IJMET comprehensive review combustion compression ignition engines biodiesel

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING
6340(Print), ISSN 0976 – 6359(Online) Volume 5, Issue 1, January (2014), © IAEME

AND TECHNOLOGY (IJMET)

ISSN 0976 – 6340 (Print)
ISSN 0976 – 6359 (Online)
Volume 5, Issue 1, January (2014), pp. 44-56
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IJMET
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A COMPREHENSIVE REVIEW ON COMBUSTION OF COMPRESSION
IGNITION ENGINES USING BIODIESEL
K. Vijayaraj1*, A. P. Sathiyagnanam2
1*

Research Scholar, Department of Mechanical Engineering
Annamalai University, Annamalai Nagar -608002 (T.N) India
2
Assistant Professor, Department of Mechanical Engineering
Annamalai University, Annamalai Nagar -608002 (T.N) India

ABSTRACT
The world today is confronted with a twin crisis of fossil fuel depletion and environmental
degradation. Rapid depletion of petroleum derived fuels has forced the researchers to find out
alternative fuels for IC engines. Biodiesel is an alternative fuel for conventional diesel engines and
can be used without major modification of the engines. When compared to diesel, biodiesel has a
higher cetane number which results in shorter ignition delay and longer combustion duration and
hence results in low particulate emissions. The combustion of CI engine is a complex process due to
its combustion mechanism. The combustion characteristics of an engine are defined by parameters
such as cylinder pressure, maximum rate of pressure rise, heat release, cumulative heat release,
ignition delay and combustion duration. Analysis of combustion characteristics is significant because
it provides the important information which in turn helps in interpreting the engine performance and
exhaust emissions. This paper reviews the combustion analysis of compression ignition engines
using biodiesel. It is found that the ignition delay for biodiesel seems to be less when compared to
diesel. Moreover, it reveals that the heat release rate is more during the diffusion combustion for
biodiesel and its blends than diesel. Similarly a marked difference is seen in the cumulative heat
release rate and combustion duration.
Keywords: Diesel Engine, Biodiesel, Combustion, Heat Release Rate, Cylinder Pressure,
Ignition Delay and Combustion Duration.

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1. INTRODUCTION
Compression ignition engines have become an indispensable part of modern life style
because of their major role in transportation. The compression ignition engines are not liked by many
passenger car owners due to noisy combustion and emission of black smoke with bad odour. The CI
engines are more fuel efficient and consequently emit lower greenhouse gas, carbon dioxide
emissions when compared to SI engines. The demand for petroleum based fuel has increased, the
resources of the conventional fossil fuel are non-renewable and the remaining global ones are
sufficient to meet demand up to 2030 [Kjarstad and Johnson (2009)]. Therefore there arises a need to
develop alternative fuels which are cheaper, environmentally acceptable and considered to reduce the
dependency on fossil fuel.
Rudolf Diesel, the inventor of diesel engine, is the pioneer who used peanut oil as an
alternative fuel for diesel engine at the 1900 World exhibition in Paris. In India, a lot of research
activities are going on in the field of production of biodiesel, mainly from non-edible sources and
subsequently testing their suitability in diesel engine either in the form of blending with conventional
diesel or neat biodiesel. Biodiesel has already been commercialized in the transport sector and can be
used in diesel engines with little or no modification [Graboske and McCormick (1998)].
Many reports are available on engine performance, emission and combustion evaluation with
non-edible biodiesel. Most of the combustion analysis reveals lower ignition delay, early heat release
though biodiesel has slightly higher viscosity and lower volatility. However, results vary
considerably depending upon the type of biodiesel used, engine configuration and test conditions.
2. COMBUSTION IN CI ENGINE
Most heavy duty engines are CI engines due to their high fuel efficiency and capability to
burn heavier fuel. A heterogeneous fuel-air mixture is created by injection of fuel in the hot
compressed air in the cylinder, which is ignited as the temperature of compressed air is higher than
the self ignition temperature of the fuel. High injection pressures in the range of 200 to 2000 bar or
even higher are used depending upon the engine design. To ignite the fuel and initiate combustion,
the temperature of air around 800 K or more is attained by compression of air to a pressure close to
45 – 60 bar. The engines operating in this form of combustion are commonly termed as Compression
Ignition engines. A common name for these engines is “Diesel engine” [Pundir (2010)].
The fuel injection consists of one or several high velocity fuel jets injected at high pressure
through small orifices in the injector nozzle that can penetrate far into the combustion chamber. The
fuel is injected either directly in the combustion chamber contained in a bowl in the piston crown or
in a small combustion chamber contained in the cylinder head which is attached to the main chamber
in the cylinder. The density of air at the time of injection is in the range of 15 to 25 kg/m3 and the
liquid fuel jet leaves the nozzle at a velocity of 100 to 300 m/sec. Fuel vapours and air mix forming
combustible mixture initially at some locations. The air temperature being higher than the self
ignition temperature of fuel, after elapse of a short interval between the start of injection the fuel gets
auto-ignited and combustion begins. The time interval between the start of injection and combustion
is known as “ignition delay”. After the start of combustion, the flame spreads rapidly in the
combustible mixture formed during the delay period. This phase is usually termed as “premixed
combustion phase”.
The combustion of the fuel injected after the start of combustion, depends how quickly it
gets evaporated and mixes with air. During this period, turbulent diffusion processes govern the fuelair mixing and combustion rate. This period is termed as “diffusion combustion phase”.

