LHR ENGINE

CHAPTER - 5

LNR ENGINE

5.0 INTRODUCTION

The studies on the performance of the conventional engine are shown in

Chapter - 4. The research is extended to conduct experiments so as to improve the
performance of the engine in terms of Brake Thermal Efficiency. The need of the
LHR Engine has been explained in the Chapter - 2. Accordingly, the modifications
are taken-up for the engine considered in Chapter -4. The detailed modifications to
piston crown are explained leading to LHR Engine. The experiments are conducted
on the Engine with the better Bio-diesel Blend of each of the five Bio-Diesels. The
detailed Methodology is explained in the following.

51 LHR ENGINE CONCEPT

A brief concept of the LHR Engine is mentioned here before the experiments
are conducted on the LHR Engine. The early IC Engines developers realized the
advantage of increased combustion chamber temperatures. It is known fact that the
efficiency theoretical cycle depends directly on the temperature difference between
the hot and the cold portions of the engine cycle. If the combustion gas energy can
be contained through the expansion cycle, then the efficiency of the engine can be
increased. Such increase in the efficiency of Internal Combustion Engine is possible
by generating the higher chamber temperatures and thus the LHR Engine concept
has gained importance. In gasoline Engines, the thermal insulation will increase the
wall temperature which will lead to unwanted detonation. Therefore, the insulation
of the combustion chamber could be done only in Diesel Engine. In the process, the
insulation of the combustion chamber is done by coating with ceramics such as
Partially Stabilised Zirconia and Aluminum Titanate. Such insulations some times
increase the temperature of cylinder walls leading to cooling issues.
5.1.1 Introduction to LHR Engine:

The main purpose of a Low Heat Rejection is minimise the heat loss to the
coolant by providing heat resistance in the heat flow to the Coolant. The heat
generated inside the cylinder during chemical combustion of the fuel develops work
by moving the piston downwards and some of the heat is lost to (i) cylinder walls,
(ii) over come fiction, (iii) exhaust gases, (iv) cooling water, etc. Thus the load on
the engine varies, the magnitude of the heat losses also vary. In this context, the
theoretical adiabatic engine can be treated as a no-heat loss engine. But, it cannot
become a practical engine without heat loss as mentioned above.

5.2 TURBO-CHARGING AND TURBO-COMPOUNDING

The maximum power output from an Engine is limited and dependent on the
amount of fuel burnt in the engine cylinder and hence the development of thermal
energy. Therefore, the present researchers generally relaying to estimate engine
performance based on the Brake Thermal Efficiency and the Specific Energy
Consumption. If the induced air is compressed to higher density than the ambient,
prior to entry to the cylinder, the engine develops less than that of the capacity to
develop a maximum power. This is the primary purpose of supercharging. The
supercharging can be achieved through (i) Mechanical super charging where-in a
separate pump or blower or compressor (usually driven by the power taken from the
engine) provides the compressed air. (ii) Turbo-Charging (a turbocharger) - where-in
a compressor and turbine on a single shaft are used to boost the inlet air density.
Energy available in the exhaust stream of the engine is utilized to drive the
turbocharger and in-turn the Compressor which raises the air density into the engine
cylinder. (iii) Turbo-compounding uses a a second turbine in the exhaust directly
geared to the engine drive shaft. Out-of the three, turbo-charging is more effective in
LHR Engines due to high exhaust gas temperatures.
Advantages of LHR Engine

Decrease in Ignition Delay,

Proportion of premixed combustion decreases while the proportion of late

combustion increases.

Extended duration of combustion duration hence uniform heat distribution

Decreased heat release rate during the main stage of combustion

Less increase in the cylinder pressure

Increase in the temperature of working gases and exhaust gases

Rise in mean temperature of cylinder walls.

Lower SEC

Increased life of the Engine

Suitable for multi-he1 operation, particularly for Bio-diesels.

5.2.1 Emission from LHR Engine

NOx emissions from the LHR Engines is generally higher than that of the

conventional engines due to higher combustion temperature and longer combustion

duration. Similarly the Hydrocarbons release rate is less at lower temperatures of

working of the engine, but as the load increases on the engine, the temperature
increases and also rise in Hydrocarbons. But the NOx emissions can be reduced by
the usage of Bio-Diesel in DI Diesel Engines.

Therefore, to better utilisation of the thermal energy inside the engine

cylinder, various types of LHR Engines are being developed. Some of them are:

(i) Ceramic coated Engines

(ii) PSZ Coated Engines

 (iii) Air gap insulated piston engine

(iv) Air Gap insulated piston and air gap insulated linear engine

(v) Air Gap insulated piston, air gap insulated linear engine with ceramic
coated engine.

As the heat resistant materials insulate the cylinder walls, the temperature
would tend to rise particularly after working loads, leading to cooling issues and the
release of exhaust gases to the atmosphere at high temperatures. Therefore, the Air
-6
Gap insulated Piston Engines are preferred when cornparedcoated Engines. The
main materials used for coatings are: Silicon Nitride, Silicon Carbide, Magnesia-
PSZ, Chromium Oxide and other combinations with PSZ.

Hence, to overcome such issues engine modifications, particularly the air

gap insulated piston is being tried since it reduces the heat losses and also maintain
uniform temperature. The detailed Literature on the LHR Engine is given in Para -
2.7 in Chapter - 2.

