Performance and Emission Studies of Sesame Oil Methyl Ester in Compression Ignition Engine

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International Journal of Emerging Technology and Advanced Engineering

Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 3, Issue 5, May 2013)

344

Performance and Emission Studies of Sesame Oil Methyl Ester

in Compression Ignition Engine

Prof Nikhil A Bhave

1

, Prof Vivek M Ugare

2

, Prof Amol M Andhare

3

1,3

Assistant Professor at Shri Ramdeobaba College of Engineering and Management, Nagpur

2_{Research Scholar at Vesvesvaraya National Institute of Technology, Nagpur} Abstract—The present work deals with preparation of Bio

diesel from Sesame oil, optimization of bio diesel yield, comparing its properties with conventional diesel and carrying out performance and emission tests for Bio diesel and various blends of Bio diesel with conventional diesel.

Sesame oil methyl ester was prepared by transesterification process. It involves the reaction of sesame oil with methanol in presence of sodium hydroxide as catalyst and maintaining the reaction temperature at 60 ºC. The Bio diesel yield obtained was about 99%. 0.9% molar concentration of sodium hydroxide and 1:6 molar ratio between oil and alcohol give maximum yield. The sesame oil methyl ester thus obtained was sent for investigating various physical and chemical properties. Most of the properties were found to be superior to conventional diesel and in accordance with ASTM standards. Bio diesel shows excellent stability against oxidation.The further study included the performance and emission test of conventional diesel, SOME, and various blends of SOME with diesel on Direct Injection Kirlosker engine.

Keywords—Bio-diesel, Alternative renewable Fuel, Compression Ignition Engine, Sesame Oil Methyl Ester, Ester Optimisation, Performance, Emission

I. INTRODUCTION

India is a developing country. In the current scenario, India’s oil consumption by end of 2007 is expected to reach 136 million tonne(MT), of which domestic production will be only 34 MT. India will have to pay an oil bill of roughly $50 billion, assuming a weighted average price of $50 per barrel of crude. In 2003-04, against total export of $64 billion, oil imports accounted for $21 billion. India imports 70% of its crude needs mainly from gulf nations. The majority of India's roughly 5.4 billion barrels in oil reserves are located in the Bombay High, upper Assam, Cambay, Krishna-Godavari. In terms of sector wise petroleum product consumption, transport accounts for 42% followed by domestic and industry with 24% and 24% respectively. India spent more than Rs.1,10,000 crore on oil imports at the end of 2004.

Focusing our attention on the fossil fuels, World oil and gas reserves are estimated at just 45 years and 65 years respectively.Coal is likely to last a little over 200 years.

So there is an intense of an alternative fuel which can replace fossil fuels. Fossil fuels are mainly used in automobile sector on large scale which mainly use diesel. Compression ignition engines are employed particularly in the field of heavy transportation and agriculture on account of their higher thermal efficiency and durability. However, diesel engines are the major contributors of oxides of nitrogen and particulate emissions.

Fuel which is renewable in nature is need of present day which will also lead to lesser emissions. Oil as a substitute for diesel have been tested by researchers. But it is having major drawbacks gum formation, flow, atomization and high smoke and particulate emissions. So a transesterified oil can be a major substitute for diesel which can be referred to as Bio-diesel.

India is the 2nd largest producer of sesame oil all over the world producing about 6,80,00 tons of oil per year. India is the 3rd largest producer of sesame seeds but 2nd largest producer of oil just because of the faulty harvesting practices associated with the seed production. This considerably increases the cost of seed as well as oil production.

Sesame being a sub continental shrub can grow anywhere in waste lands, low laying plane and region with scarcity of water. Thus cultivation can done on large scale to facilitate oil production.

Once the large scale production of oil is made possible, 45% of seed production can be converted to oil. This can be converted into bio-diesel by the process of trans-esterification process and thus india can get self-sufficient on itself because huge economy can be saved which is basically potentially spent for purpose of importing petroleum. Even a small reduction in petroleum can cost to save India millions.