45


Air

Fuel

Boost pressure,
Temperature, EGR

Fuel properties (CN, Density,
Viscosity, etc)

Inlet Port Design
Swirl, turbulence

Injection system
Injection pressure,
rate, timing, duration

Combustion Chamber Design
(Bowl/chamber geometry)
Swirl
Squish
Turbulence

Spray formation, Drop size
distribution, Cone angle, Spray
penetration, Wall jet, Fuel evaporation

Fuel-Air Mixing

Combustion
Ignition delay, Ignition, Pre-mixed and Diffusion
combustion, Heat release rate

Fig. 1. Diesel Combustion Process, Key Design, Operating and Combustion Parameters
The combustion in CI engine is quite different from the SI engines. The combustion in SI
engine starts at one point with consequently slow rise in pressure and generated flame at the point of
ignition propagates through the mixture for burning of the mixture, whereas in CI engine, the
combustion takes place at a number of points simultaneously with the consequent rapid rise in
pressure and number of flames generated are also many. To burn the liquid fuel is more difficult as it
is to be evaporated; it is to be elevated to ignition temperature and then burn. Design combustion
process, key design, operating and combustion parameters are shown in fig. (1).

46

3. STAGES OF COMBUSTION IN CI ENGINE
Harry Ricardo has investigated the combustion in a CI engine and divided the same into
following four stages.
1. Ignition delay or delay period.
2. Uncontrolled combustion.
3. Controlled combustion.
4. After burning.

Crank angle

Fig.2. Four Stages of combustion process in a CI engine
The fig. (2) Shows the four stages of the combustion process in a CI engine [Ramalingam
(2008)]. The curved line ABCG represents compression and expansion of air charge in the engine
cylinder when the engine is being motored without fuel injection. The curve is mirror symmetry with
respect to TDC line. The curve ABCDEFH shows the pressure trace of an actual engine.
3.1. Delay period
In actual engine, the fuel injection begins at point B during the compression stroke. The
injected fuel does not ignite immediately and takes some time to ignite. Ignition sets in at point C.
During the crank travel from B to C, the pressure in the combustion chamber does not rise above the
compression curve. The period corresponding to the crank angle B to C is called “delay period or
ignition delay”.
3.2. Uncontrolled combustion
At the end of delay period i.e. at point C, the fuel starts burning. At this point, good amount
of fuel would have already entered and got accumulated inside the combustion chamber. This fuel
charge is surrounded by hot air. The fuel is finely divided and evaporated. Majority of the fuel burns
with an explosion like effect. This instantaneous combustion is called “uncontrolled combustion
“and this combustion causes a rapid pressure rise. If more fuel is present in the cylinder at the end of
47

