J. Inst. Eng. India Ser.

C
https://doi.org/10.1007/s40032-020-00604-4

ORIGINAL CONTRIBUTION

Experimental Analysis and Energy Balance on Thermal

Barrier-Coated Piston Diesel Engine Using Biodiesel
Vidyasagar Reddy Gangula1,2 • Govindha Rasu Nandhana Gopal1 • Hariprasad Tarigonda2

Received: 24 April 2019 / Accepted: 7 August 2020

 The Institution of Engineers (India) 2020

Abstract In this paper, the effect of the thermal barrier LHR Low heat rejection
coated (TBC) on top of the piston used in CI engine was BTE Brake thermal efficiency
investigated when diesel and jatropha biodiesel (JB 100) STD Standard engine
were used as fuel. Two pistons were selected for TBC CI Compression ignition
coating with a thickness of 50 l as a bond coat and 250 l HC Hydro carbon
as a topcoat. The first piston was coated with 7% YSZ CO Carbon monoxide
(LHR 1) and second piston is coated with 2% Nd ? YSZ NOx Nitrogen oxide
(LHR 2) as a topcoat for the two pistons Ni–Cr–Al–Y used EGT Exhaust gas temperature
as a bond coat. Experiments were conducted to study the YSZ Yttria-stabilized zirconia
performance, emission and energy balance using standard BSFC Brake specific fuel consumption
piston and TBC-coated pistons. The results show that the
BTE of an LHR 2 engine using JB 100 is 4.2% higher than
the STD diesel engine. The BSFC of an LHR 2 engine
using JB 100 fuel was reduced by 11.4% lower than the Introduction
STD diesel engine. The HC and CO emissions were
declined by 20% and 16% for the LHR 2 engine while The present challenges on IC engines are currently focused
comparing with the STD diesel engine and NOx emissions on reducing engine cost and better fuel consumption, and
were increased by 15% in the LHR 2 engine with JB 100. some technological innovation studies are also conducted
[1]. Energy demand is one of most important assessment
Keywords Nd2O3  Low heat rejection engine  aspects for the IC engine. In particular, from the thermo-
Thermal barrier coatings  YSZ  Jatropha biodiesel dynamics second law, it states that total input energy is not
possible to transform into useful work. In other words,
100% efficiency can never be achieved due to some
Abbreviations
amount of heat rejection in the exhaust gases, heat loss due
IC Internal combustion
to coolant and unaccounted losses. In this connection,
TBC Thermal barrier coating
ceramic coating in IC engine is one of the promising
Nd2O3 Neodymium oxide
alternatives. Ceramic coatings act as an insulator to resist
JB 100 Jatropha biodiesel 100%
the heat transfer from cylinder to the engine cooling sys-
tem. Researchers are mainly focusing on removing the
& Hariprasad Tarigonda cooling system in the IC engines. In this way, the cost and
[email protected]
weight of the engine will decrease, and higher efficiency
1
School of Mechanical Engineering, VIT University, Vellore can be achieved [2].
632 014, Tamilnadu, India The LHR ideas have gained attention through the 1980s,
2
Sree Vidyanikethan Engineering College, Tirupathi 517102, when a wide range of researchers studied the ‘‘semi-
Tamilnadu, India

