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Combustion and Emission Characteristics on Methyl Esters of Jatropha Oil in aCI Engine- an Experimental Analysis

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Combustion and Emission Characteristics on

Methyl Esters of Jatropha Oil in aCI Engine-

an Experimental Analysis

Dr.N.Bose

Senior Professor, Mepco Schlenk Engineering College. Sivakasi, India

ABSTRACT: This paper nvestigates the suitability of methy ester of jatropha oil for CI engine. The need for diesel increased has increased exponentially in this decade and at present a very promising alternative fuel to diesel is esters of jatropha which can be substituted in existing diesel engine. Combustion and emission tests were carried out in a Diesel engine with esters of jatropha. When compared to diesel, emission is generally less with slight variation in efficiency.

I. INTRODUCTION

The severe reduction of fossil fuels leads the nation to find the alternative fuels. The best way to solve the problem is by using biodiesel. In order to prove the properties of biodiesel additives can also be added. In this paper, the complex nature of combustion in biodiesel is done numerically with program in C and mapped with the actual value of experimental work.The single cylinder four stroke, constant speed, vertical water cooled and direct injection diesel engine was used. The specifications of theengine is given in Table 1.

TABLE 1

SPECIFICATIONS OF THE ENGINE

Sl.No Item Description

1. Engine type Four Stroke, Single cylinder, Diesel, Constant Speed, Water cooled 2. Make / Model Kirloskar TV1

3. BHP 7.0 at 1500 rpm (5.15 kW) 4. Bore x Stroke(mm) 87.5 x 110.0 5. Cyclic capacity 0.6615lit (0.6615x10-3 m3) 6. Compression ratio 17.5:1

7. Dynamometer type Eddy current 8. Speed measurement Sensor with digital indicator 9. Cylinder pressure

measurement Piezo sensor 10. Analysis Through Computer

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II. EXPERIMENTAL PROCEDURE

The engine was started and warmed-up, at low idle, long enough to establish the recommend oil pressure, and was checked for any fuel, oil and water leaks. After completion of the warm-up procedure, the engine was run on no-load condition and the speed was adjusted to 1500 rpm by adjusting the fuel injection pump.

The experiments were conducted for engine torque levels viz, 0, 3, 6, 9, 12,15 and 18 Nm. The experiments were conducted for B25, B50, B75 & B100 fuel for the above said torque levels for different compression ratios at different fuel inlet temperature. The Compression ratio of the engine is varied by altering the gaskets that is present between the engine head & engine block. The fuel is preheated by means of fuel heater apparatus before fuel it is send to the engine. Experiments were conducted for both B25, B50, B76 & B100 fuel for different Compression ratios at the same time varying the fuel inlet temperature. For each load condition the engine was run for minimum 5 minutes and data were collected during the last 2-minute of operation. Simultaneously, engine exhaust emissions (NOx, CO, HC) weremeasured.

A– Exhaust pipe.

F1 – Fuel flow rate in kg/hr.

F2– Air flow rate in kg/hr.

F3 – Jacket water flow rate in kg/hr.

N – Engine speed in rpm.

T1– Jacket water inlet temperature in K.

T2 – Jacket water outlet temperature in K.

T3 – Exhaust gas temperature in K.

Fig. 1 Experimental Setup

A. EXPERIMENTAL SETUP FOR MEASUREMENT

1. An eddy current dynamometer has been coupled to the engine to apply the load / torque on engine.

2. The fuel flow rate was measured by timing the consumption for known quantity of fuel (10 cc) from a burette. 3. Gas Analyser is used to measure directly the exhaust gas emissions such as CO2 in terms of % by volume, CO

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B. NUMERICAL ANALYSIS

For heat release, temperature, pressure and volume coding with selected model is used. III. RESULTS OF NUMERICAL ANALYSIS

Fig.2a Crank angle (deg) VsPressure(kPa) Fig. 2b Crank angle(deg) Vs Volume(m3)

Fig. 2c Crank angle(deg) Vs Temperature(k) Fig.2d Crank angle(J/deg) Vs Heat release rate( J/deg)

