new technique for using the jetropha and karanja

8/4/2019 New Technique for Using the Jetropha and Karanja

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By

M.KARTHIKEYAN

M.E. AUTOMOBILE ENGINEERINGMADRAS INSTITUTE OF TECHNOLGY

ANNA UNIVERSITY

NEW TECHNIQUE FOR USING THE JATROPHA

AND KARANJA OIL IN DIESEL ENGINE


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INTRODUCTION

To solve both the energy concern and environmental

concern, the renewable energies with lower environmental

pollution impact should be necessary.

Biodiesel is renewable and environmental friendlyalternative diesel fuel for diesel engine.

Biodiesel has higher viscosity, density, pour point, flash

point and cetane number than diesel fuel.

Also the energy content or net calorific value of biodieselis about 12% less than that of diesel fuel on a mass basis.


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ENGINE SETUP


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ENGINE SPECIFICATION Engine manufacturer :Kirloskar oil engines ltd

Bore& stroke :87.5 x 110 (mm)

Number of cylinders :1

Compression ratio :17.5: 1

Speed :1800 rpm

Cubic capacity :0.661 litres

Method of cooling :water cooled

Fuel timing :27 by spill (btdc)

Clearance volume :37.8 cc

Rated power :8 hp

Nozzle opening pressure :200 bars


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TEST METHOD

The engine was operated initially on diesel for warm up and then withJatropha and karanja oil blends.

The experiment aims at determining appropriate proportions ofbiodiesel and diesel for which higher efficiency was obtainable.

Hence experiments were conducted for different proportions ofbiodiesel mixed with diesel.

The blends were in the ration 20%, 40%, 60%, 80% and 100% withdiesel. First these blends were tested at normal injection timing 27BTDC at constant injection pressure 200 bars and with a constantcompression ratio 17.5.

Then for the best efficiency blend, the tests were conducted at threedifferent injection timings 30 BTDC and 33BTDC and aboveprocedure was followed.


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RESULTS AND DISCUSSION


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BRAKE THERMAL EFFICIENCY


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BRAKE THERMAL EFFICIENCY

By advancing the injection timing, the combustion start

earlier than for standard injection timing.

Hence more amount of energy available from fuel is

utilized for engine power output. This is the reason for theimproved thermal efficiency of the engine.


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SPECIFIC ENERGY CONSUMPTION


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SPECIFIC ENERGY CONSUMPTION

By varying the injection to 30 BTDC, B20 for both EEOJ

and EEOK blends having lesser specific energy

consumption due to availability of time in better fuel

mixing properties and spray characteristics.

Similarly further increase in injection timing leads to

decrease in the specific energy consumption of B40 blends

of EEOJ and EEOK.


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CARBON MONOXIDE EMISSIONS


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CARBON MONOXIDE EMISSIONS

By advancing the injection timing to 30 BTDC, the HC emissions for

B100 of EEOJ, EEOK and its blends with diesel decreases from B100

to B20.

This is due to complete oxidation of carbon monoxide to carbon

dioxide will occurs. If the injection timing is further advanced to 33BTDC the B20 blend having more CO emission and others blends of

EEOJ and EEOK having lesser CO emissions when compared to

diesel.


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CARBON DIOXIDE EMISSIONS


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By varying the injection timing to 30 BTDC the carbon

dioxide emissions are increases from B100 to B20 for

both the oils of EEOJ and EEOK, with diesel at the least.

This is due to complete oxidation of carbon monoxide tocarbon dioxide taking place.

Further advancing the injection timing to 33 BTDC B40

nearly equal to diesel and CO2 emissions increases from

B100 to B20.


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In general, bio diesel themselves are considered carbon

neutral because, all the CO2 released during combustion

has been sequestered from the atmosphere during the

process of photosynthesis for the growth of vegetable oil

crops, which are later processed into fuel.

Hence, bio diesel also helps to mitigate global warming,

as carbon dioxide levels are kept in balance.


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UNBURNED HYDRO CARBON EMISSIONS


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The HC emission for diesel at maximum load was 499ppm where as for B100 of EEOJ and EEOK were 543 ppmand 548 ppm respectively at an injection timing of 27BTDC.

However, HC emission was lower for blended fuels (B20& B40) as compared to B100 and diesel at full load. When

blend ratio increases from B20 to B40, HC emissiondecreases by 1.3%.

This is due to the fact that cetane number of ester basedfuels is higher than that of diesel.


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The effect of shorter delay period resulting in lowers the

HC emission. In addition, the intrinsic oxygen contained

by the esters was responsible for the reduction in HC

emission.

It is clear from figures at B40 blend of EEOJ produces

lower HC emission compared to EEOK at full load

condition.


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SMOKE EMISSIONS


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SMOKE EMISSIONS

It is clearly observed from the fig that the smoke

emissions are reduced with advance injection timing in

normal diesel engine.

At this same injection timing, smoke emissions for B20blends of EEOJ and EEOK at 30 BTDC are 27.34 HSU

and 34.11 HSU respectively.

When injection timing advanced to 33 BTDC the smoke

emissions of B40 blends decreases to 34 HSU and 38.99HSU for EEOJ and EEOK respectively.


