experimental investigation on performance and … · silk cotton oil (binomial name: ceiba...

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Int. J. Mech. Eng. & Rob. Res. 2014 Rajesh Kumar and Jesu Titus, 2014

ISSN 2278 – 0149 www.ijmerr.com

Vol. 3, No. 4, October, 2014

© 2014 IJMERR. All Rights Reserved

Research Paper

EXPERIMENTAL INVESTIGATION ON PERFORMANCEAND EMISSION ANALYSIS OF CI ENGINE FUELLEDWITH METHYL ESTER OF SILK COTTON OIL AND

VARIOUS DIESEL BLENDS

Rajesh Kumar1*and Jesu Titus1

*Corresponding Author: Rajesh Kumar � [email protected]

Alternative fuels have received much attention due to the depletion of world petroleum reservesand increased environmental concerns. Thus processed form of vegetable oil (Biodiesel) offersattractive alternative fuels to compression ignition engines. In this experimental study performanceand emissions characteristics of methyl esters of Silk Cotton Oil (SCOME) and diesel blends ina diesel engine were experimentally investigated. For this study, methyl esters of Silk Cotton Oilwere added to diesel by volume of 20% (B20), 40% (B40), 60% (B60) and 80% (B80), as wellas pure blend 100% (B100). Fuels were tested in single cylinder, water-cooled, direct injectionKirloskar diesel engine loaded by eddy current dynamometer. The effect of blends on engineperformance, exhaust emissions were examined at different loads (0%, 25%, 50%, 75%, and100%) at constant engine speed of 1500 rpm. Engine performance parameters namely brakepower, brake specific fuel consumption, brake thermal efficiency, exhaust gas temperature andexhaust emissions of CO, HC, CO2, NOx and smoke density were determined. The test resultindicates that there is a slight increase in brake thermal efficiency and brake power up to 50%of load, but at full load condition the brake thermal efficiency increases for neat blend of biodiesel.There is an increase in specific fuel consumption for all the blended fuels when compared tothat of diesel fuel. The drastic reduction in carbon monoxide, unburned hydrocarbon wererecorded for all the blended fuels as well as with neat biodiesel. However, in the case of oxidesof nitrogen, carbon-di-oxide, oxygen there is a slight increase for all the blended fuels and withneat biodiesel when compared to diesel fuel. The drastic reduction in carbon monoxide, unburnedhydrocarbon were recorded for all the blended fuels as well as with neat biodiesel. However, inthe case of oxides of nitrogen, carbon-di-oxide there is a slight increase for all the blended fuelsand with neat biodiesel when compared to diesel fuel. On the whole, Silk Cotton Oil MethylEster (SCOME) and its blends with diesel fuel can be used as an alternative fuel for diesel indirect injection diesel engines without any significant engine modification.

Keywords: Performance, Emission, I.C. Engine, Blended fuel.

1 Department of Mechanical engineering, Institute of Road and Transport Technology, Erode, India.

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INTRODUCTION

Energy is the prime mover of economicgrowth and is vital to the sustenance ofmodern economies. The overall growth of acountry is dependent upon long-termavailability of energy from sources that areaffordable, accessible and environmentalfriendly (Kumar Nirajan et al., 2013; ChauhanBS et al., 2011). Further, India is importingmore than 82% of its crude requirement andspending a huge amount of foreign currencyfor this import (Jain Siddharth and SharmaM P, 2010).

Compression ignition engines play animportant role than spark ignition enginesparticularly in the field of heavy transportation,industrial sectors, and agriculturalapplications on account of their high thermalefficiency. The inevitable decline in the fossilfuels, namely coal, petroleum and natural gashas spurred vigorous efforts all over the worldto find and develop renewable energysources. There are several alternativesources of fuel, some of them being biogas,producer gas, hydrogen, alcohol andvegetable oils – all renewable in nature.Among these fuels, vegetable oils seem tobe a forerunner as they are renewable andeasily available (Sukumar Puhan et al., 2005;Senthil kumar M et al., 2001).

Alternative fuels are considered verypromising to play an important in meeting theworld’s energy requirements (Berrios M et al.,2011). Within the gamut of biofuels, vegetableoils derived fuels are very promising and havethe potential to meet growing energy demandI a sustainable as a fuel in diesel engine dueto high viscosity and need to be chemicallymodified to produce biodiesel. Biodiesel is a

renewable diesel fuel defined as the mono-alkyl esters derived from vegetable oils oranimal fats. It is largely competitive withpetroleum diesel as far as technical issuesare concerned and can be used as asubstitute for mineral diesel without majorengine modification. Its production and usehave expanded exponentially in manycountries around the world in recent years.In addition to being biodegradable and non-toxic, biodiesel is also essentially free of sulfurand aromatics, producing lower exhaustemissions than conventional diesel (BautistaLuis Fernand et al., 2009; Enweremadu C Cand Rutto H L, 2010).