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adiabatic engine.’’ The researchers focus on improving researchers presented that the LHR engine with a thickness
engine efficiency by partially/completely suppressing of 0.1-mm YSZ on the head of the cylinder, piston and
energy loss due to the combustion chamber walls. LHR liner covered with a thickness of 0.5 mm YSZ enhanced
engine designs have been comprehensively adopted by brake specific fuel consumption by 4–5% at all loads [13].
thermal barrier coatings (TBC’s) [3]. TBC applied to However, many investigators showed that the TBC engine
combustion chambers for diesel engines are intended to increases the NOx emission levels [14]. Several tests have
lower heat through the inside cylinder to the engine cooling been conducted to detect the effects of biodiesel and semi-
system. Figure 1 shows that useful energy is increased adiabatic IC engines, out of this, LHR engines using bio-
from 32 to 36%, exhaust energy is increased from 28 to diesels are also found to considerably improve the effi-
35%, and coolant energy is decreased from 26 to 19% due ciency of LHR engines [15].
to ceramic coating [2]. In the study of ZrO2 coated in CI engine with cotton
Studies showed that engine insulation would remove the seed blends (B15, B35 and B65), it is reported that an
necessity for such a coolant system and increases the increase in output power for the ceramic coated diesel and
exhaust gas energy density, enabling them to recover a reduced emissions with coated biodiesel operation [16].
significant proportion of that energy and thus the overall Several studies have shown that the LHR engine using
efficiency gain of up to 10% [4]. The internal combustion biofuel and its blends prepared from cashew nutshell
engine isolated by thermal barrier coating materials among reduces BTE and emission levels compared with the STD
its cylindrical head, walls, piston, valves, etc., known as engine [17]. The mahua biodiesel CI engine showed higher
LHR engines. Due to the addition of TBC materials, major performance and better emission controls compared to
promises of LHR engines represent a significant increase in diesel fuel [18].
thermal efficiency, reduced emissions and reduced fuel The main characteristic of TBC materials is thermal
economy and the imposition of the method of cooling from conductivity. The literature shows that the main drawback
the engine [5]. of 7% YSZ is over 1200 C, changing the unfavorable
Numerous ceramic coatings have adopted in engine stage changes, due to stage changes that direct to crack
development [6]. Based on the literature, inside, the engine development in the top surface. Modern improvements in
coated with various low thermal conductivity TBC mate- defining a substitute for YSZ topcoat found numerous
rials such as PSZ [7], Al2O3–TiO2 [8] and YSZ [9]. Par- innovative ceramics having better advantages at tempera-
tially stabilized zirconia (PSZ), is mostly 6–9% of YSZ, is tures above 1200 C [19]. For example, rare-earth oxides
the most used ceramic material composition, and it like Gd2O3, Yb2O3 and Nd2O3 have reported that they are
exhibited better performance in higher temperatures [10]. much less thermal conductivity than YSZ. Thermal con-
The authors clearly showed that related to the STD engine, ductivity was reduced by adding two or more oxides to
the LHR engine BTE was increased and marginally zirconia. Combined dopants may lessen the thermal con-
reduced by BSFC. Further, a decrease in coolant heat ductivity by around 15–30% while comparing with YSZ
exchange has been shown to increase exhaust heat by ceramics and get better the sintering stability of the TBC
nearly 15–25%. The emissions of CO and HC in the TBC coating at maximum temperatures [20–22]. Recent trends
engine are decreasing [11]. Major research in the TBC to determine on the effect of three different doping rare-
engine has shown that thermal efficiency has been earth oxides into YSZ composition with thickness of
improved individually by 14% and 7% for completely 0.25 mm. The outcomes of the reveals that in ceramic
adiabatic and semi-adiabatic conditions [12]. Few engine, HC and CO emissions were decreased marginally

Fig. 1 Comparison of energy distribution between conventional and ceramic-coated engines [2]

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and a major growth of NOx emission when compare to

STD fuel engine [23].
From the referred literatures, it has been observed that
performance and emission features of CI engine can be
optimized by using biodiesels with ceramic coatings. Only
limited papers were presented in the different biodiesels
with semi-adiabatic type engines like LHR engines. In this
present work, experiments were performed on CI engine by
using diesel and jatropha fuels, and the piston crown was
covered in two different combinations of pistons by 250 l
of thickness like 7% YSZ (LHR 1), 2% Nd–YSZ (LHR 2)
by using plasma spray method.

