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PERFORMANCE AND EMISSION

OF
SINGLE CYLINDER DIESEL ENGINE
BY
VARYING FUEL INJECTION PRESSURE AND FUEL NOZZLE

Dissertation Phase-II Report


SUBMITTED
BY
Rupak m. Patel
(Enroll No 120290711010)
GUIDEDBY
Prof. A.B.Patel

MECHANICAL ENGINEERING
DEPARTMENT
Laljibhai Chaturbhai Institute of
1 Technology
Bhandu – 384120.
Presentation Outline
 Introduction
 Problem description
 Literature review and summary of literature review
 Research objective
 Research methodology
 Experimental setup
 Result and discussion
 Conclusions
 Future Scope
 References

2
Introduction
 Introduction of effect of fuel injection pressure and nozzles on diesel engine
performance & emission.
 Compression ignition (CI) engines, due to their excellent fuel efficiency and
durability, have become popular power plants for automotive applications. This is
globally the most accepted type of internal combustion engine used for powering
agricultural implements and industrial applications[1]. Diesel engine plays a
dominant role in the field of power, propulsion and energy. The engine
performance, power output, economy etc is greatly dependent on the effectiveness
of the fuel injection system. The injection system has to perform the important
duty of initiating and controlling the combustion process[2].
 There are several factors that the engine designer varies to provide low emission
levels with high performance and good fuel economy, like fuel quantity injected,
fuel injection timing, fuel injection pressure, shape of combustion chamber,
position and size of injection nozzle hole, fuel spray pattern, air swirl etc. But fuel
injection pressure is most important parameter because ,when fuel injection
pressure is low, fuel particle diameters will enlarge and ignition delay period
during the combustion will increase.
3
 This situation leads to increase pressure. When injection pressure is increased
fuel particle diameters will become small. Since formation of mixing of fuel to
air becomes better during ignition period, smoke level and CO emission will be
less. But, if injection pressure is too higher ignition delay period becomes
shorter. So, possibilities of homogeneous mixing decrease and combustion
efficiency falls down. Therefore smoke is formed at exhaust of engine.[3].
 Also influence of number of holes on engine performance and emission
characteristics. Nozzle with single hole give simple construction and operation.
The velocity of injection required is high and therefore, very high injection
pressure is needed which is not achieved by nozzle with single hole .Nozzle with
multi hole give better fuel distribution and mix with air properly so complete
combustion is achieved at high injection pressure. Nozzle with multi hole give
good performance and lower emission compare to nozzle with single hole.[4]
 So, performance of single cylinder diesel engine is achieved by varying in fuel
injection pressure and fuel nozzle. Show in figure location of fuel injector in
which different types of nozzles are fitted.

4
Diagram of single cylinder diesel engine.[5]

5
Variation of the injection pressure
 The injection pressure of the injector can be varied by tightening or loosening the
screw of the injector as shown in the figure.

Fuel injector.

6
The injection pressure can be determined by fuel injector pressure tester as shown
in the figure given below.

Pressure Tester Gauge.[6]

7
Nozzles.[6]

Sr. No. No.of hole. Diameter of hole.

1 3 0.25mm
2 4 0.25mm
3 5 0.23mm
Details of Fuel Injection Nozzles.[6]
8
Problem Description
 When the injection pressure is increased fuel particle diameters will become
small. The mixing of fuel and air becomes better during ignition delay period
which causes low smoke level and CO emission.

 When fuel injection pressure is low, fuel particle diameters will enlarge and
ignition delay period during the combustion will increase. This situation leads to
inefficient combustion in the engine and causes the increase in NOx, CO
emissions.

 Injection pressure is too high ignition delay become shorter. So, possibilities of
homogeneous mixing decrease and combustion efficiency falls down.

 Emissions and engine performance values such as brake power, specific fuel
consumption and break thermal efficiency change by varying in fuel injection
pressure.

9
Literature review
 Ismet Celikten et al, [3] An experimental investigation of the effect of the
injection pressure on engine performance and exhaust emission in indirect
injection diesel engines. In this study that 150 bar injection pressure is
meaningful and low injection pressure can be preferred. High injection pressure
for O2, SO2, and CO2, low injection pressure for NOx, and smoke level must be
preferred for decreasing. Work based on experimental method.

 Yakup Icingur , Duran Altiparmak et al, [9] Effect of fuel cetane number and
injection pressure on a DI diesel engine performance and emissions. In this study
for the injection pressure of 150 bar, NOx emission is reduced when the fuel CN
is increased from 46 to 61.When the injection pressure is reduced to 100 bar
smoke level was found to be very high. NOx and SO2 emissions were improved
at the injection pressure of 200 bar. Work based on experimental method.