delay period and undergoes rapid combustion, when ignition sets in the peak pressure attained will
be greater. During this combustion, the piston is around TDC and is almost stand still. Too rapid
pressure rise and severe pressure impulse at this position of the piston will result in combustion noise
called “Diesel Knock”.
The rate at which the uncontrolled combustion takes place depends upon the following factors:
1. The quantity of fuel in the combustion chamber at point C. This quantity depends upon the
rate at which the fuel is injected during the delay period and the duration of ignition delay.
2. The condition of fuel that has got accumulated in the combustion chamber at the point C.
The rate of combustion during the crank travel C to D and the resulting rate of pressure rise
determine the quietness and smoothness of operation of the engine.
3.3. Controlled combustion
High temperature and pressure prevail within the combustion chamber during the period C to
D because of uncontrolled combustion which has taken place previously. Hence, after the point D,
the fuel burns as soon as it enters the combustion chamber. After the point D, the fuel which has not
yet burned during C to D and the fuel which continues to be injected burns. During the period D to E,
combustion is gradual. Further, by controlling the rate of fuel injection complete control is possible
over the rate of burning. Therefore, the rate of pressure rise is controllable and hence this stage is
called “Controlled Combustion”. The period corresponding to the crank travel D to E is called the
period of Controlled Combustion.
The rate of burning during the period of controlled combustion depends on the following criteria:
1.
2.
3.
4.

Rate of fuel injection during the period of controlled combustion.
The fineness of atomization of the injected fuel.
The uniformity of distribution of the injected fuel in the combustion chamber.
The amount and distribution of the oxygen left in the combustion space for reaction of the
injected fuel.
At point E, the injection of fuel ends.

3.4. After burning
At the last stage, i.e., between E and F, the fuel that is left in the combustion space when the
fuel injection stops is burnt. This stage of combustion is called “After burning”. Increasing excess air
or air motion will shorten after burning.
4. DIFFICULTY OF COMBUSTION IN CI ENGINE
In SI engines, air and fuel are taken in during the suction stroke in a properly mixed and
vaporized form and compressed during the compression stroke. At the end of the compression stroke,
a spark is produced in the combustion chamber by an electrical device. The spark initiates
combustion, since the charge is in the form of a homogeneous mixture of air and vapour; the flame
spreads throughout the whole charge. There is little or no difficulty in achieving good combustion.
In the case of CI engines, air alone is taken in during the suction stroke and compressed
during the compression stroke to a compression ratio of 16 to 20. The temperature and pressure of
the air increases and at the end of compression, fuel is injected into the combustion chamber. The hot
air ignites the fuel and hence combustion takes place.
48


Fig. 3. Cylinder Pressure-Crank angle history and sequence of process in 4-stroke CI engine
Usually, fuel is injected around 10o to 20o before TDC and terminated at about 10o after
TDC.As such; the whole combustion process occupies about 30o of crank rotation around TDC. If
the engine is running at 1500 rpm, then the time available for combustion will be equal to30 × 60 /
360 × 1500 i.e., 1 / 300 sec. Within this small interval of time whatever fuel that has been injected
must mix thoroughly with the air, get itself vaporised and burn in the most efficient form
[Ramalingam (2008)]. Hence combustion in a CI engine is a much more difficult and complicated
affair when compared to the combustion in a SI engine. The Fig (3) shows the Cylinder PressureCrank angle history and sequence of processes in a CI engine.
A few important differences from SI engine combustion are:
1. The combustion occurs in heterogeneous air-fuel mixture with local fuel-air ratio varying
widely from nearly zero to infinity.
2. Combustion in fuel-rich pockets results in soot formation and appearance of black smoke in the
exhaust, a characteristic of CI engines.
3. As the fuel is injected just before combustion begins, there is not enough time to form end gas
zones containing the fuel-air mixture. The engine compression ratio is not limited by knock and
thus high compression ratio can be used in CI engines improving fuel efficiency when
compared to SI engines.
5. COMBUSTION ANALYSIS OF CI ENGINE
The combustion of the engine is an intricate process because of the combustion mechanism.
The main parameters used for analyzing the characteristics of the combustion process are cylinder
pressure, ignition delay, heat release rate (HRR), combustion duration, etc., [Enweremadu and Rutto
(2010)]. All these parameters are based on the variation of cylinder pressure and hence the
combustion parameters can be calculated based on the cylinder pressure data. Other important
combustion parameters such as combustion duration and intensity can be estimated from the heat
release variation over an engine cycle. In addition, the HRR can be used for identifying the start of
49

combustion, indicating the ignition delay for different fuels, showing the fraction of fuel burned in
the premixed mode and differences in combustion rates of fuels [Brunt, et al. (1998)]. The HRR can
be computed by a simplified approach which can be derived from the first law of thermodynamics
[Sudhir, et al. (2007)] as expressed in equation (1).
ௗொ
ௗఏ