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SMOKE EMISSIONS

It is clearly observed from the fig that the smoke

emissions are reduced with advance injection timing in

normal diesel engine.

At this same injection timing, smoke emissions for B20blends of EEOJ and EEOK at 30 BTDC are 27.34 HSU

and 34.11 HSU respectively.

When injection timing advanced to 33 BTDC the smoke

emissions of B40 blends decreases to 34 HSU and 38.99HSU for EEOJ and EEOK respectively.


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SMOKE EMISSIONS

The experimental results clearly prove that the smoke

emissions decrease with advancing the injection timing,

because of the higher combustion chamber temperature.

At the same time NOx produced from the engine andexhaust gas temperature are higher than that of the diesel.

The other possible reason is a diffusion combustion part

becomes less significant and thus smoke is lowered.


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OXIDES OF NITROGEN EMISSIONS


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It is clearly observed from the figure that advancing the

injection timing increases the NOx emission of B40

blends.

When injection timing is advanced to 30 BTDC, the NOxemission of B20 blends increases to 655 ppm and 655

ppm for EEOJ and EEOK respectively.

Further injection timing advanced to 33 BTDC, the NOx

emission of B40 blends increases to 731 ppm, 769 ppm forEEOJ and EEOK respectively.


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It is clearly observed from the figure that advancing the

injection timing increases the NOx emission of B40

blends.

When injection timing is advanced to 30 BTDC, the NOxemission of B20 blends increases to 655 ppm and 655

ppm for EEOJ and EEOK respectively.

Further injection timing advanced to 33 BTDC, the NOx

emission of B40 blends increases to 731 ppm, 769 ppm forEEOJ and EEOK respectively.


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The experimental results clearly proved that, when the

injection timing was advanced, an increase in the NOx

emissions for all the fuel mixture was observed.

This is due to combustion starts earlier, and thus theresidual time of the burning mixture in the cylinder and

combustion temperature is increased, thus allows the NOx

formation reaction to proceed.


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CONCLUSION


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Almost same power output is noticed in all blends with

slightly reduced thermal efficiency, because of reduced

calorific values of the bio diesel fuels.

The engine performance with bio diesel up to blends wasnearly similar to that of diesel.

Slightly higher specific fuel consumption was observed at

full load for B40.

ENGINE PERFORMANCE AND EMISSIONS AT 27 BTDC


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ENGINE PERFORMANCE AND EMISSIONS AT

30 & 33 BTDC

The 3 advance gave best result for bio diesel and 6BTDC crank angle degrees produced high exhaust gastemperature and higher levels of NOx formation.

When engine was operated at an advanced injection timingof 33 BTDC the engine knocked severely due to rapid

burning.

This severe knocking caused higher rate of pressure andtemperature raises that led to increase of NOx level due to

advancing the injection timing and subsequentimprovement of the combustion characteristics.


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ENGINE PERFORMANCE AND EMISSIONS AT

30 & 33 BTDC

Up to 40% of bio diesel blends with diesel can be used ina diesel engine without any modification in injectiontiming and without sacrificing the power output.

Bio diesel from Jatropha and Karanja oil is a promisingalternative fuel for diesel engines.

The entire test characteristics of bio diesel and its blendswith diesel demonstrate that almost all the important

properties of bio diesel and its blends are in very close

association with the diesel making it applicable incompression ignition engine for partial replacement ofdiesel fuel.


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REFERENCES

Agarwal D. and Agarwal A.K. (2007a) Performance and emissioncharacteristics of Jatropha oil (preheated and blends) in a directinjection compression ignition engine. International Journal ofApplied Thermal Engineering, Vol.27, pp. 2314-2323.

Narayana Reddy J. and Ramesh A. (2006) parametric studies forimproving the Performance of a Jatropha oil-fueled compression

ignition engine, International Journal of Renewable Energy, Vol. 31,pp. 1994-2016.

Murugasen A., Umarani C., Subramanaiam R. and Neduchezhian N.Bio diesel as an Alternative Fuel for Diesel Engine A Review,International Journal of Renewable and Sustainable Energy Review2007.

Paramanik K. (2003) Properties and use of jatropha curcas oil anddiesel fuel blends in a compression ignition engine, InternationalJournal of Renewable Energy. Vol. 28. Pp. 239-248.


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REFERENCES

Abdul Kalam A.P.J. (2007) Energy independence from plant earth,

Inaugural Address on 94th Indian Science Congress, Annamalai

University,. Chidambaram, p.3.

Senthil P. K., Jayaraj S. (2009) Performance and Emission Studies on

a 4 Stroke Diesel Engine using Methyl Ester of JME Oil with EGR,M.E., Thesis, Anna University, CHENNAI.

Murugesan A. (2009) Experimental and theoretical Investigation of

using Biodiesel in Diesel Engines; Ph.D., Thesis. Anna University,

CHENNAI.

Sundarapandian and Devaradjane, Performance and Emission

Analysis of Bio Diesel Operated CI Engine, Journal of Engineering,

Computing Architecture.


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new technique for using the jetropha and karanja

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