10
 S. Jaichandar , K. Annamalai et al, [8] Combined impact of injection pressure
and combustion chamber geometry on the performance of a biodiesel fueled
diesel engine. In this study TRCC (Toroidal re-entrant type combustion) chamber
with increased injection pressure (220 bar from 200 bar) improves the
combustion performance and emissions characteristics due to better air-fuel
mixing and improved combustion. Work based on experimental method.

 Cenk Sayin, Metin Gumus et al, [10] Impact of compression ratio and injection
parameters on the performance and emissions of a DI diesel engine fueled with
biodiesel-blended diesel fuel.In this study the increased injection pressure give
better results for BSFC, BSEC and BTE compared to the ORG and decreased IP.
Finer breakup fuel droplets obtained with increased IP provide more surface area
and better mixing with air and this effect improve combustion. NOx emissions
increased with the increase in injection pressure. Work based on experimental
method.

11
 Cenk Sayin , Ahmet Necati Ozsezen, Mustafa Canakci et al, [11] The
influence of operating parameters on the performance and emissions of a DI diesel
engine using methanol-blended-diesel fuel. In this study when methanol–diesel
fuel blends used, compared to ORG injection pressure, the BSFC and BSEC
increased, and BTE decreased along with the increased or decreased injection
pressure. For the all fuel blends, Smoke opacity, THC, and CO emissions
decreased and NOx emissions increased with the increased injection pressure.
Increasing injection pressure is the reason for better fuel–air mixing and complete
combustion which leaded to a decrease in smoke opacity and CO emissions.
Work based on experimental method.

 Ismet Çelikten , Atilla Koca , Mehmet Ali Arslan et al, [22] Comparison of
performance and emissions of diesel fuel, rapeseed and soybean oil methyl esters
injected at different pressures. In this study that diesel fuel engine torque and
power reduced with increasing injection pressure. Smoke level (%) and CO
emission reduced while NOx emission increases when the injection pressure
increased. Work based on experimental method.

12
 K. Purushothaman,G. Nagarajan et al, [14] Effect of injection pressure on heat
release rate and emissions in CI engine using orange skin powder diesel solution.
In this study the use of OSPDS in an engine at 235 bar injection pressure, increase
the brake thermal efficiency than at 215 bar. At the same time, the smoke, HC and
CO emissions are lower and the NOx emissions are higher with OSPDS than that
of diesel fuel. Work based on experimental method.

 K. Kannan and M. Udayakumar et al, [12] Experimental study of the effect of


fuel injection pressure on diesel engine performance and emission. In this study
engine performance parameter brake thermal efficiency increasing in the order
250-200-150 bar injection pressure order and brake specific fuel consumption
decreasing in the order of 250-200-150 bar injection pressure. At 150 bar pressure
higher brake thermal efficiency and lower brake specific fuel consumption were
obtained the percentage of improvement was at the maximum of 1%. So,
increasing injection pressure give insignificant effect on engine performance. HC
emission and smoke level lowest at 150 bar. NOx emissions lowest at 200 bar.
Work based on experimental method.

13
 Can Cinar , Tolga Topgu , Murat Ciniviz , Can Hasimoglu et al, [13] Effects
of injection pressure and intake CO2 concentration on performance and emission
parameters of an IDI turbocharged diesel engine. In this study The positive effects
of increasing injection pressure on performance and emissions were isolated by
CO2 admission especially on smoke and CO emission. Work based on
experimental method.

 Sibendu Som, Anita I. Ramirez , Douglas E. Longman , Suresh K. Aggarwal


et al, [16] Effect of nozzle orifice geometry on spray, combustion, and emission
characteristics under diesel engine conditions. In this study diesel engine
performance and emissions are strongly coupled with fuel atomization and spray
processes, which in turn are strongly influenced by injector flow dynamics.
Modern engines employ micro-orifices with different orifice designs. It is critical
to characterize the effects of various designs on engine performance and
emissions.

14
 R. Payri , F.J. Salvador, J. Gimeno, J. de la Morena et al, [17] Effects of
nozzle geometry on direct injection diesel engine combustion process. In this
study nozzle geometry, and its influence on spray characteristics, with
combustion characteristics in the chamber. For this purpose, three 6-hole nozzles,
with different orifices degree have been used.