ൌ

ଵ

ఊିଵ

ቂߛܲ

ௗ௏

ௗఏ

൅ܸ

ௗ௉
ௗఏ

ቃ

(1)

where, dQ/dθ is the heat release rate across the system boundary into the system, P is the in-cylinder
gas pressure, V is the in-cylinder volume, γ is the ratio of specific heat ranges from 1.3 to 1.5 for heat
release analysis and θ is the crank angle. Moreover, P (dV/dθ) is the rate of work transfer done by the
system due to system boundary displacement.

Fig. 4. DI engine heat release rate identifying different diesel combustion phases

The fig. (4) represents heat release rate versus crank angle of a diesel engine. It indicates that
the combustion can be divided into three distinguishable stages [Heywood (1988)]. The first stage is
premixed period where the rate of burning is very high and the combustion time is short (for only a
few crank angle degrees) as well as the cylinder pressure increases rapidly. The second stage is the
main heat release period corresponding to a period of gradually decreasing HRR and lasting about 30
CA degrees, namely mixing controlled period. The third stage is the late combustion period which
corresponds to the tail of heat release diagram in which a small but distinguishable HRR throughout
much of the expansion stroke.
The fig. (5) Shows the Cylinder Pressure and heat release rate versus Crank angle of diesel
engine. The pressure variation in the engine cylinder plays an important role in the analysis of the
combustion characteristics, combustion noise of any fuel and the sound quality related to combustion
parameters [Pruvost, et al. (2009)]. An analysis of fuel combustion characteristics is important
because it provides the above important information which in turn helps in interpreting engine
performance and exhaust emissions [Gogoi, et al. (2013)].
50


Fig.5. Cylinder Pressure and heat release rate of diesel engine.
5.1. Cylinder pressure
The cylinder pressure refers to the maximum pressure obtained in the cylinder during the end
of the power stroke. It depends on the change in volume due to piston movement, temperature,
ignition delay and spray envelope of the injected fuel. Normally, the cylinder pressure curve is drawn
with reference to the crank angle and it shows the start and end of the combustion. Crank angle from
325 - 425 degrees are taken for the study where the rise and fall of the pressure occurs.
study
5.2. Heat release rate (HRR)
The concept of heat release is important to understand the combustion process of CI engine.
It is defined as the rate at which the chemical energy of the fuel is released by the combustion
process and it can be calculated from the cylinder pressure versus crank angle data [Heywood
(1988)]. Heat release rate measures the conversion of chemical energy of fuel into the thermal energy
by combustion. This directly affects the rate of pressure rise and accordingly the power produced.
The heat release rate is used to identify the start of combustion, the fraction of fuel burned in the
premixed mode and differences in combustion rates of fuels.
5.3. Rate of pressure rise
An analysis of the rate of pressure rise is indispensable in engine study because it is possible
to determine how smoothly the combustion progresses in the combustion chamber from the
observation of the rate of pressure rise. It is necessary that the maximum rate of pressure rise should
be as low as possible for reduced engine noise and increased engine life [Ganesan (2007)]
Ganesan (2007)].
5.4. Cumulative heat release (CHR)
CHR is the integration of the NHRR results and it indicates the amount of energy spent for a
given output. Cumulative heat release increases towards the later part of the combustion process for
all the fuel.

