Performance and Emission Study on DI-CI engine run with Blended Fuel of Biodiesel (PME) – Diesel

Performance and Emission Study on DI-CI engine run with Blended Fuel of Biodiesel (PME) – Diesel

M.V.Ramana P 1,G.Venkateswara Rao 2

PG Student1, Assistant Professor2

Department of Mechanical Engineering, BVC Engineering College, Odalarevu – 533 210, Andhra Pradesh, India

Abstract

An experimental study is carried out to investigate the performance and emission on direct injection, compression ignition engine (Laboratory based engine) run with Bio diesel (PME) Diesel blended fuel taking pure Diesel as base line. The test fuels are B100 (pure Biodiesel), B 80 (80% PME 20% Diesel in vol.), B50 (50% PME 50% Diesel in vol.), B20 (20% PME

80% Diesel in vol.) and pure Diesel respectively.The experiment has been conducted at fixed engine speed of 1500 rpm and at compression ratio of 18.5. Engine tests have been conducted to get the comparative measures of Specific Fuel Consumption (SFC), Brake thermal efficiency (BTh) and emissions such as CO, CO2, HC, and NOX to evaluate the behavior of PME and Diesel in varying proportions. The results with the combination 50% PME 50% Diesel in vol. (B50) were found encouraging in all respects of performance and improved emission characteristics.

Keywords:Biodiesel; Pongamia methyl ester; Hydrocarbon; Exhaust emission

1. Introduction

   Petroleum products have always been the preferred transportation fuels because they offer the best combination of energy content, performance, availability, ease of handling and price. Besides price, other factors must be taken into account when considering bio fuels. Bio fuel, biodiesel have been proposed as alternatives for internal combustion engines. In particular, biodiesel has received wide attention as a replacement for diesel fuel because it is biodegradable, nontoxic and can significantly reduce exhaust emissions and overall life cycle emission of carbon oxides (CO2) from the engine when burned as a fuel. Many investigations from researchers have shown that using biodiesel in diesel engines can reduce hydrocarbon (HC), carbon monoxide (CO) and particulate matter (PM) emissions, but nitrogen oxide (NOx) emission may increase [1-4]. The oxygen

   content of biodiesel is an important factor in the NOx formation, because it causes to high local temperatures due to excess hydrocarbon oxidation. The increased oxygen levels increase the maximum temperature during the combustion, and increase NOx formation [5,6]. Although the little higher cetane number (shorter ignition delay and so lower temperatures during the premixed combustion phase) and the absence of aromatics tend to contribute to less NOx production, these factors do not seem to offset the increase caused by the presence of the fuel-bound oxygen even in locally rich zones . On the other hand, biodiesel has some disadvantages, such as higher viscosity and pour point, and lower volatility compared with diesel. The poor cold flow property of biodiesel is a barrier to the use of biodiesel-diesel blends in cold weather [7].

   Of course, safe and reliable operation of the engine must be considered. There are two important factors that are to be considered. One is the price of petro fuel well beyond the prices of bio fuels and the second being the best use of vegetable oil fuels. Biodiesel for automobile use has already taken place in many courtiers to reduce the problem. Several methods like Blends, emulsified fuel and dual fuel. Higher HC emissions were reported in the studies presented in the cases described above. A marked improvement in the trade-off between NOx and smoke was achieved maintaining a high thermal efficiency by a suitable combination between the parameters mentioned above for each engine load.

   Petroleum products have always been the preferred transportation fuels because they offer the best combination of energy content, performance, availability, ease of handling and price. However, the recent increase in the price of oil has prompted the industry to look at alternative fuels. National concerns about energy security, continuous availability of petroleum, the peak oil debate, are all important issues [8]. Other than price, when it is being talked about alternative fuels, the factors we must take into consideration are, safe and reliable operations of the engine, environmental effects, emissions from the

   engine and also Life-cycle effects associated with the production and use of an alternative fuel.