Fig. 2 Plasma spray coating system

Testing Materials and Methods
Table 2 Specifications of plasma spray method
Test Fuels Coating variables Details

The tested fuel adopted in the study was diesel fuel and Plasma gun 3 MB plasma spray gun
jatropha biodiesel (JB 100). The diesel and Jatropha Flow rate of hydrogen gas 16–19 LPM
properties were obtained using ASTM D6751 standards Pressure of organ gas 100–120 PSI
presented in Table 1. Spraying distance 3–4 in.
Nozzle GH type nozzle
Preparation of LHR Engine Flow rate of organ gas 81–91 LPM
Pressure of hydrogen gas 50 PSI
In this exploration analysis, plasma spray system is used Powder feed rate 40–46 g/min
for the coating. This process involved in three stages such
as preparation of piston crown surface, bond coating and
top ceramic TBC layer. Figure 2 shows the plasma spray topcoat layer of two different pistons comprises a 250-l
coating system. The thermal barrier of piston consists of thickness. The top ceramic coat materials are 7% YSZ and
two different interfaces; they are piston top substrate to 2% Nd ? YSZ coating through the plasma spray gun, this
bond coat and bond coat to top ceramic layer. In the present coating combination replaces the actual piston dimensions.
study, the coating is performed on the aluminum alloy The composition of coating materials is shown in Table 3.
piston substrate. The noted specifications of plasma spray The schematic setup of TBC system is depicted in Fig. 3.
system are revealed in Table 2.
The coating procedure is: first, a 0.3-mm thickness of
the piston crown surface was removed by the machining Experimental Test Setup
process before coating. The quantity of piston surface
material separated by the lathe machining process should The Kirloskar engine used for the experimental studies, 4
be the same to the volume of TBC added to the piston. stroke, 1-cylinder, water cooled, vertical and direct injec-
After completing the process, the piston top surface was tion C.I engine with, ratio of compression as 17.5:1,
first covered with a Ni–Cr–Al–Y bond coat with thickness evolving 5.2 kW at rated speed of 1500 rpm has been
of 50 l and same coat applied on two different pistons. The adopted for this present exploration. The experiment was
performed at various loads using diesel and JB 100 fuels
Table 1 Properties of test fuels with and without ceramic coatings. A dynamometer is
employed for loading point with steady speed at 1500 rpm.
Properties Diesel Jatropha (JB 100)
A piezoelectric pressure transducer located at the cylinder
Kinematics viscosity at 40 C (cst) 2.75 4.85 head is used for assessing in-cylinder pressure. Chromel–
Density at 15 C (kg/m3) 845 866 Alumel thermocouples have been placed in the outlet pipe
Flash point (C) 65 162 for measuring EGT. Fuel flow has been assessed by using a
Fire point (C) 73 169 50 cc graduated burette and stopwatch. The AVL DI GAS
Calorific value (MJ/kg) 42 39 444-5 gas analyzer was adopted for measurement of NOx,
CO and HC emissions of the tail pipe [24]. The schematic

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Table 3 Details of the coating material and the compositions used

TBC layers Coating material Composition Thickness Particle size

Bond coat NiCrAlY (67% Ni, 22% Cr, 10% Al, 1% Y) 50 56–106
Topcoat 7YSZ (7% Y, 93% ZrO2) 250 56–106
2 mol% Nd–YSZ (2% Nd2O3 ? 5% Y ? ZrO2) 250 56–106

method was repeated with diesel and jatropha fuels on the

coated engines. The engine speed has been kept constant
throughout the engine procedure at 1500 rpm. The results
were finally compared. However, every test has been
conducted repeatedly thrice to further check output and
engine exhaust data. The mean of values is used for any
further graphical analysis and inclusion. The snapshots of
TBC-coated piston and STD piston are presented in Fig. 6.
The complete information of the different engine tests is
exhibited in Table 4. The test engine parameter is seen in
Table 5.

