Experimental Investigation on Performance and Emission ... · Fig. 3.1 represent photograph of...

International Journal of Technical Innovation in Modern

Engineering & Science (IJTIMES) Impact Factor: 3.45 (SJIF-2015), e-ISSN: 2455-2585

Volume 4, Issue 5, May-2018

IJTIMES-2018@All rights reserved 64

Experimental Investigation on Performance and Emission Characteristic of Cow

Urine and Diesel Blend Fueled with VCR Engine

Dhaval B Goti1, Dr. Arvind S Sorathiya

2, Dr. Pravin P Rathod

3

1 Mechanical Engineering Department, GEC- Bhuj, Gujarat, India, [email protected]

2Mechanical Department, GEC-Bhuj, Gujarat, India, [email protected]

3 Mechanical Department, GEC-Bhuj, Gujarat, India, [email protected]

Abstract— In the Recent World, Demand of fossil fuel is Increasing Day by Day. As compare to Demand Sources of

fossil fuel is very less. To Satisfy Recent Demand, alternate fuel is required. Nothing is Waste in this real world, so we

take Cow urine as alternate fuel. A preliminary literature review suggests that Cow urine and diesel mix together then

performance and emission characteristic measure on variable compression ratio engine. Variable compression ratio

engine used in this research has compression ratio from 13.5:1 to 16.5:1and multi fuel injection system with water

cooling. Cow Urine and Diesel Blend mix together in different proportions such as C05, C10, C15 and performance

and emission characteristic is measured then find out optimum compression ratio with appropriate diesel-cow urine

proportion. Emission of NOx is less as compare to standard diesel. Our aim is to reduce the emission of ammonium

compound and make this blend to more suitable for the alternate fuel by varying compression ratio.

Keywords— variable compression ratio diesel engine, performance, emissions, diesel, cow urine, emulsifier

I. INTRODUCTION

The expanding industrialization and motorization of the world prompted to steep grow in the demand of

petroleum commodity. Petroleum based fuels are stored fuels in the earth planet. There are very less reservoir of these

stored fuels and they are not renewable. With our current knowledge of reservoir and the growing rate of utilization, it is

expected that they are not going to last long number of researches done on alternate fuels to meet the demand of current

petroleum product.

Cow urine taken as alternate fuels in this research. Many researcher works on different alternative fuels but very

less research done on cow urine. Energy required to break water molecules and liberate hydrogen as fuel is more

compare to cow urine. Cow urine supports combustion because it contains ammonium nitrogen.

Blending of cow urine is done with surfactant and stability is measure with Ostwald ripening rate. Performance

and emission characteristic measures on multi fuel water cooled VCR engine with different CR.

II. COW URINE AS ALTERNATIVE FUEL

Cow urine contains urea nitrogen and ammonium nitrogen and this ammonia nitrogen supports combustion.

Separation of ammonia nitrogen from cow urine is more favourable as compare to the other animal urine. Cow urine also

has large amount ammonium as compare to the other animal. It contains around 95 % water, 2% urea nitrogen, 1.5%

ammonium nitrogen and remaining sulphur, magnesium, potash in less than 1%.

2.1 Fuel Preparation

Many researchers’ proves that solubility of water in diesel can be achieved with the use of surfactant. In this

research two non-ionic surfactants is used named as Span 80 (HLB 4.3) and tween 80 (HLB 15). Two surfactants give

more stability as compare to the single surfactant. Mixing of two surfactants gives transparent solution as compare to the

other solution.

Blend is made in two steps; in first step mixing of two surfactants is done with pure diesel by mechanical

agitator at 800 rpm for 2 minutes. Pre-emulsion is done by adding distilled cow urine in diesel/surfactant mixture by

constant agitation (0.5ml/min) by mechanical agitator at constant speed 800 rpm. The concentration of surfactant mixture

in entire emulsion is kept between 0.5 to 2% by volume, Cow urine concentration ranging from 5% to 15%.

International Journal of Technical Innovation in Modern Engineering & Science (IJTIMES) Volume 4, Issue 5, May-2018, e-ISSN: 2455-2584,Impact Factor: 3.45 (SJIF-2015)


Fig.1 Cow urine and standard diesel Blend.

TABLE I

BLEND LIST WITH ITS PROPERTY

Blend Blend Content Calorific value Density Kinetic Viscosity Flash Point C

C00 Pure Diesel (HPCL standard) 45.50 MJ/kg 0.8405 kg/m3

3.20 cSt 76

C05 5% Cow Urine + 95% Diesel 44.05 MJ/kg 0.8445 kg/m3 5.10 cSt 79



In second steps arranged pre-emulsion sonicited by ultrasonic probe sonicator for 2 minute, cycle of 14 sec at

recurrence of 20 kHz.