   Alternative fuels for aviation have been considered since the early days of turbine engines. Cryogenic fuels such as liquid hydrogen and other more exotic fuels such as boron compounds were studied in the 1950s and 1960s[9]. Research into alternative fuels was conducted after the 1973 U.S. energy crisis when fuel prices increased dramatically. A lot of work and research was done at that time on biomass conversion to fuel [10, 11]. However, only petroleum-derived jet fuels have been found to be economically practical for widespread, routine use.

   Some potential alternative fuels, like alcohols and esters contain oxygen. These fuels have lower energy content because the oxygen in the fuel molecule doesnt contribute any energy during combustion. Energy is released by breaking carbon-carbon and carbon-hydrogen bonds in hydrocarbons and converting them to carbon-oxygen and hydrogen- oxygen bonds. The oxygen needed for combustion is both from air and oxygen alreadycarried in the fuel molecule. As a result, these fuels have lower energy content than hydrocarbon fuels.The properties and mass of the fuel and volume per unit energy have been tabulated in the [tables 1.1].

   Table.1.1. Energy properties of different fuels

   The use of biodiesel for diesel engine applications is studied by various researchers. Some of the recent studies which dealt with transesterification, performance study and emission analysis are reported. Demirbas [12] reviewed the bio-diesel production, characteristics and the experimental works carried out in the field of bio-diesel. It is reported that the transesterification of triglycerides by methanol, ethanol, propanol and butanol has proved to be the most promising process. Also molar ratio of alcohol to vegetable oil and reaction temperature, catalyst, pressure, reaction time and the contents of the free fatty acids and water in oils are the variables affecting the methyl ester yield during the transesterification reaction. It is also reported that in the supercritical

   methanol transesterification method, the yield of conversion raises 96% in 10 min. Karmee and Chala [13], prepared biodiesel from Pongamiapinnata by transesterification of the crude oil with methanol and KOH as the catalyst and reported a 92% conversion at 60 1C with 1:10M ratio for KOH and the properties such as viscosity, flash point of the bio-diesel compare well with accepted standards. Burnwal and Sharma [14] reviewed the work done on biodiesel production and utilization, resources available, processes developed/being developed, engine performance, environmental considerations, economic aspects, advantages and barriers to the use of biodiesel. It isreported that triglycerides (vegetable oils/animal fats) hold promise as alternate fuels in diesel engines and the methods for improvement in fuel properties are catalytic transesterification of triglycerides with alcohols to form mono alkyl esters of long chain fatty acids and the supercritical method of producing bio- diesel, which is quite similar to hydrocarbon based diesel fuels. Kumar et al. [15] have tested a constant speed diesel engine with Jatropha oil methyl ester and reported a higher ignition delay as compared o that of diesel.

2. EQUIPMENT AND EXPERIMENTS A .Experimental Fuels

   The Petro diesel fuel employed in the tests is obtained from nearest filling station. The biodiesel produced from PongamiaPinnata is prepared by a method of alkaline-catalyzedtransesterification. The lower calorific value of biodiesel is approximately 7% lower than that of diesel. The viscosity of biodiesel is evidently higher than the diesel. In the experimental study, four fuels are prepared taking diesel as baseline fuel, B 100 (neat PME), B 20 (20% PME + 80% Diesel

   in vol), B 50 (50% PME + 50% Diesel in vol), B 80 (80% PME + 20% Diesel in vol). Transesterification of Pongamia oil was carried out by heating of oil, addition of KOH and methyl alcohol, stirring of mixture, separation of glycerol, washing with distilled water and heating for removal of water. The PME so produced was mixed with diesel in varying proportions from 20% to 100% by volume (B20, B50, B80, and B100) with the help of a magnetic stirrer. The blends were stirred continuously to achieve stable property values. Fuel properties such as flash point, fire point, kinematic viscosity and calorific value were determined for PME and are compared with the diesel.