Thermal Analysis

Fig. 3 Schematic of TBC system showing each layer and its material Steady-state thermal analyses were performed to analyze
the impact of the TBC on the CI engine of different cera-
of test engine setup is exhibited in Fig. 4. The snapshot of mic-coated pistons. The temperature contrasts on the piston
engine setup and coated piston arrangement are displayed crowns are examined for both coated and uncoated pistons
in Fig. 5. are discussed steadily. The generic package software
The fuel economy, exhaust emissions and exhaust gas ANSYS was used to conduct thermal analyses. It is well
temperature have been quantified and verified for different reported that heat transfer mechanisms are specific in the
loads. The STD engine was tested to determine the CI engine piston surface. The primary heat transfer
engine’s performance and pollution characteristics with between the combustion chamber and the piston top sur-
diesel and jatropha fuel at vastly different loads. The same face is often assumed to be convection in the thermal

Fig. 4 Schematic arrangement of experimental setup

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Fig. 5 Snapshots of a engine setup and b coated piston arrangement

Fig. 6 Snapshots of a uncoated

STD engine piston and b coated
piston

Table 4 Details of the four different engine tests analyses [25]. A convection heat charge with the effect of
radiation is applied to the surface of the piston crown. That
Testing condition Type of engine
is, the convection heat charge is increased to take radiation
Uncoated diesel fuel Standard engine (STD) effect into account. Local average heat transfer coefficient
Uncoated jatropha biodiesel (JB 100) Standard engine (STD) and gas temperature limit conditions are calculated by
7% Y ? 93% ZrO2 (JB 100) LHR 1 using the simulation code for the piston surface [25–27].
2% Nd2O3 ? 5% Y ? 93% ZrO2 (JB 100) LHR 2 The code determines the heat transfer coefficients at a
period of one crank angle degree. The following equation

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Table 5 Specifications of test engine heat flux is subject to the circumference. Highest temper-
Type Specifications ature falls at the middle of the piston surface, and the piston
bowl edges and least temperature are at the piston base.
Engine 4-Stroke, single cylinder water-cooled diesel Highest and least temperature values are reached at around
engine
299.13 C and 158.02 C, respectively, for uncoated pis-
Rated speed 1500 rpm
tons. The temperature falls radial from the center of the
Loading Electric loading
crown to the bowl, and then it increases toward the lips of
Stroke 110 mm
the bowl and indeed decreases again on the corner of the
Orifice diameter 29.6 mm
surface of the head.
Compression 17.5:1
Under similar circumstances, counterplots of the tem-
ratio
perature allocation are illustrated in Fig. 8 for the different
Bore diameter 87.5 mm
ceramic-coated pistons such as LHR (1 and 2). The fig-
Compression 17.5:1
ratio ure showed that only temperature values are altered, but
that there are no changes in counterplots. It is observed that
the maximum values of ceramic-coated pistons are
developed by Hohenberg [28] is used in the experiments to
645.9 C and 646.03 C and minimum are 187.61 C and
determine rapid heat transfer coefficients (HTC).
187.67 C, respectively. In comparison with the top-sur-
hgas ðtÞ ¼ aVc ðtÞ0:06 PðtÞ0:8 TðtÞ0:4 ðSp þ bÞ0:8 ð1Þ face-uncoated piston temperature, 53.68% and 53.69%
have been raised.
where hgas (t) is the convective HTC (W/m2 K), Vc (t),
The coated pistons have a maximum temperature than
P (t) and T (t) are the cylinder volume (m3), pressure (bar)
the STD piston because of its thermal property. From this
and temperature (K), and SP the mean piston speed (m/s).
study, the top surface temperature of the piston has
The calibration parameters a and b are measured as 130
increased, and the surface temperature of the substrate has
and 1.4. The mean time values of HTC and temperature are
decreased. When investigating the radial dispersion of the
often used for the piston top. From the literature, the
temperature, the piston temperature drops from the center
boundary conditions from the oil-cooled portion of the
of the crown to the bottom of the bowl and then decreases
piston are as 95 C and 1500 W/m2 C [27]. The other
at the edge of the crown again after the increase toward the
limited boundary conditions (temperature HTC) are con-
lips of the bowl. This happens because the flame propa-
sidered from the advanced literature shown in Fig. 7
gation lowers due to the cooling near the cylinders. The
[25, 26].
maximum temperature enhances engine performance by
A counterplot of the temperature is presented in Fig. 8
increased fuel consumption and reducing emissions of
for the uncoated piston. In the crown center and the bowl
hydrocarbon.
lip regions, the high temperatures are predicted since the