IV. RESULTS OF PERFORMANCE TEST (COMPRESSION RATIO 13)

Fig.3aBrake Thermal EfficiencyVsTorque Fig.3bTFC VsTorque 0

2000 4000 6000 8000 10000

0 200 400 600

CrankAngle(deg) Vs Pressure(kPa)

0 0.0002 0.0004 0.0006 0.0008

0 100 200 300 400 500 600

Crank Angle Vs Volume

0 500 1000 1500

0 200 400 600

Crank Angle(deg) Vs Temperature(k)

0 20 40 60 80

0 50 100 150

Crank Angle Vs Heat Release Rate

0 5 10 15 20 25 30

0 3 6 9 12 15 18

Torque (Nm) Vs Brake thermal efficiency(%)DIESEL

MEJ 25

MEJ 50

MEJ 75

MEJ 100

DIESEL55

55MEJ 25

55MEJ 50

55MEJ 75

55MEJ 100

0 0.5 1 1.5

0 3 6 9 12 15 18

Torque(Nm) Vs TFC(kg/hr

)

DIESEL

MEJ 25

MEJ 50

MEJ 75

MEJ 100

DIESEL5 5 55MEJ 25

55MEJ 50

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0 0.2 0.4 0.6 0.8 1 1.2 1.4

0 3 6 9 12 15 18

Torque(Nm) Vs SFC(kg/KWhr) DIESEL

MEJ 25 MEJ 50 MEJ 75 MEJ 100 55DIESEL 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100

Fig.3cSFC Vs Torque

V. RESULT OF PERFORMANCE TEST(COMPRESSION RATIO 16)

Fig.4a Brake Thermal Efficiency Vs Torque Fig.4bTFC VsTorque

Fig.4cSFC Vs Torque 0

0.5 1 1.5

0 3 6 9 12 15 18

Torque(Nm) Vs SFC(kg/KWhr

)

DIESEL MEJ 25 MEJ 50 MEJ 75 MEJ 100 DIESEL55 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 5 10 15 20 25 30

0 3 6 9 12 15 18

Torque (Nm) Vs Brake thermal efficiency(%)

DIESEL MEJ 25 MEJ 50 MEJ 75 MEJ 100 55DIESEL 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 0.2 0.4 0.6 0.8 1 1.2

0 3 6 9 12 15 18

Torque(Nm) Vs TFC(kg/hr)

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VI. INVESTIGATION ON EMISSION (COMPRESSION RATIO 13)

Fig. 5aCO(%)VsTorque(Nm) Fig. 5b NOx (ppm) Vs Torque(Nm)

Fig.5cHC (ppm) Vs Torque(Nm)

VII. INVESTIGATION ON EMISSION1 (COMPRESSION RATIO 16)

Fig. 6aCO(%)VsTorque(Nm) Fig.6bNOx (ppm) Vs Torque(Nm) 0 100 200 300 400 500

0 3 6 9 12 15 18

Torque Vs NOx DIESEL

MEJ 25 MEJ 50 MEJ 75 MEJ 100 DIESEL55 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 100 200 300 400 500 600 700

0 3 6 9 12 15 18

TORQUE VS NOx DIESEL

MEJ 25 MEJ 50 MEJ 75 MEJ 100 DIESEL55 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 0.05 0.1 0.15 0.2

0 3 6 9 12 15 18

Torque Vs CO DIESEL

MEJ 25 MEJ 50 MEJ 75 MEJ 100 DIESEL55 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 500 1000 1500 2000

0 3 6 9 12 15 18

Torque Vs HC DIESEL

MEJ 25 MEJ 50 MEJ 75 MEJ 100 DIESEL55 55MEJ 25 55MEJ 50 55MEJ 75 55MEJ 100 0 0.05 0.1 0.15 0.2

0 3 6 9 12 15 18

TORQUE VS CO DIESEL

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Fig.6cHC (ppm) Vs Torque(Nm)

VIII. EMISSION TEST

The engine was first run with diesel under steady state conditions, the fuel consumption rate and exhaust emission such as CO, HC and NOx were measured for five different torque conditions. The performance characteristics are noted by running the engine with B25, B50, B75& B100 for different compression ratios. At the same time by varying the fuel inlet temperature for different loads and the experimental results were taken. The compression ratio is varied by altering the gaskets present in between the cylinder head and cylinder block and the fuel inlet temperature is varied by means of fuel preheater. Here the compression ratios and temperature are altered for different values. The exhaust emissions are also recorded for each and every Compression ratio and fuel inlet temperature.