5.3 LHR ENGINE DEVELOPMENT

The Piston Crown in the DI Diesel Engine on which the experiments are
conducted as shown in Chapter-4 is replaced with Brass crown. A Brass piece
machined to obtain the crown suitable so as to attach to the Piston. The Brass crown
is attached such that an air gap could be provided. The Brass crown with its End
View in Figure - 5.1; the Plan in Figure - 5.2 and the Assembly in Figure - 5.3 are
shown. The cross section of the Piston Crown with air gap arrangement is shown in
Figure - 5.4. Then the piston is set-up inside the engine cylinder.
5.4 METHODOLOGY OF EXPERIMENTS

The Methodology starts with conducting experiments by using Diesel as he1

and the observations are recorded on-line for various pressures, 160, 180, 200, 220
and 240 bar in steps of 20 bar. Then the engine is run with the five better Bio-Diesel
Blends (B30DH, B30JP, B30MH, B30NM and B2OPN) by following the
Methodology explained in Chapter - 4. The experiments are conducted for the
engine performance and some of the observations as sample are shown for pure
Diesel at 200 bar Injection Pressure on LHR Engine, Table - 5.1, followed by the
best blend B30DH at 200 bar Injection Pressure on the LHR Engine, Table - 5.2; and
for all the best blends at 200 bar Injection Pressure on LHR Engine, Table - 5.3.
The output results of Thermal Efficiency obtained with all the best combination of
all the Bio-diesel blends from the conventional Diesel Engine in Figure - 5. 5
followed by the output from the LHR Engine, in Figure - 5.6 are shown in terms of
Bar Charts.
Figure. 5.1: End view of the Crown (LHR)
 ~lumin'iurn
Skirt

Figure-5.2: Piston Assembly with Brass Crown (LHR)

Figure-5.3: Top view of Crown (LHR)

143
 Figure-5.4: Cross Section of the LHR Piston

5.5 SUMMARY

The Methodology in the construction of the LHR Engine has been explained
by modifications to the Aluminum piston. The Aluminum piston crown is replaced
by a Brass Crown by air gap. Then the piston assembly is set inside the cylinder and
closed, Later on the experiments are conducted on the LHR engine with Diesel and
followed by Bio-diesel Blends of five non-edible oils. The observations are recorded
for various Injection Pressures of 160, 180,200,220 and 240 bar. The Exhaust Gas
Readings and Smoke Meter Readings are recorded for Analysis. The Results and
Discussions are presented in the next Chapter.
 Table-5.1: Experimental results for pure Diesel at 200 bar
Injection Pressure on LHR Engine

BP BSEC
HC C02 0 2 NOX EGT
B.TH.E (KJ 1 COO/t
No* (KW) ppm % % ppm O
KW-hr)

1 0 0 ------- 0.069 19 2.58 17.55 62 140

2 0.746 10.42 38216 0.086 24 4.12 15.73 357 195

3 1.482 16.26 23591 0.087 35 5.73 13.46 549 220

4 2.201 20.14 18808 0.102 42 6.31 12.78 657 245

5 2.908 22.95 16400 0.116 50 7.32 11.24 723 275

6 3.618 25.32 14802 0.1 19 61 8.83 9.79 834 295

7 4.291 26.83 13420 1.034 73 9.53 8.19 1026 330

8 4.589 25.12 14002 1.132 74 9.56 8.01 1024 331

 Table-5.2: Experimental Results for the best blend B30DH at 200 bar
Injection Pressure on the LHR Engine

BSEC
S BP B.Tl3.E (KJi CO%
Hc co2 o2% NOx EGT
No. 0 ppm O/o PPm (C)
KW-hr)

1 0 0 ------- 0.047 15 3.5 17.47 40 120

2 0.746 11.18 37573 0.053 24 4.81 15.33 232 165

3 1.482 17.2 23073 0.32 33 5.75 13.1 401 195

4 2.201 21.28 18295 0.44 39 7.5 12.35 523 220

5 2.908 24.3 15859 0.056 41 7.96 11.11 639 250

6 3.618 26.9 14229 0.169 43 8.9 9.65 684 270

7 4.291 28.62 12577 0.325 48 9.8 7.99 732 285

8 4.574 27.21 13467 0.336 49 9.9 7.89 721 285

 Table-5.3: Experimental observations for all best blends at 200 bar Injection
Pressure on LHR Engine

Best
Best Injection Max. Minimum Max. Max, Absorb. Max. Max.
Oil Blend SEC(KJ1 CO HC Coft. NOx ECT.
Pressure B.TH.E.
KW-hr) % (ppm) (K) ( P P ~ ) (C)
(Bar)

Diesel -- 200 26.83 13417 1.034 73 1.8 1026 330

Deccanhemp 30 200 28.62 12577 0.325 48 1.274 732 285

Jetropha 30 200 28.2 12765 0.523 62 1,461 920 322

Mahua 30 200 27.62 13034 0.428 54 1.02 871 305

Neem 30 200 26.73 13468 0.629 67 1.611 788 302

Pungamia 20 180 26.6 13533 0.742 70 1.942 828 310

 Conventioal Engine
--
Diesel . -
PN 0 NM MH
.

JP
-
DH

Bio-Diesel Blends

-
Figure 5.5 : Comparison of Thermal Efficiency of all the
Bio-diesel Blends on Conventional Engine

LHR Engine I

Bio-Diesel Blends

Figure - 5.6 :Comparison of Thermal Efficiency of all the

Bio-diesel Blends on LHR Engine.