 Keshav S. Varde and Takashi Watanabe et al, [18] Characteristics of High


Pressure Spray and Exhaust Emissions in a Single Cylinder DI Diesel Engine. In
this study fuel consumption improved as the injection pressure was increased.
Advanced injection timing and high pressures were conducive to improving fuel
consumption at full load.

 M.L.S Deva Kumar, S.Drakshayani, K.Vijaya Kumar Reddy et al, [19]


Effect of Fuel Injection Pressure on Performance of Single Cylinder Diesel
Engine at Different Intake Manifold Inclinations. In this study 180bar gives the
maximum brake thermal efficiency. By increasing fuel injection pressure,
pollution levels reduce due to complete combustion of fuel.

15
 Sukumar Puhan, R. Jegan, K. Balasubbramanian, G. Nagarajan et al, [20]
Effect of injection pressure on performance, emission and combustion
characteristics of high linolenic linseed oil methyl ester in a DI diesel engine. In
this study optimum fuel injection pressure is 240 bar with linseed methyl ester. At
this optimized pressure the thermal efficiency is similar to diesel and a reduction in
carbon monoxide, unburned hydrocarbon and smoke emissions with an increase in
the oxides of nitrogen was noticed compared to diesel. It is concluded that linseed
methyl ester at 240 bar injection pressure is more efficient than 200 and 220 bar,
except for nitrogen oxides emission.

 P. Suresh Kumar, Ramesh Kumar Donga, P. K. Sahoo et al, [21] Experimental


Comparative Study Between Performance And Emissions of Jatropha Biodiesel
And Diesel Under Varying Injection Pressures. In this study it is observed that at
100% load the brake thermal efficiency of the biodiesel improves as the fuel
injection pressure is increased while keeping advance angle of fuel injection
unchanged and for diesel the brake thermal efficiency decreases at the same
conditions. In the subsequent section, the engine emissions from Jatropha biodiesel
and diesel fuels are compared, paying special attention to the varying fuel injection
pressures at different crank angle.
16
Summary of Literature review
 With increasing in fuel injection pressure performance parameter like break
thermal efficiency increased.

 Fuel injection pressure is increasing break specific fuel consumption


decreasing.

 Carbon monoxide and hydrocarbon lower with high injection pressure but
Carbon dioxide is higher with high injection pressure.

 Oxides of nitrogen is increased with increasing in injection pressure.

17
Research Objective
 Fuel injection pressure and nozzles are major parameter on which engine
performance and emission content depend so, our objective is to check
performance and emission by varying injection pressure and nozzles.

 Experimental investigation on performance parameter of single cylinder diesel


engine by varying injection pressure and nozzles.

 To study effect of injection pressure and nozzles on emission of diesel engine.

 To find out best nozzle and injection pressure give good performance and lower
emission.

18
Research methodology
 To analyze effect of injection pressure and nozzles on emission contents.

 To analyze effect of injection pressure and nozzles on performance parameter of


engine.

19
Experimental setup
5
4

9
6
8 7
6 3

1 2 10

Schematic diagram of experimental setup (1) Engine (2) Alternator (3)


Electrical Load Bank (4) Fuel tank (5) Burette (6) Two way control valve (7)
Exhaust Gas Analyzer (8) RTD gun (9) Volt meter (10) Tachometer.
20
Specifications of Test Engine
Maker’s Name Sensitive Industries, Rajkot,Gujarat,India

Type of Engine Four Stroke Single Cylinder Vertical, Water Cooled Engine

Bore and Stroke 80 mm and 110 mm respectively


Displacement Volume 553 cc.
Compression ratio 16.5:1

Brake Power and RPM 3.7 kw (5.0 hp) and 1500 rpm

Fuel Injection Pressure 180 kgf/𝑐𝑚2


Number of hole. 3
Fuel Injection Timing Injection starts before tdc

Fuel Oil High Speed Diesel Oil


Lubricationg Oil SAE 30
Specific Fuel Consumption 251.75 g/kwh
Lubricating System Sump Type Lubrication System
Dynamometer Eddy Current Dynamometer