51

5.5 .Ignition delay
Ignition delay is defined as the time period between SOI and SOC. Ignition delay is the single
biggest variable to choose an injection accurately and posits a major challenge to emissions as well.
Delay is primarily governed by chemical properties and the physical evaporation delay is significant
when the engine is cold. Cetane Number measures how shortly after the start of injection the fuel
starts to burn (auto ignites). The engine requires an increasingly higher cetane number fuel to start
easily in the cold condition. A change in cetane content directly affects the ignition delay. A fuel
with a high cetane number starts to burn shortly after it is injected into the cylinder; it has a short
ignition delay period. Conversely, a fuel with a low cetane number resists auto ignition and has a
longer ignition delay period. It is a significant parameter in determining the knocking characteristics
of CI engines.
5.6. Injection timing
Combustion completeness depends on correct timing. At normal engine conditions, the
minimum delay occurs with the start of injection at about 10o to 15o BTDC. The increase in the delay
with earlier or later injection timing occurs because the air temperature and pressure changes
significantly close to TDC. If injection starts earlier, the initial air temperature and pressure are lower
so the delay will increase. If injection starts later (closer to TDC), the temperature and pressure are
initially slightly higher but then decreases as the delay proceeds. The most favourable conditions for
ignition lie in between [Heywood (1988)].
5.7. Combustion duration
The total time taken for the complete burning of the air-fuel mixture in the CI engine is called
“combustion duration”. The combustion duration on the other hand comprises the main combustion
phase, in which the flame front move quickly through the combustion chamber and high percentage
of the chemical energy of the fuel is released. It is governed by the chemical properties and
environmental factors (pressure and temperature).
6. COMBUSTION OF BIODIESEL
Both physical and chemical properties can affect combustion characteristics of biodiesel and
its blends. There are two distinct phases in the combustion process of biodiesel in CI engines, the
premixed and diffusion phases. During the ignition delay or the time when the fuel is being injected
and before the ignition starts, the fuel and air mix form pockets of a fuel-rich premixed combustible
mixture. Upon ignition, the premixed pockets rapidly react, quickly consuming all the available
oxygen. The biodiesel fuel itself is oxygenated. Once all the oxygen in the premixed pockets has
been consumed, the flame transitions into a diffusion mode. The premixed phase of combustion is
shorter than diffusion phase. NOx emissions correlate well with the amount of fuel consumed during
the premixed phase of combustion, even though there is a relatively low flame temperature due to
locally fuel-rich conditions. The heat release during the premixed phase of combustion acts to
preheat the reactants for the diffusion phase of combustion, increasing the flame temperature and
ultimately increasing NOx emissions. It is to be noted that biodiesel has a higher boiling point range
than diesel fuel, which ranges from approximately 300-350oC, whereas diesel fuel ranges from
approximately 185-345oC. Because of this difference, biodiesel has been proved by a number of
researchers to have a larger heat release than diesel fuel during the premixed phase of combustion,
thus causing, at least in part, higher NOx emissions.
Biodiesel fuel blends are more efficient during the fuel and air-mixing process, so for a
biodiesel blend to have the same amount of fuel consumed during premixed combustion as the
baseline diesel fuel, the biodiesel blend requires less time and thus displays a higher cetane number
52

(CN). The CN of biodiesel can differ substantially depending on the composition and the age of the
fuel. It is typically between 46 and 57 and can exceed to 70, if the fuel is highly oxidized. Further,
increasing the CN of biodiesel by using cetane improving additives seems to be effective in reducing
NOx emissions from biodiesel. Biodiesel causes an advance in the fuel injection timing because it has
a higher bulk modulus than diesel fuel. Moreover, biodiesel improves combustion effectively,
especially at low speed and high load and decreases most of the pollutants except NOx. Since
biodiesel fuel experienced a shorter ignition delay and vaporized more slowly than diesel fuel, the
combustible mixture produces a smaller combustion peak. The rate of heat release decreases with
higher concentration of biodiesel. Fig (6) shows the rate of heat release for diesel, biodiesel blend
(B20) and biodiesel (B100). It is vivid that B100 has the lowest rate of heat release when compared
to the other two fuels.