Worldwide biodiesel production is mainlyfrom edible oils such as soybean, peanut,coconut, sunflower, and canola oils. However,biodiesel production from edible oils are notsustainable in India as India is not self-sufficient in edible oil production and importssubstantial amount of edible oil for meetingits requirement. In this context, non-edible oilsare very promising for biodiesel productionin India with abundance of forest and plantbased non-edible oils being available in Indiasuch as Pongamia (Karanja), Jatrrophacurcas (Jatropha), Madhuca Indica (Mahua),Azadirachta Indica (Neem),Schleicheraoleosa (Kusum) and Heveabrasiliensis (Rubber) (Patil B S et al., 2012).

Silk Cotton Oil (Binomial name: Ceibapentandra, Familly: Malvaceae) is a forest-based tree-borne non-edible seed oil(Mahajan R T and Chopda M Z, 2009). Thetrees grows to 60-70 m (200-300 feet) talland has a very substantial trunk with buttre-sses. Its natural distribution is uncertain dueto extensive cultivation but it is situated in

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Southern Asia between Nepal, Pakistan,Bangladesh and India. In India it is cultivatedin interior parts of Tamilnadu. The oil isobtained from the seed kernels and is darkyellow in colour. Crude Silk Cotton Oilgenerally contains high % Free Fatty Acid(FFA). It is used as an alternative to down asfilling in mattresses, pillows, upholstery,stuffed toys such as teddy bears and forinsulation (Mahajan R T and Chopda M Z,2009; S. Chaudhary, 2001).

MATERIALS AND

METHODOLOGIES

Various methodologies such as heating,blending, pyrolysis and transesterification areemployed to use vegetable oil as a fuel indiesel engines. Out of these options,transesterification process to producebiodiesel from vegetable oil is the mostdocumented and explored method for directengine application. However, transes-terification is a sophisticated process andneeds reaction vessels, catalysts, chemicals,heating and agitation arrangements andskilled manpower which may not be feasiblein rural and remote areas. Moreover, most ofthe non-edible oils are transesterified in twoincreased production cost and carbonfootprints. Therefore, vegetable oil in neatform blended with some other carbon of thevegetable oil may be a promising break-through for energy security and sustainability.

TRANSESTERIFICATION

Transesterification is also called alcoholysis,is the displacement of alcohol from on esterby another alcohol in a process similar tohydrolysis. This process has been widely

used to reduce the viscosity of triglycerides.The transesterification reaction is represen-ted by the general equation

R COOR’ + R’’ � R COOR’’ + R’OH

If methanol is used in the above reaction,it is formed as methanolysis. The reaction ofglycerides are readily transesterified in thepresence of alkaline catalyst at atmosphericpressure and at a temperature of approxi-mately go to 70°C with an excess ofmethanol. The mixture at end of the reactionis allowed to settle. The lower glycerol layeris drawn off while the upper methyl ester layeris washed to remove entrained glycerol andis then processed further. The excessmethanol is recovered by distillation and sentto rectifying column for purification andrecycled. The transesterification works wellwhen the starting oil is of light quantity.However, quite often low quality oils are usedas raw materials for biodiesel preparation. Incases where the free fatty acid content of theoil is above 4%,difficulty arise due toformation of soaps which promoteemulsification during the water working stageand at an FFA content above 2% the processbecomes unworkable . If the free fatty acidcontent of the oil is below 4% single stageprocess is adopted. If the free fatty acidcontent is greater than 4% double stageprocess is adopted.

A. Single Stage Process

In single stage process the raw oil is takenand it is preheated up to 60°C and the mixtureof catalyst and methanol is added to the oiland it is heated and stirred well. Themechanical stirred at speed approximately700 rpm. After some time there will be a

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phase separation. In which the glycerolsettles down and ester control in the upperlayer. The glycerol layer is drained off andthe biodiesel is collected and it is washed withdistilled water for two or three times to removethe alkali matter. The pure bio diesel is nowavailable. To remove the water content, thebiodiesel is heated from 105 to 110°C. Thebiodiesel is cooled and it is stored.

The present experimental investigationdeals with the preparation of five sets ofblends comprising 20% Silk Cotton Oil and80% Diesel (B20), 40% Silk Cotton Oil and60% Diesel (B40), 60% Silk Cotton Oil and40% Diesel (B60), 80% Silk Cotton Oil and20% Diesel (B80) and 100% neat Silk Cotton

Oil (B100). Fuel properties were evaluatedand exhaustive engine trial was conductedto evaluate performance and emissioncharacteristics.