21
Single Cylinder Diesel Engine (Make: Sensitive Industries,Rajkot)

22
Rheostat Load Bank

Ammeter Burette

23
Weight Dynamometer

Voltmeter Two way control valve

24
Tachometer

RTD gun
25
Result and discussion.
 Break Specific Fuel Consumption (BSFC)
BSFC decreased in all experimental conditions with increasing engine load. This
reduction in BSFC can be explained by the fact that as the engine load increases,
there was continuous improvement in combustion quality and efficiency. Cylinder
pressure increased with increasing engine load and increasing injected fuel
quantity, which burned more efficiently therefore fuel consumption per unit brake
power produced i.e. BSFC decreased. Air–fuel ratio decreased with increasing
engine load in CI engines due to injection of higher fuel quantities in every engine
cycle. [1]. Show in figures for 3HN and 4HN BSFC decreased with increasing in
IP in order 140-160-180 because with increasing in fuel injection pressure fuel
particle diameters will become small and homogeneous mixture in combustion
chamber also delay period becomes short with increasing in IP. For 5HN BSFC
decreased with increasing in IP in order 140-180-160. From graphs it is clearer
that at 160 bar IP with 3HN BSFC is 0.300 kg/kWhr at 3.77kW B.P which is
best.

26
BSFC v/s Brake Power.
3HN
1.6
1.5
1.4
1.3
B.S.F.C(kg/kWhr)

1.2
1.1
1
0.9
0.8 180
0.7 160
0.6
0.5 140
0.4
0.3
0.2
0 1 2 3 4
Brake Power(kW)

27
BSFC v/s Brake Power.
4HN
0.7

0.6
B.S.F.C(kg/kWhr)

0.5
180
0.4 160
140
0.3

0.2
0 1 2 3 4 5
Brake Power(kW)

28
BSFC v/s Brake Power.
5HN
0.8

0.7
B.S.F.C(kg/kWhr)

0.6

0.5 180
160
0.4 140

0.3

0.2
0 1 2 3 4
Brake Power(kW)
29
 Break Thermal Efficiency (BTE)
Show in figures for 3HN and 4HN BTE increased with increasing in IP in order
140-160-180 because with increasing in fuel injection pressure fuel particle
diameters will become small. Since formation of mixing of fuel to air becomes
better during ignition period and possibility of complete combustion. For 5HN
BTE increased with increasing in IP in order 140-180-160. For 5HN at 140 bar
pressure fuel droplet size is larger so possibility of homogeneous mixture
decreasing so BTE is not good. For 5HN at 18bar pressure fuel droplet size is
very small so possibility of homogeneous mixture but delay period is very short
so complete combustion is not achieved.160 bar pressure is good with 5HN at
which homogeneous mixture and delay period for complete combustion available.
From graphs it is clearer that at 160 bar IP with 3HN BTE is 28.49% at 3.77kW
B.P which is best.

30
BTE v/s Brake Power.
3HN
30

25

20
B.T.E(%)

180
15 160
140
10

5
0 1 2 3 4
Brake Power(kW)

31
BTE v/s Brake Power.
4HN
18
16
14
12
B.T.E(%)

10 180
8 160
140
6
4
2
0 1 2 3 4 5
Brake Power(kW)

32
BTE v/s Brake Power.
5HN
25

20
B.T.E(%)

15 180
160
140
10

5
0 1 2 3 4
Brake Power(kW)

33
 Carbon Monoxide(CO)
The variation of carbon monoxide with brake power is shown in figures. As due
to high temperature achieved during combustion of fuel, the CO get oxidized
and converted into CO2, so with increasing in brake power decreasing in CO.
Carbon monoxide is formed due to deficiency of oxygen during combustion.
Due to deficiency of oxygen the carbon present in fuel does not contribute fully
in combustion process and coming out in the form of CO from the engine
exhaust. With increasing in injection pressure decreasing in CO because when
injection pressure is increased fuel particle diameters will become small so
formation of mixing of fuel to air becomes better during ignition period, CO
emission will be less. For 3HN,4HN and 5HN with increasing in IP CO
decreasing in order 140-160-180.

34
CO(ppm) v/s Brake Power.
0.1

3HN
0.09

0.08

140
CO(ppm)

0.07

160
0.06
180
0.05

0.04

0.03
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

35
CO(ppm) v/s Brake Power.
0.1

4HN
0.09

0.08

0.07

140
CO(ppm)

0.06

160
0.05
180
0.04

0.03

0.02
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

36
CO(ppm) v/s Brake Power.
0.11

5HN
0.1

0.09

0.08
140
CO(ppm)

0.07 160
180
0.06

0.05

0.04
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

37
 Carbon Dioxide(CO2)
The variation of carbon dioxide with brake power is shown in figures. As due to
high temperature achieved during combustion of fuel, the CO get oxidized and
converted into CO2. Basically a two step process may approximate complete
combustion of hydrocarbon fuel to form finally the carbon dioxide. First step is
the conversion of hydrocarbons to CO. During this step, several oxidation
reaction occur involving formation of intermediate species like smaller
hydrocarbon molecules, aldehydes, ketones etc. The second step is the
conversion of CO into CO2 provided sufficient oxygen is available [8]. As CO
emission is found to be low signifies that it get oxidized into CO2. Therefore
the carbon dioxide emission increases with increase in brake power. For
3HN,4HN and 5HN with increasing in IP CO2 increased in order 140-160-180.