Fig. 6. The rate of heat release for biodiesel
7. EFFECT OF BIODIESEL ON THE COMBUSTION PARAMETERS
A detailed experimental description of combustion evolution in a diesel engine is extremely
complex because of the simultaneous formation and oxidation of air-fuel mixture [Senatore, et al.
(2000)]. However, an effort has been made to study the effect of biodiesel on different parameters
like maximum combustion pressure and corresponding crank angle, rate of pressure rise and its
corresponding crank angle, start of fuel injection, ignition delay and most importantly the heat
release rate of the engine.
There is an increase in cylinder peak (or maximum) pressure with B100 compared to diesel.
This is due to the difference in physical and chemical properties of the biodiesel which advances the
combustion process when burns in an unmodified diesel engine [Shah, et al. (2010)]. This may be
due to the shorter ignition lag of B100. The maximum rate of pressure rise (MRPR) is more in case
53

of diesel because diesel fuel has a longer ignition delay. Longer ignition delay causes an increase in
the rate of pressure rise because a greater amount of fuel burns with extreme rapidity during the
premixed combustion period [Murugan, et al. (2008)]. Biodiesel is less compressible than diesel, so
develops faster pressure in the fuel injection system. As a result, the propagation of pressure wave is
faster in biodiesel than diesel fuel even at the same nominal pump timing, resulting in earlier
injection of biodiesel with higher pressure and rate [Shah, et al. (2010)]. The ignition delay (θd) is
shorter in the case of biodiesel and its blends when compared to diesel fuel, is due to the difference
in their cetane number. Biodiesel and its blend have a larger cetane number than that of diesel,
resulting in earlier combustion [Shah, et al. (2009)]. Combustion duration for B100 is 53oCA and is
minimum (46oCA) for diesel which may be due to lower diesel consumption. It has been found that
the engine consumed more fuel during B100 operation and hence combustion also continued for a
long period of time [Gogoi, et al. (2013)].
The different combustion characteristics such as ignition delay, ignition temperature and
spray penetration of different biodiesel fuels have been reviewed in a detailed manner in the
subsequent paragraph.
Zhang and Van Gerpen (1996) reported the use of blends of methyl esters of soybean oil and
diesel in a turbo-charged, four- cylinder, direct injection diesel engine modified with a bowl on
piston and medium swirl type. They found that the blends gave a shorter ignition delay and similar
combustion characteristics as diesel. Mohamed, et al. (1997) investigated the effect of the ignition
delay period of jojoba methyl ester by conducting experiments in a shock tube test rig by varying the
factors like equivalence ratio, ignition temperature and ignition pressure. They reported that the
Ignition delay period for jojoba methyl ester was lower while the ignition temperature and ignition
pressure were higher. Ali and Hanna (1997) studied the in cylinder pressure characteristics of a sixcylinder, direct injection, 306kW diesel engine using esters if methyl tallowate as fuel. Peak rate of
heat release for the blend of diesel methyl tallowate was found to be lower than diesel. Yu, et al.
(2002) compared the combustion characteristics of waste cooking oil with diesel in a direct injection
diesel engine. Tashtoush, et al. (2003) investigated the combustion performance of ethyl esters of
waste vegetable oil. Sinha and Agarwal (2005) investigated the combustion characteristics of rice
bran oil in transport diesel engine. Saikishan, et al. (2007) attempted to find the cetane number based
on the properties of the biodiesel by using simulation techniques. In their work, they analyzed the
influence of the various fuel properties namely density, viscosity, flash and fire points on the cetane
number of a biodiesel and its various blends. Szybist, et al. (2007) reported that biodiesel could alter
the fuel injection and ignition processes whether neat or in blend form.
CONCLUSION
This comprehensive analysis on combustion of CI engine using biodiesel reveals that the
maximum rate of pressure rise was less for B100 while the same was more for diesel fuel. The heat
release rate was less for B100 during premixed combustion while this was more during diffusion
combustion for B100 and its blends. Similarly the CHR values were higher for B100 and its blends
during the period from SOC till the end of combustion but the values remained almost same with
diesel towards the later part of combustion. Early pressure rise and heat release were an indication of
lower ignition delay for the biodiesel. It was found that the ignition delay for B100 and its blends
were less than that of diesel. Ignition delay for B100 being the lowest of them because of the
oxygenated nature of the biodiesel. If the ignition delay is more, the fuel accumulation will be
higher, resulting in peak pressure. This supports the results of maximum peak pressure with diesel
and the lowest peak pressure in case of B100.The combustion duration of the biodiesel was more
than that of diesel which may be due to higher fuel consumption. Fuel consumption was more for
B100 when compared to diesel.
54

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