2.2 Blend Stability

Stability of cow urine in diesel emulsion is investigated by Ostwald ripening rate. As size of emulsion molecules

increase (49.55 nm to 70.96 nm) by time to time (0h to 240h) this will help to become more stable solution. Stability of

emulsion depends upon the two things; one is coalescence and second is Ostwald ripening rate but calculation shows that

coalescence is not mechanism of instability. So Ostwald ripening is reason behind the emulsion instability. Highest

stability found for all blend is 240 hour. First separation happened at 70.96 nm size of blend droplet. This is measured

with dynamic light scattering.

III. EXPERIMENTAL SETUP

TABLE II

ENGINE SPECIFICATION

Parameter Specifications

Make Brand new kirloskar

Model AV1

Method of cooling Water cooled

Rated power 5 HP

Engine speed 1500 RPM

Bore × Stroke 87 mm × 110 mm

Volume 553 c.c

Max. Compression Ratio 16.5:1

The arrangement consists of auxiliary head manufactured as per the original one. The screw is attached to head

with the help of bearing. When the screw is rotated by the head itself lifted in angle, resulting in change in clearance

volume of the engine. This leads to change in compression ratio of the engine. The change in position of the head can be

seen on scale and the pointer attached to the screw.

Standard HP-Diesel Cow

Urine



Fig. 3.1 represent photograph of experimental setup. It is single cylinder multi fuel water cooled VCR engine

with AVL calibration system.

1. Single cylinder four stroke diesel engine 7. Fuel control valve

2. Eddy current dynamometer 8. Load cell

3. Rotameter 9. Pressure sensor

4. Air box 10. Performance testing machine

5. Fuel tank 11. AVL exhaust gas analyser

6. Burette 12. Exhaust probe

Fig.2 experimental setup

VI. RESULTS AND ITS DISCUSSION

4.1 Performance characteristics

Performance characteristics include BTE, BSFC of all blends with varying load and CR condition. Results are

discussed as below.

4.1.1 Brake Thermal Efficiency (BTE)

Brake thermal efficiency of any engine indicates how efficient combustion happened. The proper and efficient

combustion of fuel and lower fuel consumption gives higher BTE. Figure 3 shows variation between BTE and load at

13.5 CR and 16.5 CR. As shown in figure as load increase BTE increase in both CR.

Fig.3 Variation in BTE with load at 13.5 and 16.5 CR



At lower load condition A: F (14:1) ratio is higher which leads to incomplete combustion of fuel. Most of fresh

fuel charge remains unfired. That’s why at lower load BTE is lower. At higher load condition, complete distribution of

fuel particle happened in engine cylinder which leads to complete combustion of fuel. This is increase the BTE at higher

load. BTE of standard diesel is highest among all blend. While other blend have lower BTE because of lower calorific

value.

Fig.4 Variation in BTE with CR

Figure 4 shows change in BTE with varying CR at peak load condition. Lower BTE found at 15.5 CR and

higher at 13.5 CR. At 16.5 CR fuel mean effective pressure is higher as compare to all other CR which cause perfect

distribution of fuel particle in whole cylinder. That’s why BTE increase at higher CR. Highest BTE found at 13.5 CR and

full load condition for C00, C05, C10, and C15 is 22.21%, 19.8%, 17.93% and 15.62%.

4.1.2 Brake Specific Fuel Consumption (BSFC)

Fig.5 Variation in BSFC with load at 13.5 CR and 16.5 CR

Above figure 5 shows variation in BSFC with load. At lower load condition, BSFC gives higher value because

of higher fuel consumption at lower load. For C15 BSFC value is highest 0.991 gm/kW-sec at no load condition.

Improper fuel combustion at lower load condition gives higher fuel consumption.

Fig.6 Variation in BSFC with CR



As show in figure 6 BSFC for C00 is lowest compare to all blend. BSFC first decrease and then slightly increase

at 16.5 CR for C10 and C15 blend. BSFC for C05 and C10 is very near because of near fuel consumption at all CR.

Lower the calorific value (35.38 MJ/kg) of C15 gives highest BSFC value. Density of C15 is highest among all blend

which leads to improper distribution of fuel in cylinder. This may cause improper utilization of fuel. From the above

chart it may conclude that C10 is most favourable case because it gives lower BSFC and as near to standard diesel.

4.2 Emission characteristic

Emission characteristics include variation in HC, CO, NOx, CO2, and EGT with load condition and CR

variation. Results are discussed below.

4.2.1 Exhaust gas temperature (EGT)

Fig.7 Variation in EGT with load at 13.5 and 16.5 CR

Fig.8 Variation in EGT with CR

As shown in figure 7 EGT is slightly increased with load. C15 has lowest EGT value at no load condition and

16.5 CR is 160C. Flash point of C15 is 85C which is highest among all fuels which are the main reason of lower EGT

for C15 blend. At lower load improper fuel utilization may leads to decrease in EGT.