   S.N o	Name of the oil sample Characteristics	Diesel	Pongamia Methyl Ester (PME)
   1	Density at 310C (kg/m3)	833	873
   2	Gross Calorific Value, (kJ/kg)	43000	38,800
   3	Viscosity at 31cC, (cSt.)	2.78	4.56
   4	Cetane Number	45-55	50
   5	Rams bottom Carbon Residue,Wt%	0.1	0.36
   6	Flash Point, oC	50	170
   7	Pour Point, oC	Winter 3 Max, Summer 15 Max	< -3
   8	Acid Number, mg KOH/gm	0.2 Max	< 0.2

   Table 1.2 Properties of Diesel and Pongamia Methyl Ester.

   B. Experimental setup andProcedure

   The experimental set up consists of a single cylinder four-stroke, water-cooled and constant-speed (1500 rpm) compression ignition engine. The detailed specification of the engine is given below.

   Calorimeter	Type Pipe in pipe
   ECU	PE3 Series ECU, Model PE3-8400P, full build, potted enclosure. Includes peMonitor&peViewer software.
   Piezo sensor	Combustion: Range 350Bar, Diesel line: Range 350 Bar, with low noise cable
   Crank angle sensor	Resolution 1 Deg, Speed 5500 RPM with TDC pulse.
   Data acquisition device	NI USB-6210, 16-bit, 250kS/s.
   Temperature sensor	Type RTD, PT100 and Thermocouple, Type K
   Temperature transmitter	Type two wire, Input RTD PT100, Range 0100 Deg C, Output 420 mA and Type two wire, Input Thermocouple,
   Load sensor	Load cell, type strain gauge, range 0- 50 Kg
   Fuel flow transmitter	DP transmitter, Range 0-500 mm WC
   Air flow transmitter	Pressure transmitter, Range (-) 250 mm WC
   Software	Enginesoft Engine performance analysis software
   Rotameter	Engine cooling 40-400 LPH; Calorimeter 25-250 LPH
   Pump	Type Monoblock
   Overall dimensions	W 2000 x D 2500 x H 1500 mm

   Calorimeter	Type Pipe in pipe
   ECU	PE3 Series ECU, Model PE3-8400P, full build, potted enclosure. Includes peMonitor&peViewer software.
   Piezo sensor	Combustion: Range 350Bar, Diesel line: Range 350 Bar, with low noise cable
   Crank angle sensor	Resolution 1 Deg, Speed 5500 RPM with TDC pulse.
   Data acquisition device	NI USB-6210, 16-bit, 250kS/s.
   Temperature sensor	Type RTD, PT100 and Thermocouple, Type K
   Temperature transmitter	Type two wire, Input RTD PT100, Range 0100 Deg C, Output 420 mA and Type two wire, Input Thermocouple,
   Load sensor	Load cell, type strain gauge, range 0- 50 Kg
   Fuel flow transmitter	DP transmitter, Range 0-500 mm WC
   Air flow transmitter	Pressure transmitter, Range (-) 250 mm WC
   Software	Enginesoft Engine performance analysis software
   Rotameter	Engine cooling 40-400 LPH; Calorimeter 25-250 LPH
   Pump	Type Monoblock
   Overall dimensions	W 2000 x D 2500 x H 1500 mm

   Table 1.3 Specifications of diesel engine.

   Product	Research Engine test setup 1 cylinder, 4 stroke, Multifuel, VCR, Code 240
   Engine	Single cylinder, 4 stroke, water cooled, stroke 110 mm, bore 87.5 mm, 661 cc. Diesel mode: 3.5 KW, 1500 rpm, CR range 12-18. Injection variation:0- 250 BTDC Petrol mode: 4.5 KW@ 1800 rpm, Speed range 1200-1800 rpm, CR range 6-10,
   Dynamometer	Type eddy current, water cooled, with loading unit
   Propeller shaft	With universal joints
   Air box	M S fabricated with orifice meter and manometer
   Fuel tank	Capacity 15 lit, Type: Duel compartment, with fuel metering pipe of glass

   Specification of diesel engine

   The setup consists of single cylinder, four stroke, VCR (Variable Compression Ratio) Research engine connected to eddy current dynamometer..