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International Journal of Emerging Technology and Advanced Engineering

345 Peak pressure and heat release ratewere found to be higher for orange oil compared to diesel fuel operation [1].

T. Elango & T. Senthilkumarstudied performance and emission characteristics of CI engines fuelled with Jatropha oil methyl ester and its diesel blends. They performed their tests on A single cylinder, air-cooled, four-stroke, direct injection diesel engine. An AVL Smokemeter and exhaust gas analyzer were used for the measurement of NOx, CO2, CO, HC and smoke opacity respectively. The existing engine is coupled with hydraulic dynamometer. Maximum brake power of around 29.39% was obtained with brake specific fuel consumption decreased from 0.693 to 0.332 kg/kW-hr. Exhaust gas temperature and NOx emission increases with increase in BkW for all the cases. NOx emission reaches a maximum of 1656 ppm for a blend of 50% at full load while a maximum of 1800 ppm for biodiesel [2].

Y.D. Wang, T. Al-Shemmeri, P. Eames, J. McMullan, N. Hewitt, Y. Huang, S. Rezvani did an experimental investigation of the performance and gaseous exhaust emissions of a diesel engine using blends of a vegetable oil. A Lister–Petter T series an air-cooled, direct injection diesel engine diesel engine was selected for the study which is type TS2, 9.5 kW capacity fixed speed (1500 rpm). Results found to be satisfactory with reduced NOx [3].

II. EXPERIMENTAL SET-UP

The experimental set-up for preparation of Bio-diesel is illustrated in the figure given below. It consist flat bottom flask which is fitted with Y glass joint. The Y joint is centrally fitted with thermometer with the help of a cork. The thermometer gives variation in temperature.

Since the temperature of 60°C has to be maintained for trans-esterification, the thermometer is in constant operation .The other end of the joint is fitted with condenser. Tap water is continuously been circulated from the condenser. The whole system is made air tight so that the methanol cannot be lost. A heater along with a magnetic stirrer is employed. The heater consists of knob through which the wattage of heat can be adjusted. It also bears a knob which controls the speed of the magnetic stirrer.

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International Journal of Emerging Technology and Advanced Engineering

346 The dynamometer shaft is attached with RPM indicator. A series of thermocouples are attached to measure the temperatures of jacket water at inlet and outlet, calorimeter water inlet and outlet and exhaust gas temperature before calorimeter and after calorimeter. Pressure transducer is attached to the engine side. Separate air flow orifice plate is attached to the air side along with the pressure transducer which gives pressure of air at inlet to engine. AVL five gas analyser is used separately to note the exhaust gases such as CO₂, CO, HC, NOx and O₂. Similarly an AVL Smoke meter is also used separately to measure smoke opacity. The detail specifications of 5 gas analyser and smoke meter are given in appendices A & B respectively. The computer attached herewith is using Windows 98 operating system. This system is loaded with software called ―ENGINE SOFT‖ which gives the performance and combustion analysis at different parameters.

This particular software is pre-loaded with all the required parameters measured and constant both.

The control panel has different switches on it. An on/off power switch, digital rpm indicator, digital temperature indicator and digital fuel indicator. A knob is provided at centre of the panel to adjust the load on the output shaft.

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International Journal of Emerging Technology and Advanced Engineering

347

TABLEI

ENGINE SPECIFICATIONS

ENGINE KIRLOSKAR TV1

GENERAL DETAILS VERTICAL, FOUR STROKE, CI, WATER-COOLED, SINGLE CYLINDER, HAND START

BORE×STROKE 87.5mm×110mm

CUBIC CAPACITY 662cc

COMPRESSION RATIO

17.5:1

RATED OUTPUT 5.2KW @ 1500 rpm

FUEL INJECTER PRESSURE

20-20.5 MPa

INJECTION TIMING 23° BEFORE TDC

NO OF VALVES VALVE TIMING INLET VALVE OPENS BTDC INLET VALVE OPENS ABDC EXHAUST VALVE OPENS BBDC EXHAUST VALVE OPENS ATDC 2 4.5° 35.5° 35.5° 4.5° GOVERNER TYPE CLASS OF GOVERNING MECHANICAL, CENTRIFUGAL TYPE B1

III. PROCEDURE AND OBSERVATIONS

First of all the saponification value of oil is being found out by simple titration of potassium hydroxide solution with one gram of oil. The saponification value of oil corresponds to the presence of fatty oil. This gives the molecular weight of oil. This molecular weight is used in further calculation of reactants in mass balance equation.