PROPERTIES OF FUEL AND

ITS FUEL BLENDS

Performance of CI engine greatly dependsupon the properties of fuel, among whichviscosity, density, cetane number, volatility,calorific value, etc. are very important. Thephysic-chemical properties of biodiesel weretested in Eta laboratories, Chennai. Table 1gives the comparison of physical propertiesof biodiesel obtained from Silk Cotton Oil andneat diesel.

Table 1: Comparison of Physico-chemical Properties ofBiodiesel Derived from Silk Cotton Oil with Diesel

Properties

Density @ 15°c

Viscosity @40°C(cSt)

Heating value, (MJ/Kg)

Flash point(°C)

Fire point(°C)

Diesel

830

1.428

42.00

44

49

Silk Cotton Oil

860

18.86

34.17

315

350

Silk Cotton Oil Methyl Ester

858

17.88

36.37

42

47

Table 2: Physico-chemical Properties of Biodiesel Blends

Properties

Density @ 15°c

Viscosity @40°C(cSt)

Heating value, (MJ/Kg)

Flash point(°C)

Fire point(°C)

B80

852.4

14.590

37.790

42.4

47.4

B60

846.8

11.299

38.84

42.4

47.8

B40

841.2

8.009

39.895

43.2

48.2

B20

835.6

4.718

40.947

43.6

48.6

ENGINE TEST RIG DEVELOPMENT

The diesel engine is a High speed, fourstrokes, vertical and air cooled type. Figure2 shows the schematic representation of theexperimental set up and the technical specifi-

cation of the engine are given in Table 3. Theloading is by means of an electrical dynamo-meter. The fuel tank is connected to a gradua-ted burette, to measure the quantity of fuelconsumed in unit time. An Orifice meter with

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U-tube manometer is provided along with anair tank on the suction line for measuring airconsumption. An AVL415 Smoke meter isprovided for measuring the exhaust gases.

A five gas analyzer is used to obtain theexhaust gas composition. An AVL444 Di gasanalyzer showed the measurement of theHC, CO, CO2, NOx emissions when theprobe of the analyzer was inserted, and keptfor a few minutes in the exhaust pipe. Thefuel flow rates were obtained by noting thetime taken for 10cc of fuel consumption. Theengine was started and allowed to warm-upfor about 10 minutes. The engine was testedunder five discrete part load conditions viz:0%, 25%, 50%, 75%, 100%.For all loadconditions, engine speed was constant at1500 rpm. The time taken for 10cc fuelconsumption was noted at each load forDiesel, B20, B40, B60, B80, and B100.

Table 3: Technical Specifications of Diesel Engine

Type

No of cylinders

Type of injection

Rated power @1500 rpm (KW)

Bore (mm)

Stroke (mm)

Compression ratio

Method of cooling

Displacement volume (liters)

Fuel injection timing BTDC (Degree)

No of injector nozzle holes

Coefficient of Discharge (Cd)

Kirloskar TAF 1 vertical diesel engine

Single

Direct

4.41

87.5

110

17.5:1

Air cooled with radial fan

0.662

23°

3

0.6

RESULTS AND DISCUSSION

B. Brake Thermal Efficiency (BTE)

The BTE indicates the ability if thecombustion system to accept the experi-mental fuel and provides comparable meansof assessing how efficiently the energy in thefuel is converted into mechanical output. Thevariation in brake thermal efficiency (BTE) isshown in Figure 3 and a comparative

assessment has been drawn. From theexperiment it has been seen that at 50% loadB80 shows slighter variations in BTE whencompared to the diesel fuel. This may because due to proper combustion of fuel owinghigher oxygen content and higher cetanerating than that of baseline diesel fuel.Enriched oxygen promotes the combustioncharacteristics and better atomization of the

Figure 1: Photograph of Experimental set up

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test fuels. Neat diesel showed lower full loadBTE compare to all the blends.B100 hashigher efficiency than that of neat diesel atfull load condition however, at part load thedifference were insignificant (NurunNabi Mdet al., 2009; Agarwal Deepak et al., 2008).

significant properties of the fuel inductedthrough the intake does not burn completelydue to the lower quantity of pilot fuel(NurunNabi Md et al., 2009; Agarwal Deepaket al., 2008).

