Combustion analysis of biodiesel blends with different piston geometries
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Combustion analysis of biodiesel blends with different piston geometries I. J. Isaac Premkumar1 · A. Prabhu2 · V. Vijayan3 · A. Godwin Antony3 · R. Venkatesh4 Received: 9 August 2019 / Accepted: 1 December 2019 © Akadémiai Kiadó, Budapest, Hungary 2019
Abstract Shallow reentrant piston (SRP) and deep cylindrical piston (DCP) geometries were designed by modifying the compression ratio of an engine with baseline hemispherical pistons. Three-dimensional (3D) models of the pistons were created using CREO software, and made with the help of erosion and electrochemical deposition techniques. The pressure variations in the SRP cylinder with rice bran, soya bean, and Pongamia methyl ester blends at 40% and 80% loading revealed 2–4% enhancements. The SRP shape demonstrated an improvement in the heat release rate (HRRs) for the blends with 4–8% biodiesel, which could result in longer ignition delays and a concentrated premixed combustion stage. Soya bean, rice bran, and Pongamia methyl ester blends exhibited lower HRRs for the DCP. Such modification of piston dimensions could be utilized to improve the engine efficiency with suitable biodiesel blends of Pongamia methyl esters. Overall, the results indicate that Pongamia biodiesel blends meet the requirements of engines with certain piston shapes to improve their performance while achieving complete combustion and high power. The results demonstrate that addition of biodiesel blends could achieve earlier combustion compared with diesel, which will support the oxidation stability of the fuel particles. Keywords Compression ratio · Heat release rate · Biodiesel · Methyl ester blends · Oxidation stability
Introduction
* I. J. Isaac Premkumar [email protected] A. Prabhu [email protected] V. Vijayan [email protected] R. Venkatesh [email protected] 1
Mechanical Engineering Department, JCT College of Engineering and Technology, Coimbatore, Tamil Nadu, India
2
Automobile Engineering Department, SRM University, Kattankulathur, Chennai, Tamil Nadu, India
3
Mechanical Engineering Department, K. Ramakrishnan College of Technology, Tiruchirapalli, Tamil Nadu, India
4
Mechanical Engineering Department, Kongunadu College of Engineering and Technology, Tiruchirapalli, Tamil Nadu, India
Increasing the compression ratio (CR) from 16 to 18 can have various effects, including decreasing the brake-specific fuel consumption (BSFC) by about 30%, improving the brake thermal efficiency (BTE) by 13%, slightly decreasing the exhaust gas temperature, and decreasing the peak pressure by about 21%, 17%, and 10% at low, partial, and full load conditions, respectively, while also moving the highpressure point towards top dead center (TDC) [1]. The minimum delay period is seen at full load at the most extreme CR value of 18, with a decrease of about 9% seen in the delay period, which expands in proportion to the pressure ratio at all loads [2]. The peak heat discharge occurs closer to TDC when the CR is increased from 16 to 18, while the maximum heat discharge is see
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