Fig. 7 Thermal boundary

conditions of the used piston
[25]

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Fig. 8 Temperature distribution of a STD engine, b LHR 1 engine and c LHR 2 engine

Results and Discussion thermal resistance on the top of the piston, and this resis-
tant heat further enhances the efficiency [20, 29]. The
Brake Thermal Efficiency (BTE) addition of TBC coating and more oxygen buffers in the JB
100 leads to higher thermal efficiency [30, 31].
The variation of BTE with BP is presented in Fig. 9 for
both the STD- and TBC-coated engines LHR (1 and 2). Brake Specific Fuel Consumption (BSFC)
The experimentation outcome exhibits that the BTE for
STD engines using diesel and JB 100 fuel, LHR (1 and 2) The deviation of BSFC with BP is presented in Fig. 10 for
engines using JB 100 are found to be 30.6%, 28.7%, both the STD- and TBC-coated engines LHR (1 and 2). It is
31.42% and 31.96%. The LHR (1 and 2) engines’ BTE is noted that LHR (1 and 2) engines shows minimum BSFC
increased by 2.6% and 4.2%, respectively, while compar- values when compared with STD diesel fuel engine. The
ing with STD engine using diesel fuel. The maximum BTE reduction in BSFC was found to be 10.5% and 11.4%,
was found by LHR 2 engine using JB 100. This may be due respectively, when compared to STD engine. The BSFC is
to adding of low thermal conductivity doping agent into reciprocal of BTE so that all LHR engines gives better
ceramic material composition, which it increases the BSFC reduction when compare to STD engine. This can be

Fig. 9 Brake thermal efficiency versus brake power Fig. 10 Brake specific fuel consumption versus brake power

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caused by the addition of low thermal conductivity dopants

into the TBC system of the LHR engine; the more heat
resistant it increases the cylinder temperature, which
increases the fuel temperature in the combustion chamber
[32].

Variation of Cylinder Pressure (CP)

The deviation of CP with crank angle is presented in

Fig. 11 for both the STD- and TBC-coated engines LHR (1
and 2). The peak cylinder pressure was attained by LHR (1
and 2) engines when compare to the STD engine. The
increase in the pressure of cylinder has been observed to be
5% and 6.7%, respectively, compare to STD engine using
diesel fuel. The LHR engines led to increased peak pres-
sure within the combustion chamber. In the preliminary
mixed stage, more fuel could be consumed which leads to
Fig. 12 Heat release rate versus crank angle
higher heat generated for TBC engines [7].

Variation of Heat Release Rate (HRR) Exhaust Gas Temperature (EGT)

The deviation of HRR with crank angle is presented in The variation of EGT with BP is presented in Fig. 13 for
Fig. 12 for both the STD- and TBC-coated engines LHR (1 both the STD- and TBC-coated engines LHR (1 and 2).
and 2). The maximum HRR was obtained by LHR (1 and The results showed that the EGT for STD engine with
2) engines when compared to the STD diesel fuel engine. diesel fuel and JB 100 was 290 C and 298 C, while LHR
The increase in the HRR of LHR engines was found to be engines with JB 100 fuel were 315 C and 320 C,
6.7% and 10.6%, respectively, compare to STD engine respectively. It confirms that LHR engines show the max-
using diesel fuel. The cause for getting increased HRR is imum EGT than the STD engine. The increase in EGT was
because of adding thermal protection in the piston crown found to be 7.9% and 9.3% comparing to the STD engine
that has the tendency of higher HRR in LHR engines [33]. using diesel fuel. This is because EGT is related to more
heat in the engine cylinder, which leads to an increased
temperature of combustion [34].