   It is provided with necessary instruments for combustion pressure, crank-angle, airflow, fuel flow, temperatures and load measurements. These signals are interfaced to computer through high speed data acquisition device. The set up has stand-alone panel box consisting of air box, twin fuel tank, manometer, fuel measuring unit, transmitters for air and fuel flow measurements, process indicator and piezo powering unit. Rotameters are provided for cooling water and calorimeter water flow measurement. In petrol mode engine works with programmable Open ECU, Throttle position sensor (TPS), fuel pump, ignition coil, fuel spray nozzle, trigger sensor etc

   The setup enables study of VCR engine performance for both Diesel and Petrol mode and study of ECU programming. Engine performance study includes brake power, indicated power, frictional power, BMEP, IMEP, brake thermal efficiency, indicated thermal efficiency, Mechanical efficiency, volumetric efficiency, specific fuel consumption, Air fuel ratio, heat balance and combustion analysis.

   A series of experiments were carried out using diesel, biodiesel and the various blends. All the blends were tested under varying load conditions (no load to the rated maximum load) using eddy current dynamometer which is shown in Fig .5. at the constant speed. During each trial, the engine was started and after it attains stable condition, important parameters related to thermal performance of the engine including the time taken for 20 cm3 of fuel consumption, aplied load, the ammeter and voltmeter readings were measured and recorded. Also, the engine emission parameters like CO, CO2, HC, NOx, and the exhaust gas temperature from the exhaust gas analyser, which is shown in Fig.6 were noted and recorded.

   Fig.1.Test Engine for this work

   Fig.2.Digital data for engine speed

   Fig.3.Computerised data logging system

   Fig.4. Line diagram for total experimental set up

   Specific Fuel Consumption

   Specific Fuel Consumption

   0.7

   0.6

   0.5

   0.4

   0.3

   0.2

   0.1

   Specific Fuel Consumption Vs Load

   DIESEL

   20%PME+80%Di

   esel 50%

   PME+50%Diesel

   80%PME+20%Di

   esel

   0

   0 1 2

   L3oad 4 5

   PME

   Fig.5. Eddy current dynamometer for loading

   Fig.6.Exaust gas analyzer

3. RESULTS AND DISCUSSIONS

   Fig.8. Specific fuel consumption Vs Load

   0.09

   0.08

   0.07

   0.06

   0.05

   0.04

   0.03

   0.02

   0.01

   0

   Load Vs Carbon Monoxide

   Diesel

   20%PME+8

   0%Diesel 50%PME+5

   0%Diesel

   80%PME+2

   0%Diesel

   PME

   0.09

   0.08

   0.07

   0.06

   0.05

   0.04

   0.03

   0.02

   0.01

   0

   Load Vs Carbon Monoxide

   Diesel

   20%PME+8

   0%Diesel 50%PME+5

   0%Diesel

   80%PME+2

   0%Diesel

   PME

   Load

   Load

   1 2

   1 2

   3 4

   3 4

   5

   5

   Carbon Monoxide

   Carbon Monoxide

   Fig.9. Load Vscarbon monoxide

   Brake Thermal Efficiency

   Brake Thermal Efficiency

   Brake Thermal Efficiency Vs Load

   30 DIESEL

   25

   20 20%PME+80

   15 %Diesel

   10 50%PME+50

   5 %Diesel

   0 80%PME+20

   Load Vs Carbondioxide

   Carbondioxide

   Carbondioxide

   8 Diesel

   7

   6 20%PME+80

   5 %Diesel

   4

   3 50%PME+50

   0 Load 5

   %Diesel

   PME

   2

   1

   0

   1 2 3 4 5

   %Diesel

   80%PME+20

   %Diesel PME

   Fig.7. Brake Thermal Efficiency Vs Load

   Load

   Fig.10. Load VsCarbondioxide

   Hydrocarbons (ppm)