IX. RESULTS AND DISCUSSION

A. BRAKE THERMAL EFFICIENCY

Fig 3 and Fig.4 show the variation of Brake Thermal Efficiencyas the brake power for different compression ratios at different fuel inlet temperature. The Brake Thermal Efficiency goes on increasing as brake power increases. Comparing the Brake Thermal Efficiency of diesel with B25, B50, B75& B100 for different compression ratio and at different fuel inlet temperature, it is seen that Brake Thermal Efficiency is approximately same as that of diesel for B25, whose compression is decreased slightly at all fuel inlet temperature. If the Compression ratio is further reduced the Brake Thermal Efficiency is decreased than that of diesel at all inlet temperature. Even though if the compression ratio is unaltered, the Brake Thermal Efficiency is slightly equal to that of diesel.

B. CARBON MONOXIDE (CO)

Fig 5 and Fig.6 show the variation of emission of Carbon monoxide (CO) in terms of % by volume as the brake power is varied by increasing the torque. The emission of Carbon monoxide (CO) goes on decreasing as brake power increases or torque increases. If the compression ratio is decreased further, the emission of carbon monoxide is increased. From the Fig.it is seen that emission of carbon monoxide is increased as the compression ratio is reduced.

0 200 400 600 800 1000 1200 1400 1600

0 3 6 9 12 15 18

DIESEL

MEJ 25

MEJ 50

MEJ 75

MEJ 100

DIESEL55

55MEJ 25

55MEJ 50

55MEJ 75

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C. HYDROCARBON (HC)

Fig.5 and Fig.6 show the variation of Emission of Hydrocarbon (HC) in terms of ppm as the brake power is varied by increasing the torque. The Emission of Hydrocarbon (HC) goes on increases as brake power increases or torque increases. If the Compression ratio is unaltered, the emission of Hydrocarbon is increased than that of diesel at all fuel inlet temperature.

D. OXIDES OF NITROGEN (NOx)

Fig. 5 and Fig.6 show the variation of Emission of Oxides of Nitrogen (NOx) in terms of ppm as the brake power is

varied by increasing the torque. The emission of Oxides of Nitrogen (NOx) goes on increasing with torque. When the

compression ratio is decreasedNOx also decreases.

X. CONCLUSION

An experimental analysis on combustion and emission characteristics on methyl esters of jatropha oil in CI engine has been carried out and emission is found to be less with slight variation in efficiency.

REFERENCES

1) Heywood,J.B “Internal combustion engine fundamental”. Mc Graw-hill, Newyork.1988 2) Turns, Stephen R . “An Introduction to combustion” 2nd edition McGraw-Hill, Bostom 2000

3) Gupta A.K Mehta and Gupta C.P Model for prediction Air Fuel Mixing and combustion for Direct Injection Diesel Engine , SAE paper 860331,1886

4) Hiffins, B.S Mueller, C.J and Sibers, D. Measurement of fuel effect on liquid-phase penetration in DI sprays, SAE paper 7904493,1979 5) Kyle.W.scholl, spencer C. Sorenson (1993) “Combustionof soybean oil methyl ester in a direct injectionengine” SAE 930934 6) Suryawanshi J.G and Bhoyar A.B “Experimental Investigation on a CI engine Using BioDiesel” “SAE 9100544

7) W.H.Lipkea& A.D Dejoode “A model of a direct injection diesel combustion system for use in cycle simulation and optimization studies” SAE 1988

8) Thomas W.Ryan, III and Blake stapper “Diesel fuel ignition quality as determine in a constant volume combustion bomb” SAE 1988 (870586).P.P. Baskshe, “Esterified Jatrophacurcas oil as Blended fuel in CI engines” National level conference -NCEFIF -2004.

Figure

TABLE 1
Fig. 1 Experimental Setup
Fig. 5aCO(%)VsTorque(Nm)                                          Fig. 5b NOx (ppm) Vs Torque(Nm)
Fig.6cHC (ppm) Vs Torque(Nm)

References

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