Similarly the Acid Value of oil is determined. If the Acid Value is much below unity, single stage base tranesterification could be carried out. If the Acid value is greater than unity then a two stage transesterification has to be adopted. The single stage being acid transesterification followed by base catalysed transesterification.

In present investigation, the situation is optimized for different molar ratio between oil and methanol and catalyst concentration as shown in Table [2] and Table [3]. The ester yield was found to be maximum in case of 1:6 oil to methanol molar concentration and 1% molar catalyst. Assuming procedure for 1:6 molar ratio for oil to methanol and catalyst concentration of 1% molar.

One liters of oil & 255ml methanol is measured using conical flask accurately and 4.6 grams of NaOH is weighed by digital weighing apparatus.

TABLEII

OPTIMISATION OF SOME YIELD(WITH DIFFERENT MOLAR

CONCENTRATIONS OF OIL AND METHANOL)

MOLAR RATIO (OIL: CHӡOH) OIL (ml) CHӡOH (ml) NaO H (% MOL) GLYC E-ROL (ml) YIELD (ml)

1:3 1000 127 1 358 760

1:4 1000 170 1 306 850

1:5 1000 212 1 250 956

1:6 1000 255 1 268 980

1:7 1000 297 1 355 920

1:8 1000 340 1 420 909

TABLEIII

OPTIMISATION OF SOME YIELD (WITH DIFFERENT CATALYST

CONCENTRATION) Molar ratio NaOH conc. NaOH (grams) Yield (ml) Remark

1:6 0.8% 7.36 985 -

1:6 0.9% 8.28 990 Very less soap formed

1:6 1% 9.20 982 Less soap formed

1:6 1.1% 10.12 977 More soap formed

Sesame oil is preheated at the temperature of 120°C for 90 minutes in a flat bottom flask by means of magnetic flux heater so that water from oil should get vaporised. Magnetic stirrer stirs the oil continuously during the period of heating. Now heating is stopped and oil is made to cool with constant stirring upto 60°C.

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International Journal of Emerging Technology and Advanced Engineering

348 Now mixture is poured down into a separating funnel and made to stand still for 24 hours. Two layers separate out the upper layer being Sesame oil methyl ester and lower being glycerol. The quantity of glycerol obtained is measured using calibrated flask and seperated. SESOME thus obtained is washed with distilled water for 3 times so that excess of methanol and catalyst may get washed off.

SOME thus obtained is treated with silica gel which absorbs water content in ester.

Now SOME is measured by calibrated flask and stored. Different properties of oil and SOME along with diesel are shown in the Table [4].

The engine test was conducted on the Kirloskar engine at different loads from (0 kg, 3 kg, 6kg, 9kg, 12kg and 15kg) for diesel and Sesame oil methyl esters blends of (B20, B40, B60, B80, B100) by volume.

TABLEIV

DIFFERENT PROPERTIES OF DIESEL, OIL AND SOME.

PROPERTY DIESEL SESAME

OIL

SOME

DENSITY (Kg/mᶾ) 826.44 920 870

SPECIFIC GRAVITY 0.826 0.920 0.870

VISCOSITY (mm²/sec)AT 0°C 3.22 32.5 4.28

ACID VALUE (mg KOH/grm) 0.0 0.0567 0.0312

IODINE VALUE - 105 72.83

SAPONIFICATION VALUE - 190 82

FLASH POINT (°C) 50 260 162

POUR POINT (°C) 15 -3.9 -9.5

CLOUD POINT (°C) 12 -9.4 -19

CALORIFIC VALUE(kJ/Kg) 42227 39349 40210

IV. RESULTS AND INFERENCES

Experiments were initially carried out on the engine at all load to create baseline data.The engine was stabilised before taking all the readings. Various blends of different proportions of Sesame Oil Methyl Ester (SOME) and diesel ranging from 20% to 100% were used to run this single cylinder engine. The results found out when test conducted on said engine are as follows:

The figure [3] shows the variation of brake thermal efficiency with brake power. At peak load, the brake thermal efficiency for diesel is found to be 29.12% while that for SESOME is 29.91%. This may be attributed to be better combustion occurrence in engine. The SOME contains oxygen which may have facilitated better combustion.