   Hydrocarbons (ppm)

   120

   100

   80

   60

   40

   20

   0

   Load Vs Hydrocarbons

   1 2 3 4 5

   Load

   Diesel 20%PME+8

   0%Diesel 50%PME+5

   0%Diesel

   80%PME+2

   0%Diesel PME

   1. Specific fuel consumption

      The variation of SFC with load for different blends and diesel are presented in Fig 8. It is observed that the SFC for all the fuel blends and diesel tested decrease with increase in load. For B20 blend the SFC is lower than diesel for all loads. For B50, the SFC is almost same as that of diesel. Hence it is concluded that the fuel is completely burnt at the right time in the engine cylinder. This could be due to the presence of dissolved oxygen in the biodiesel that enables complete combustion and the negative effect of increased viscosity would not have been initiated. However as the biodiesel concentration in the blend increases further, the SFC increase for all loads and the percentage increase is higher at low loads. This could be due to the high mass flow of fuel entering into the engine

      Fig.11.Load Vs Hydrocarbons (specific gravity of biodiesel is 6% more than diesel).

      Nitric Oxide (ppm)

      Nitric Oxide (ppm)

      1600

      1400

      1200

      1000

      800

      600

      400

      200

      0

      Load Vs Nitric Oxide

      Diesel

      20%PME+80

      %Diesel 50%PME+50

      %Diesel

      80%PME+20

      %Diesel

   2. CO emission

   It is interesting to note that the engine emits more CO for diesel as compared to biodiesel blends at lower loads. It is seen from the Fig 9. that the CO concentration is totally absent for the blends of B50, B80 for all loading conditions and as the biodiesel concentration in the blend increases above 50%, the presence of CO is observed. At lower biodiesel concentration, the oxygen present in the biodiesel aids for complete combustion. However as the biodiesel

   concentration increases, the negative effect due to high

   1 2 3 4 5

   Load

   PME

   viscosity and small increase in specific gravity suppresses the complete combustion process, which produces small amount of CO.

   Fig.12. Load Vs Nitric Oxide

   1. Brake Thermal Efficiency

CO emission

2

Fig 10.depicts the CO emission of various fuels used.

2

The CO

2

emission increased with increase in load for

The variation of brake thermal efficiency for different all blends. The lower percentage of biodiesel blends

compositions increased with increase in load due to

reductuion in heat loss and increase in power. The

emits high amount of CO

Blends B50 emit very lo

in comparison with diesel.

2

missions. This is due to the

variation of brake thermal efficiency with load for different blends has been plotted and it is shown inFig

7. In all cases, increment with load is present. The maximum thermal efficiency for B50 (27.4 %) was

w e

fact that biodiesel is a low carbon fuel and has a lower elemental carbon to hydrogen ratio thandiesel fuel. Though at higher loads, higher biodiesel content blends

nearer and slightly higher than that of diesel [27.38%].

emit CO

2

almost at par with diesel, biodiesels

The brake thermal efficiency obtained for B20, B80 and B100 were less than that of diesel. This lower brake thermal efficiency obtained could be due to reduction in calorific value and increase in fuel consumption as compared to B50. Hence, this blend was selected as optimum blend for further investigations and long-term operation. Based on the results it can be concluded that the performance of the engine with biodiesel blends is comparable to that with diesel.

themselves are considered carbon neutral because, all

the CO released during combustion had been

2

sequestered from the atmosphere for the growth of the vegetable oil crops.

HC emission

The HC emission variation for different blends is indicated in Fig 11. It is seen that the HC emission initially decreases and increases with increase in load for all test fuels for B50 higher HC emission at lower loads than the higher loads. As the Cetane number of ester based fuel is higher than diesel, it exhibits a shorter delay period and results in better combustion

leading to low HC emission. Also the intrinsic oxygen contained by the biodiesel was responsible for the reduction in HC emission.