C. Brake Specific Fuel Consumption (BSFC)

Brake specific energy consumption (BSFC)is an important parameter of an engine be-cause it takes care of both mass flow rateand heating value of the fuel. Brake specificfuel consumption is an essential and idealparameter for comparing engine performanceof the fuels having different calorific value anddensity. Figure 4 shows variations of BSFCfor neat diesel and Silk Cotton Oil biodieselblends. It is observed that at full load condi-tion the brake specific fuel consumption ishigher for all blends of Silk Cotton Oilbiodiesel when compared to the diesel fuel.Mainly B40 and B100 showed better resultswhen compared to other blended fuels. Thisis mainly because of lower heating value,higher viscosity and density of SCOME. Thelower heating value of SCOME requireslarger fuel flow rates to maintain constantenergy input to the engine. At lower loads

D. Exhaust Gas Temperature (EGT)

The exhaust gas temperature indicates howefficiently energy conversation takes placein the engine. Lesser the EGT is Higher theconversion of heat into work and vice versa.The variation of EGT is shown in the Figure5. At full load condition the exhaust gas tem-perature is 382°C, 380°C for the test samplesB100, B80 respectively high when comparedwith neat diesel fuel, but rest of the samplesalso have high EGT. The reduction exhausttemperature substantiates higher BTE ofblended fuels as the heat is more efficientlyutilized leading to lower EGT (AgarwalDeepak et al., 2008).

ENGINE EMISSIONS

E. Carbon Monoxide Emissions

The variation of carbon monoxide (CO)emission of diesel and Silk Cotton Oil blendsis shown in Figure 6. CO results from

Figure 3: Variations of Brake SpecificFuel Consumption with Load

Figure 2: Variations of Brake ThermalEfficiency with Load

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incomplete combustion of fuels and it isproduced most readily from petroleum fuels,which contain no oxygen intermolecularstructure. It has been observed that the COemission is lower for all the blends of SilkCotton Oil methyl ester than that of neatdiesel. At part load conditions CO emissionfor B20, B40, B60, B80 are similar but verylow when compared with diesel fuel. This maybe due to more complete combustion ofbiodiesel because of its higher oxygenpercentage, CO emission level decreases asamount of oxygen content in biodiesel helpsin complete combustion and oxidation. COis an intermediate combustion product andis formed mainly due to incompletecombustion of fuel. If combustion is complete,CO is converted to CO2. If the combustion isincomplete due to shortage of air or due tolow gas temperature CO will form. For bio-diesel mixtures CO emission was lower thanthat of diesel fuel. Because biodiesel mixturecontains some extra oxygen in their moleculethat resulted in complete combustion of thefuel and supplied the necessary oxygen toconvert CO to CO2 (Hoekmana S Kent etal., 2012; W H Kemp, 2006).

F. Carbon Dioxides Emissions

The CO2 emission for various EGR rates andloads is shown in Figure 7. Carbon-di-oxidein the exhaust gases in an indication ofcomplete combustion. It may be observedthat CO2 emissions were higher for all theblends compared to the neat diesel at allloads. At full load B60, B80, B100 showed9.6%, 9.4%, 9.1%.CO2 emission were higheras compared to diesel fuel. The combustionof fossil fuels produces carbon dioxide thatgets accumulated in the atmosphere andleads to many environmental problems. Thecombustion of Silk Cotton Oil biodiesel alsoproduces carbon dioxide but the crops arereadily absorbing these and hence carbondioxide levels are kept in balance. Thusconsidering the closed cycle of biodiesel itcan be pointed out that the effective emissionof CO2 is relatively low. (W H Kemp, 2006;M Senthilkumar et al., 2001).

G. Hydrocarbon Emissions

The HC Emissions of different blends areshown below in Figure 8. It is found that thehydrocarbon (HC) emission is lower for allthe blends of Silk Cotton Oil methyl ester as

Figure 5: Volumetric Emissions ofCarbon Monoxide with Load

Figure 4: Variations of Exhaust GasTemperatures with Load

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compared to neat diesel fuel. As percentageof biodiesel increase in the blend, HCemission decreases. B100 has 15.9 % lesshydrocarbon emission than that of mineraldiesel fuel at full load condition whencompared to various blends. The significantdecrease in HC emission is due to thecomplete combustion of the fuels (J Nazaret al., 2004).

the most significant emissions for dieselengine due to high flame temperature anddiffusive combustion in the combustionchamber. Since NOx emissions from currentdiesel technologies are closer to the limitspermitted by regulations and limits will beeven more stringent in the near future, thisemission will be critical factor in the develop-ment of new diesel engine. Apart from this,diesel engine produces less CO and HCemissions than the spark ignition engine. Theoxides of nitrogen in the exhaust containnitrogen monoxide (NO) and nitrogen dioxide(NO2). The formation of NO is highlydependent on in-cylinder temperature,oxygen concentration in the cylinder and alsodependent on engine technology. At partloads oxides of nitrogen emissions for all testblends is similar to that of the diesel fuel. TheNOx emission of diesel at maximum load was1106 ppm, whereas for B20, B40, B60, B80,and B100 was 1092 ppm, 1108 ppm, 1278ppm, 1352 ppm, 1320 ppm respectively. Thismay be due to the reduced premixedcombustion rate, which reduces thetemperature. B100 fuel had high viscosityresulting in poor atomization, reduced spray