For same brake power, the brake thermal efficiency was found to be higher for all the blends SOME. This may be due to the superior oxygenation of bio-fuel blends compared to diesel.

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International Journal of Emerging Technology and Advanced Engineering

349 Following figure [5] shows the variation of brake specific fuel combustion with brake power. The BSFC shows a decreasing trend as the brake power increases. This is because of increase in fuel consumption rate. B100 showed an increased bsfc(655.56 gm/KWhr) compared to diesel (611.1 gm/KWhr)and all other blends.

Figure [6] shows the exhaust gas temperature variations for SOME and its blends with load. It is observed that the exhaust gas temperature increases with load as more fuel is burnt at higher loads to meet the power requirements. It is also observed that the exhaust gas temperature increases with percentage of methyl ester in the fuel for all the loads. This may be due to the oxygen content of the methyl esters, which improves combustion. Also the poor fuel atomization and vaporization due to higher viscosity of the methyl esters and their blends results in late burning of injected fuel and higher exhaust gas temperature.

In case of various blends of SOME blends being tested by smoke meter, the smoke was drastically reduced in case of SOME. As the load increases smoke also increases but very less compared to mineral diesel as shown in Figure [7]

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International Journal of Emerging Technology and Advanced Engineering

350 The figure [9] shows the variation of carbon monoxide with brake power. All the blends of SOME showed reduced CO emissions at peak loads. The trend shows decrease of CO emissions from lower load conditions to peak load conditions. Few blends acted in similar to that of mineral diesel.

The figure [10] shows the variation of unburnt hydrocarbon emissions with brake power. HC emissions were found to increase for all the types of blends. But the B40 blend was having similar emission trend with respect to mineral diesel. Due to higher viscosity and density of SOME, the fuel flow rates are higher. Higher fuel entry in combustion chamber may create richer mixtures at localised spots in the combustion chamber which may remain unburnt. Due to lesser calorific value, combustion temperatures are also less which may trigger UNHCs.

The figure [11] shows the variation of NOx with respect to brake power. For all the load the NOx emissions were found to be drastically reduced for all blends of SOME.

NOx emissions were reduced due to lower heat release rate due to lower calorific values which lowers the combustion temperature.

V. CONCLUSIONS

The present investigation was about the preparation of SOME, Studying and comparing various properties of SOME with mineral diesel and carrying out performance and emission tests on SOME.

SOME was prepared in the laboratory. The yield of 99% SOME can be obtained with 1:6 molar ratio between oil and methanol, 0.9% molar NaOH, reaction time of 60 minutes and reaction temperature of 60°C.

Various properties such as Density, specific gravity, viscosity, acid value, iodine value, saponification value, flash point, pour point, cloud point and calorific value. All the values are found to be in accordance with ASTM standard for Diesel.

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International Journal of Emerging Technology and Advanced Engineering

351 Exhaust Gas Temperature was found to be more for all the blends of SOME. Peak pressure were found to be lower for SOME blends.

The emission tests revealed that smoke was drastically reduced by around 23-43% for all the Blends of SOME. The CO₂ emissions were slightly reduced by around 4.70% for SESOME. The CO were also found to be reduced at peak loads. The Unburnt Hydrocarbons were slightly increased for SESOME by around 2%. B40 showed similar trend of HC compared to mneral diesel. The NOx were found to be drastically reduced by around 27.27 to 47.27% for all the blends of SOME.

Thus the present study validates the use of SESAME OIL METYL ESTER for compression ignition engines. B40 blend can be a potential alternative for CI engines.

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