38
CO2(%) v/s Brake Power.
2.5

3HN
2

1.5
CO2 (%)

140
1
180
160

0.5

0
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

39
CO2(%) v/s Brake Power.
2.5

4HN

1.5

140
CO2 (%)

1
160
180

0.5

0
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

40
2.5
CO2(%) v/s Brake Power.
5HN
2

1.5
CO2 (%)

140
1
160
180

0.5

0
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

41
 Hydrocarbon (HC)
The variation of HC with brake power is shown in figures. Unburned
hydrocarbon emissions result from incomplete combustion of hydrocarbon
fuels. During ignition delay period, fuel air mixtures becomes too rich to ignite
and combust contribute to HC emissions. With increasing in injection pressure
decreasing in HC because when injection pressure is increased fuel particle
diameters will become small so formation of mixing of fuel to air becomes
better during ignition period. For 3HN, 4HN and 5HN with increasing in IP HC
decreasing in order 140-160-180.

42
100
HC(ppm) v/s Brake Power.
3HN
90

80

70

140
HC(ppm)

60

160
50
180
40

30

20
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)
43
HC(ppm) v/s Brake Power.
110

100 4HN
90

80

140
HC(ppm)

70

160
60
180
50

40

30
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)

44
HC(ppm) v/s Brake Power.
120

5HN

100

80

140
HC(ppm)

160
60
180

40

20
0 0.5 1 1.5 2 2.5 3 3.5 4

Brake Power(kW)
45
Conclusions.
 From present investigation the following conclusions are drawn.

 It is observed that 140 bar IP with 3HN BTE 28.86% at 3.6 KW B.P and BSFC is
0.296kg/KWhr but only 6% BTE and BSFC is very high which is 1.429
kg/KWhr.
 It is observed that 160 bar IP with 3HN BTE 28.49% and BSFC 0.300 kg/KWhr
at 3.77 KW B.P. For 180 bar IP with 3HN BTE 27.69% and BSFC 0.3097
kg/KWhr at 3.6 KW B.P.
 It is observed that 5HN 160 bar IP is good but results of BTE and BSFC not
effective compare to 3HN with 160 bar IP.
 Improvement in BTE and reduction in BSFC using 3HN with IP 160 bar.
 It is observed that highest temperature is 278 °C for 160 bar pressure with 3HN.
 It is observed that for 3HN with 180 IP CO emission is less.
 It is observed that for 3HN with 160 IP HC emission is very less.
 It is observed that for 3HN with 180 IP CO2 emission is less.
 Reduction in emission parameter like CO, CO2 with IP 180 and HC with IP 160
using 3HN.

46
Future Scope
 To check performance and emission of single cylinder diesel engine by varying
in fuel injection pressure and fuel nozzle with biodiesel and their blends with
diesel.
 NOx emission is not measured so by using the five gas analyzer check NOx and
compare with diesel emission so we try to minimize the NOx emission.
 By using the multi cylinder diesel engine will take the performance and emission
by varying injection pressure and nozzle.
 To check performance and emission of single cylinder diesel engine by varying
in fuel injection timing and fuel nozzle with diesel.