NO emission

(madhucaindica oil) ethyl ester in a 4-stroke natural aspirated direct injection diesel engine Renewable Energy 30; 12691278 ;2005.

1. D. Ramesh and A. Sampathrajan , Investigations on Performance and Emission Characteristics of Diesel

   x

   The variation of NO

   x

   emission for different blends is

   Engine with Jatropha Biodiesel and Its Blends.

2. A.S. Ramadhas, C. Muraleedharan, S. Jayaraj

   indicated in Fig 12. The NO

   x

   emission for all the fuels

   Performance and seed emssion evaluation of a diesel

   tested followed an increasing trend with respect to load. The reason could be the higher average gas temperature, residence time at higher load conditions. A reduction in the emission for all the blends as compared to diesel was noted. With increase in the biodiesel content of the fuel, corresponding reduction in emission was noted and the reduction was

   remarkable for B50. The maximum and minimum

   engine fueled with methyl esters of rubber oil, Renewable Energy 30; 17891800; 2005.

3. PurnanandVishwanathraoBhale, Nishikant V. Deshpande, Shashikant B. Thombre Improving the low temperature properties of biodiesel Fuel Renewable Energy 34; 794800;2009.

4. Future Energy Supply Oil & Gas Journal, July14

   August 18, 2003.

   amount of NO

   x

   corresponding to

   Conclusions

   produced were 600 ppm and 44 ppm B50.

5. Aviation Fuels Maxwell Smith, G.T. Foulis& Co Ltd, 1970, p.414.

6. Biomass as a Nonfossil Fuel Source, D.L. Klass ed. ACS Symposium Series 144, American Chemical Society 1981.

7. Biomass as an Alternative Fuel, C.W. Hall,

The main aim of the present study was to analyze the usability of PME as a replacement to diesel in an unmodified CI engine. It was proved that blends of PME and diesel can be successfully run with acceptable performance and emissions than pure petro diesel up to a certain extent. From the experimental investigation, it is concluded that blends of PME with diesel up to 50% by volume (B50) can replace the diesel for diesel engine applications for better emissions and improved performance. Biodiesel is having biodegradability and nontoxic nature which will help in achieving energy economy, environmental protection and rural economic development. In the near future conventional fuels like Diesel will be fully replaced by biodiesel and will provide a viable solution for the much threatening energy crisis and environmental pollution problems.

4.References

1. A.S. Ramadhas , S. Jayaraj, C. Muraleedharan ,

   Use ofvegetable oils as I.C. engine fuelsA review, Renewable Energy 29 ;727742;2004.

2. Avinash Kumar Agarwal Biofuels (alcohols and biodiesel) applications as fuels for internal combustion engines. Progress in Energy and combustion Science 33; 233271;2007.

3. SharanappaGodiganur , C.H. Suryanarayana Murthy , RanaPrathap Reddy 6BTA 5.9 G2-1 Cummins engine performance and emission tests using methyl ester mahua (Madhucaindica) oil/diesel blends, Renewable Energy 34; 21722177;2009.

4. SukumarPuhan, N. Vedaramana, G. Sankaranarayanan, Boppana V. Bharat Ram Performance and emission study of Mahua oil

Government Institutes, Inc. 1981.

[12] Demirbas A. Biodiesel production from vegetable oils via catalytic and non-catalytic supercritical methanol transesterificationmethods.Prog Energy Combust Sci 2005;31:46687.[13] Karmee SK, Chala

A. Preparation of biodiesel from crude Pongamiapinnata. BioresourTechnol 2005;96(13):14259.

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2. Kumar SM, Ramesh A, Nagalingam B. An experimental comparison of methods to use methanol and jatropha oil in a compression ignition engine. Biomass Bioenergy 2003;25:30918.