

Fig. 6. Variation of oxides of nitrogen with brake power Fig. 7. Variation of soot emissions with brake power

3.5. Ignition delay

Fig. 8 shows the variation of ignition delay with brake power for diesel, 20% JOME and 20% FOME with and
without EGR. The ignition delay at rated power output for 20% JOME without EGR and with 20% EGR is
14.86°CA and 15.41°CA respectively compared to 15.78°CA for diesel fuel. With cooled EGR, the delay period
410 M. Saravana Kumar et al. / Energy Procedia 160 (2019) 404–411
Saravana Kumar M et al. / Energy Procedia 00 (2018) 000–000 7

increases marginally due to the reduction in oxygen content. In the case of 20% FOME, ignition delay period
without EGR and with 20% EGR is 15.4 and 15.7°CA respectively at rated power output.

3.6. Peak pressure

The variation of cylinder peak pressure with brake power for diesel, 20% JOME and 20% FOME with and
without EGR is shown in Fig. 9. It was observed that the cylinder peak pressure lower at part loads for methyl esters
and higher at rated output due to the decrease in oxygen availability. EGR act as a thermal sink controlling the heat
release rate and inhibiting rapid pressure rise. The decrease in oxygen content in the charge also contributes to the
reduction in peak pressure [25].

Fig. 8. Variation of ignition delay with brake power Fig. 9. Variation of peak pressure with brake power

The peak pressure at rated power output with 20% JOME without EGR is 72.46 bar, with EGR 70.2 bar
compared to 71.66 bar with diesel. In the case of 20% FOME, peak pressure without EGR and with 20% EGR is
73.1 and 72.5 bar respectively at rated power output.

4. Conclusions

The results are summarized as follows:

• Brake thermal efficiency decreases marginally with 20% JOME and 20% FOME with 20% EGR.
• The exhaust gas temperature decreases marginally with 20% EGR.
• At the rated power output, the ignition delay increases compared to methyl esters without EGR.
• Peak pressure is significantly lower with 20% JOME with 20% EGR at rated power output compared to 20%
JOME without EGR also follows same trend for FOME.
• UBHC, CO and soot emissions increase with 20% JOME and FOME with 20% EGR at the rated power output.
• With 20% JOME with 20% EGR, NOx emissions were significantly lowered for methyl ester at all power
outputs.

Acknowledgements

The authors are obliged to Aarupadai Veedu Institute of Technology, Dr. M.G.R. Educational and Research
Institute and Rajalakshmi Engineering College for providing laboratory facilities.

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