47
References
1. Kumar Agarwal, Dhananjay Kumar Srivastava, Atul Dhar, Rakesh
Kumar Maurya, Pravesh Chandra Shukla, Akhilendra Pratap Singh.
“Effect of fuel injection timing and pressure on combustion, emissions
and performance characteristics of a single cylinder diesel engine”.
Fuel 111(2013) 374-383.
2. M.L.S Deva Kumar, S.Drakshayani, K.Vijaya Kumar Reddy. “Effect of
fuel injection pressure on performance of single cylinder diesel engine
at different intake manifold inclinations”. ISSN: 2277-3754.
3. Ismet Celıkten. “An experimental investigation of the effect of the
injection pressure on engine performance and exhaust emission in
indirect injection diesel engine”. Applied Thermal Engineering 23
(2003) 2051–2060.
4. V.M.Domkundwar, First Edition, Dhanpat Rai & Co.New Delhi -
110009 pp. 10.14-10.15
5. https://www.google.co.in/ last visited date(1/12/2013)
6. Amar Diesel Service. Bareja, Ahmedabad.
7. V.M.Domkundwar, First Edition, Dhanpat Rai & Co.New Delhi -
110009 pp. 1.23,1.24,19.13,19.27.
48
8. Iskemet Celikten, “The effect of biodiesel, ethanol and diesel blends on the
performance and exhaust emission of direct injection diesel engine”.Gazi
University, Journal of Science, 24(2), 2011.
9. S.Jaichandar, K.Annamalai. “Combined impact of injection pressure and
combustion chamber geometry on the performance of a biodiesel fueled diesel
engine”. Energy 55(2013) 330-339.
10. Yakup Iicıngeur, Duran Altiparmak. “Effect of fuel cetane number and injection
pressure on a DI diesel engine performance and emissions”. Energy Conversion
and Management 44 (2003) 389–397.
11. Cenk Sayin, Metin Gumus. “Impact of compression ratio and injection
parameters on the performance and emissions of a DI diesel engine fueled with
biodiesel-blended diesel fuel”. Applied Thermal Engineering 31 (2011) 3182-
3188.
12. Cenk Sayin, Ahmet Necati Ozsezen, Mustafa Canakci. “The influence of
operating parameters on the performance and emissions of a DI diesel engine
using methanol-blended-diesel fuel”. Fuel 89 (2010) 1407–1414.
13. K. Kannan and M. Udayakumar. “Experimental study of the effect of fuel
injection pressure on diesel engine performance and emission”. ARPN Journal
of Engineering and Applied Sciences.
14. Can Cinar, Tolga Topgul, Murat Ciniviz, Can Hasimoglu. “Effects of injection
pressure and intake CO2 concentration on performance and emission parameters
of an IDI turbocharged diesel engine”. Applied Thermal Engineering 25 (2005)
1854–1862.
49
15. K. Purushothaman , G. Nagarajan. “Effect of injection pressure on heat release
rate and emissions in CI engine using orange skin powder diesel solution”.
Energy Conversion and Management 50 (2009) 962–969.
16. K.M.Gupta, Automobile Engineering (Volume 2), First Edition, Umesh
Publication,New Delhi-110006 pp. 419.
17. Sibendu Som, Anita I. Ramirez , Douglas E. Longman, Suresh K. Aggarwal.
“Effect of nozzle orifice geometry on spray, combustion, and emission
characteristics under diesel engine conditions”. Fuel 90 (2011) 1267-1276.
18. R.Payri, F.J.Salvador, J. Gimeno, J. de la Morena. “Effects of nozzle geometry
on direct injection diesel engine combustion process”. Applied Thermal
Engineering 29 (2009) 2051–2060.
19. Keshav S. Varde and Takashi Watanabe. “Characteristics of high pressure spray
and exhaust emissions in a single cylinder DI diesel engine”. Seoul 2000
FISITA World Automotive Congress. June 12-15,2000, Seoul, Korea.
20. Sukumar Puhan, R. Jegan, K. Balasubbramanian, G. Nagarajan. “Effect of
injection pressure on performance, emission and combustion characteristics of
high linolenic linseed oil methyl ester in a DI diesel engine”. Renewable
Energy 34 (2009) 1227–1233.
21. P. Suresh Kumar, Ramesh Kumar Donga, P. K. Sahoo. “Experimental
comparative study between performance and emissions of jatropha biodiesel
and diesel under varying injection pressures”. ISSN: 2231-6604.

50
22. Ismet Celikten, Atilla Koca, Mehmet Ali Arslan. “Comparison of performance
and emissions of diesel fuel, rapeseed and soybean oil methyl esters injected at
different pressures”. Fuel 90 (2011) 1267-1276.
23. Avinash Kumar Agarwal, Dhananjay Kumar Srivastava, Atul Dhar, Rakesh
Kumar Maurya, Pravesh Chandra Shukla, Akhilendra Pratap Singh. “Effect of
fuel injection timing and pressure on combustion, emissions and performance
characteristics of a single cylinder diesel engine”. Fuel 111 (2013) 374–383.
24. V.Ganeshan (2004), internal Combustion Engines, TMH Publishers, New Delhi.
25. Heywood J.B. Internal Combustion Engine Fundamentals. Newyork, McGraw-
Hill; 1988.

51
Thank you.

52

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