177

CHAPTER-9

CONCLUSIONS

In view of the plight of the energy crisis, in this work an attempt is

made into investigation of using alternative fuels in particular estrified

vegetable oils as substitute fuels to diesel fuel. It is learnt that any

kind of vegetable oil is inferior to diesel fuel in all aspects like

performance, emission and combustion parameters. Hence in this

work a set of five configurations of piston geometry and LHR engine

concepts have been used to enhance afore said parameters. The

esterified vegetable oils used as substitute fuel to diesel are mutton

tallow methyl ester (MTME), palm stearn methyl ester (PSME),

safflower methyl ester (SME).

The important physical and chemical properties of the above oils

are computed and individually tested with different configurations of

piston geometry. In this connection the performance, emission and

combustion characteristics are evaluated and also their suitability as

alternate fuel to diesel is examined. After conducting a detailed

experimentation a successful low heat rejection engine is developed

which can run with PSME oil. In this work the following significant

observations are made and are presented as conclusions of the

investigations pertaining to the base engine available in the

department of mechanical engineering JNTU (H) CEH.

178

• The mechanical efficiency obtained with piston-5 is

93.62%, 90.02%, 93.14% and 91.77% for Diesel, Mutton

tallow methyl ester, Palm stearn methyl ester and Safflower

methyl ester respectively. The mechanical efficiency

obtained is maximum with PSME fuel compared to other

two esterified vegetable oils. This is due to impingement of

fuel on the piston walls led to minimum.

• For LHR engine the mechanical efficiency obtained is

maximum for piston-5 and is about 94.46%. This is almost

equal to diesel. This is because of reduced heat losses in

the engine obtained with insulation provided for LHR

engine.

• It is observed that the volumetric efficiency is gradually

decreased with increase in engine output. However the

volumetric efficiency obtained is maximum for PSME fuel

with piston-4 and piston-5 are 91.1% and 90.2%

respectively. This is due to controlled generating swirl

during intake process which led in controlling volumetric

efficiency.

• The volumetric efficiency is further reduced for piston-5

with PSME in LHR engine and is about 89%. The general

trend is that the volumetric efficiency drops with increase

in power output. Because of insulation combustion

chamber, the temperature increases due to heat loss to

incoming air results a drop in volumetric efficiency.

179

• The EGT computed with piston-5 for PSME is moderate and

is about 481.5 0C in a base engine. Where as with LHR

engine the EGT obtained is about 514.8 0C. The increase in

the EGT with LHR engine is higher than the base engine

and is about 6.07%. This is due to better and complete

combustion process with in the stipulated time.

• From the investigations it is learnt that the SFC obtained is

minimum for piston-5 with PSME fuel and is about 0.277

kg/kW-hr. The SFC for diesel is about 0.269 and is lower

than PSME, which is about 3%. This is due to piston

relative velocity between the air moment and injected fuel

vapour.

• The SFC is further reduced in LHR engine compared to

base engine and is about 5.5%. This is due to reduced heat

losses in the engine obtained with insulation provided for

LHR engine.

• The exhaust emissions like CO, HC, O2, CO2 and NOX at

closer to rated load for PSME oil with piston -5 of base

engine are 0.321%, 40 ppm, 11.79%, 6.4% and 1474

respectively.

• Similarly the exhaust emission like CO, HC, O2, CO2 and

NOX at rated load for PSME oil with piston -5 of LHR engine

are 0.215%, 38 ppm, 11.48%, 6.28% and 1398 respectively

and these levels are lower than that of diesel in normal

engine.

180

• The HC emissions obtained are minimum with piston-5 of

LHR engine using PSME as fuel and is about 38 ppm.This

is due to minimum heat loss from the combustion chamber

to cooling media.

• The cylinder pressure obtained is maximum with piston-4

compare to other pistons in normal engine. For different

load operations the cylinder pressure obtained is minimum

with piston-1. The cylinder pressure after ignition increases

rapidly while the combustion pressure caused by injection

later than the TDC rises slightly.

• At closer to rated load operation for piston-5 and piston-1

with PSME oil the EGT obtained are 4810C and 477 0C

respectively. These values are more or less same compared

to normal engine piston. However the gas temperature and

gas velocities vary significantly across the combustion

chamber. This is due to heat flux distribution over the

combustion chamber.

• The indicated thermal efficiency obtained with PSME in

LHR engine is about 37%. Where as with diesel fuel in

conventional engine is about 33.73%. This is due to

enhancement of combustion rate and heat release rate

using the concepts of adiabatic process in converting the

normal engine as LHR engine.

• It is observed the CO2 emissions obtained with piston-5 for

PSME fuel of LHR engine is higher than that of PSME and

181

diesel fuel of normal engine are 6.28% and 6.4%

respectively. This has occurred due to better insulation of

combustion chamber, where it leads to better and complete

combustion of mixture in the cylinder.

182

SCOPRE FOR FUTURE WORK

• The suitability of the successful PSME oil, adding of ignition

improvements, new lubricants is to be tested for different

configurations of piston geometry.

• These investigations can be carried out in high speed

automobile multi cylinder engines.

• The volumetric effieciency drop in case of LHR engine may be

enhanced by adopting with supercharging/turbo charging of

engine.

• The endurance test like 1000 hours or more running is to be

carried out.

• Different LHR configurations can to be examined with different

configurations of piston geometry.

183

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