Figure 6: Volumetric Emissions ofCarbondioxide with Load

Figure 7: Volumetric Emissions ofHydrocarbon with Load

H. Oxides of Nitrogen Emissions

The exhaust gas emissions like CO, CO2,HC and NOx are measured and analyzed.From the above mentioned emissions NO is

Figure 8: Volumetric Emissions ofOxides of Nitrogen with Load

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penetration, decreased cone angle, andgreater fuel droplet size than diesel. It resultsin lower amount of air entertainment and poorcombustion, leading to lower combustiontemperatures (J Nazar et al., 2004; AMurugesan et al., 2012).

CONCLUSION

In the present experimental investigation, aset of exhaustive engine trials wereconducted on a naturally aspirated, singlecylinder diesel engine fuelled with variousblends of SCOME and diesel. Severalperformance and emission characteristics ofthe engine trials and their comparativeassessment with diesel baseline aredescribed briefly below.

1. Full load brake thermal efficiency wasfound to increase with increase in SCOMEpercentage in blends as a result of highercetane rating of biodiesel. From theexperiment it has been seen that at 50% loadB80 shows slighter variations in BTE whencompared to the diesel fuel. This may because due to proper combustion of fuel owinghigher oxygen content.

2. With increase in percentage of SCOME inthe blend a steady increase in BSFC wasreported at full load condition. This is mainlybecause of lower heating value, higherviscosity and density of SCOME. The lowerheating value of SCOME requires larger fuelflow rates to maintain constant energy inputto the engine.

3. At full load condition the exhaust gastemperature is 382°C, 380°C for the testsamples B100, B80 respectively high whencompared with neat diesel fuel, but rest ofthe samples also have EGT comparatively

high. The reduction exhaust temperaturesubstantiates higher BTE of blended fuels asthe heat is more efficiently utilized leading tolower EGT. However at low loads EGT issimilar for all test blends compared to neatdiesel fuel.

4. Emission of carbon monoxide was foundto reduce with increase in SCOMEpercentage in the blends. At part loadconditions CO emission for B20, B40, B60,B80 are similar but very low when comparedwith diesel fuel. This may be due to morecomplete combustion of biodiesel becauseof its higher oxygen percentage, CO emissionlevel decreases as amount of oxygen contentin biodiesel helps in complete combustionand oxidation. Reduction in carbon monoxideemissions at higher blends may be attributedtowards better combustion characteristics ofhigh cetane oxygenated SCOME.

5. B20 exhibited parallel hydro carbonemission tendencies as that of dieselbaseline. However, other higher blends ofSCOME showed reduction in HC emissionat all loads compared to that of diesel. Amongthe various blends B100 exhibited the leasthydro carbon content (15.9%) confirmingbetter combustion characteristics.

6. Due to higher cetane rating of SCOME andimproved combustion characteristics, the in-cylinder temperature was increased resultingin higher NOx emission for blended fuels ascompared to baseline data. Full load NOemission was steeply increased for B80,B100 respectively as compared to dieselbaseline. Lower blends exhibited marginalincrease in NOx emissions. B100 fuel hadhigh viscosity resulting in poor atomization,reduced spray penetration, decreased cone

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angle, and greater fuel droplet size thandiesel. It results in lower amount of airentertainment and poor combustion, leadingto lower combustion temperatures.

Definitions/Abbreviations

BSFC - Brake Specific fuel Consumption

BTE - Brake Thermal Efficiency

CO - Carbon Monoxide

CO2 - Carbon Dioxide

HC - Hydro Carbon

FFA - Free Fatty Acid

cSt - Centi Stroke

Kg – Kilogram

MJ - mega joule

KW - Kilo Watt

mf - mass flow rate

mm – Millimeter

D100 - Neat Diesel

SCOME - Silk Cotton Oil Methyl Ester

B20 – D80 SCOME20

B40 – D60 SCOME40

B60 – D40 SCOME60

B80 – D20 SCOME80

B100 - 100% SCOME

NOx - Nitrogen Oxides

ppm - Parts per Million

rpm - Revolution per Minute

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experimental investigation on performance and … · silk cotton oil (binomial name: ceiba...

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