Fig. 11 Cylinder pressure versus crank angle Fig. 13 Exhaust gas temperatures versus brake power

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Energy Balance Useful Energy

Figure 14 shows the energy balance of the STD engine Due to the ceramic coating, the heat rejected to the LHR
using diesel and JB 100 fuel, TBC-coated engines LHR (1 engines is reduced to more. As a result, the BTE was
and 2) using JB 100 fuel. marginally improved by low thermal loss. At high load
conditions, in the LHR engine, useful energy increased by
Loss of Energy from Exhaust Gases 1.7% and 3.5% when compare to the STD engine using
diesel fuel.
Hot exhaust gases carry a key part of the fuel contribution
energy [35]. At high load conditions, energy increased by Unaccounted Losses
the exhaust gas in LHR (1 and 2) engines by 13% and
14.9% when compare to STD engine using diesel fuel. This Unaccounted losses mainly occur due to environmental
is because of fuel consumption in the TBC engine is heat loss, such as conduction, convection and radiation, the
decreased at greater loads and significantly increased at heat exchange from outside engine surfaces to the sur-
lesser loads. The available heat at the outlet is greatly rounding areas. At high load conditions, in the LHR 2
augmented in all loading conditions due to ceramic engine, unaccounted losses decreased by 2.5% when
coating. compared to the STD engine using diesel fuel.

Engine Cooling Energy Losses Hydrocarbon Emissions (HC)

Adding ceramic coatings to the piston head, it reduces the The deviation of HC with BP is presented in Fig. 15 for
heat transfer from the coolant. At higher load conditions, both the STD- and TBC-coated engine LHR (1 and 2). It
cooling energy losses are decreased for LHR (1 and 2) confirms that LHR engines have lower HC emissions than
engines by 15% and 17.4% when compare to STD engine STD diesel fuel engine. The results showed that HC
using diesel fuel. emissions in the LHR (1 and 2) TBC engines decreased

Fig. 14 a Variation in energy distribution of standard engines using diesel and jatropha (JB 100). b Variation in energy distribution of coated
engines LHR 1 and LHR 2 using jatropha (JB 100)

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from 14 to 16%, respectively, when compared to the STD

engine. This is due to ceramic coating the improved
combustion of the fuel due to more quantity of heat present
in the combustion chamber. In coated engines, the addition
of TBC coating and extra oxygen content in the JB 100
leads to better combustion and reduces CO emissions [37].

Nitrogen Oxide Emission

The variation of NOx with BP is presented in Fig. 17 for

both the STD- and TBC-coated engines LHR (1 and 2). It
indicates that LHR engines have higher emissions of NOx
compared to STD engines with full load. The results
showed that NOx emissions in the LHR (1 and 2) TBC
engines increased from 12 to 15%, respectively, compared
to the STD diesel fuel engine. This is due to increased
Fig. 15 Hydrocarbon emission versus brake power
interaction between O2 and N2 at high combustion tem-
peratures in the LHR engines and therefore increased NOx
from 17.1 to 20.3% compared to the STD engine using emissions. The biodiesels give very high NOx emission due
diesel fuel. This is because of an increase in the tempera- to the higher in-cylinder combustion temperature in LHR
ture of combustion chamber in TBC engines which results engines and oxygen contented in the biodiesel increases
in the burning of the hydrocarbon in the fuel and reduces NOx emission [29, 38].
the unburned hydrocarbon emissions. Previous researchers
have reported that HC emissions in LHR engines using Smoke Opacity
biodiesels have been reduced because of more oxygen in
biodiesels results in complete and proper combustion [36]. The variation of smoke opacity with BP is presented in
Fig. 18 for both the STD- and TBC-coated LHR (1 and 2)
Carbon Monoxide Emission (CO) engines. It shows that the smoke opacity of LHR engines is
lower than the STD engine. The results clearly indicate that
The variation of CO with BP is presented in Fig. 16 for the LHR 2 engine decrease in smoke opacity by 14.1%
both the STD- and TBC-coated engines LHR (1 and 2). It when compared to STD engine using JB 100 fuel. This
indicates that LHR engines have lower CO emissions than happens because of proper ignition and better air–fuel
STD diesel fuel engine. The results showed that CO mixture in LHR engines are responsible for reduction in
emissions in the LHR (1 and 2) TBC engines decreased smoke emission. Previous researchers noted the coating in

Fig. 16 Carbon monoxide emission versus brake power Fig. 17 Oxides of nitrogen versus brake power

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