Figure 8 shows change in EGT with CR. Increasing in CR first EGT increase and then slightly decrease. C05

has near EGT variation compared to diesel But C10 has much more variation compare to C05. At 16.5CR MEP is less as

compare to other CR which provide improper fuel distribution this leads to decrease in fuel utilization which lower the

EGT at higher CR. At 15.5 CR, EGT for all fuels (C00, C05, C10 and C15) has given as 265C, 249C, 235C and

235C respectively.



4.2.2 Hydrocarbon Emission (HC)

As shown in figure 9 at both CR 13.5 and 16.5, HC emission increase with load percentage. Figure shows C00

has maximum HC emission among all blend. This effect is happened because of lower heating value flash point (76C)

of standard diesel as compare to other blend.

Fig.9 Variation in HC with load % at 13.5 and 16.5 CR

Fig.10 Variation in HC with CR

Figure10 shows HC emission with varying CR. As CR increase first HC emission increase and then decrease in all blend

cases. At higher CR due to the longer ignition delay may results in lower HC emission. At 16.5 CR, HC emission for all

fuels (C00, C05, C10 and C15) as given 75ppm, 70ppm, 68ppm, 62 ppm respectively. C10 and C15 shows near same HC

emission at 15.5 CR.

4.2.3 CO emission

Fig. 11 Variation in CO emission with load % at 16.5 and 13.5 CR



Fig. 12 Variation in CO with CR

Figure 11 shows C00 have lowest CO emission among all blend. At 13.5 CR cylinder temperature is high

because of lower compression ratio. This may leads in increase in CO production. At 13.5 CR highest CO emission

found in C15 is 0.30 %v/v. At 16.5 CR lowest CO emission found for C15 blend is 0.26 %v/v.

Figure 12 shows CO emission decrease first and then increase with CR. The % CO increases at 15.5 because of

higher cylinder temperature, fuel physical and chemical property and lesser time for complete combustion of fuel. C10

have nearly same CO emission as C05 at 15.5CR. Lowest CO emission found at 16.5 CR for all blend is (C00, C05, C10

and C15) 0.23%v/v, 0.235%v/v, 0.25%v/v, 0.26%v/v respectively.

4.2.4 NOx Emission

Variation in NO with respect to load percentage and CR as shown in figure 13 and 14 All cow urine blend C05,

C10 and C15 have lower NO emission as compare to standard diesel C00. Cow urine contains 95% water. This Water

particle helps to lower combustion temperature during power stoke. Due to lower cylinder temperature, formation of NOx

is reduced. That’s why it is good option for reduction in pollution.

With increase in CR, NO emission first decrease and then increase. At higher compression ratio cylinder

temperature and pressure is increased, this may lead to formation of NO at higher compression ratio.

Fig.13 Variation in NO with load at 13.5 and 16.5 CR



Fig.14 Variations in NO with CR

At 15.5 CR, NO emission for all blend (C00, C05, C10 and C15) are given as 630ppm, 601ppm, 592ppm and

570ppm respectively.

4.2.5 CO2 Emission

Fig.15 Variation in CO2 with load at 13.5 and 16.5 CR

As shown in figure 15 CO2 emission increases with load percentage this is happened because of increase in fuel

combustion as higher load. At higher load fuel distribution in cylinder is more proper then lower load. This will leads to

increase in complete combustion of fuel. This causes CO2 %v/v increase.

Fig.16 Variations in CO2 with CR

With increase in CR, CO2 emission decrease. C00 has lower CO2 emission at all CR ratio. While in case of C05,

C10 and C15 SFC increase which will leads to complete combustion of fuel. This will increase in CO2 Emission. At 15.5

CR, Value of CO2 emission for all blend(C00, C05, C10 and C15) are given as 10.86 %v/v, 11.10 %v/v, 11.19%v/v,

11.35%v/v.



V. CONCLUSION

From the above results, it is clearly show that C10 and C05 blend have near value to standard diesel for all cases

at 15.5 CR.

BTE for C10 blend is near to standard diesel. Highest BTE found is 17.98% at 14.5 CR.

BSFC increase for all cow urine blends (C05, C10 and C15) because of higher SFC. C10 have minimum BSFC

at 15.5 CR 0.713 gm/kWsec.

EGT decrease because of water contains in cow urine this reduce the NO emission at higher load.

HC emission decrease in case of all cow urine blends. Lowest HC emission found for C15 at 14.5 CR is 72ppm.

CO and CO2 increase in all cow urine blends because of complete combustion of fuel and increase in SFC.

Maximum increment in CO2 is at 15.5 CR and C15 blend with 4.31%.

Maximum increment in CO is at 15.5 CR and C15 blend with 16.66%.

Maximum Reduction in NOx found at 14.5 CR is 8.37% as cow urine proportion increase. Lowest NO emission

happened in C15.

Overall results show that 15.5 CR with C10 blend is more suitable for adopting cow urine as alternate fuels.

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