PERFORMANCE AND COMBUSTION CHARACTERISTICS OF CI … · efficiency of biodiesel compared to pure...

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Int. J. Mech. Eng. & Rob. Res. 2013 D Balajee et al., 2013

PERFORMANCE AND COMBUSTIONCHARACTERISTICS OF CI ENGINE WITH

VARIABLE COMPRESSION RATIO FUELLED WITHPONGAMIA AND JATROPHA AND ITS BLENDS

WITH DIESEL

D Balajee1*, G Sankaranarayanan2, P Harish1 and N Jeevarathinam1

*Corresponding Author: D Balajee,[email protected]

In the present world it is essential to find an alternate fuel source due to the increasedindustrialization and depletion in natural resources. The method of obtaining biodiesel fromvarious sources and blending them with diesel is adopted in many economically developed anddeveloping countries around the world. This paper investigates the utilization of jatropha andPongamia Pinnata Methyl Ester (PPME) blends with diesel in Variable Compression Rratio (VCR)CI engine. The performance and combustion characteristics of B10,B20 and B30 blends ofjatropha and pongamia with diesel for various compression ratios (13, 14, 15, 16, 17.5) havebeen studied and it is found out that the blends of biodiesel like jatropha and pongamia withdiesel could substitute in the place of pure diesel and be used as an alternate source of fuel inthe near future, thus saving the natural resources for the future generation. Performanceparameter like brake thermal efficiency, specific fuel consumption, mechanical efficiency, brakepower is evaluated and final conclusion is drawn.

Keywords: Biodiesel, Jatropha, Pongamia Pinnata Methyl Ester (PPME), Variable compressionratio CI engine

INTRODUCTIONIn the modern society having muchadvancement in technology there is also someissues relating to an alternate source of fuel tosustain the transportation sector for the future

ISSN 2278 – 0149 www.ijmerr.comVol. 2, No. 3, July 2013

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Int. J. Mech. Eng. & Rob. Res. 2013

1 Department of Mechanical Engineering, Easwari Engineering College, Ramapuram, Chennai 600089, Tamil Nadu, India.2 Sri Muthukumaran Institute of Technology, Chikkarayapuram, Mangadu, Chennai 600069, Tamil Nadu, India.

generation. However our dependence is ondiesel and petroleum for fueling thetransportation sector and if this continues thenthis could threaten our energy resource, affectour economy and even affect our environment

Research Paper

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so badly that it may even take hundreds ofyears for a seed to sprout. Thus we are insearch of a alternate source of fuel to have asustainable economy. This is possible with theuse of Biodiesel which is a renewable sourceof energy. Though it is not possible to run a CIEngine on 100% biodiesel like Jetropha andPongamia without any major modifications inthe presently available engine, when blendedwith diesel in various proportions it wouldmake the world wonder with its Eco-friendlynature. Biodiesel is nothing but long-chain alkylesters which is obtained from animal fat andplant seeds. They are regarded as carbon sinkas they absorb 78.5% of carbon in theatmosphere as they burn and even consideredas cleaner than fossil fuels.

As per Jehad et al. (2012), the use of wasteoil biodiesel has showed an increase of 4.75%in fuel density compared to pure diesel andalso there was a 13.43% decrease in calorificvalue of fuel and 7.24% for unused oil biodiesel.The biodiesel showed improvement in thepower, thermal efficiency, torque and reductionin the specific fuel consumption. Mohammedand Medhat (2013) did study on the usage ofwaste cooking oil from restaurants and foundout that through transesterification processpure biodiesel could be produced. Their studyon combustion characteristics with differentblends and various compression ratios showsthat with increase in compression ratio thetorque for all blends increases and in contrarythe BSFC decreases and with increasedblends the BSFC increases at all compressionratios. The ignition delay is lower for biodiesel.Pugazhvadivu and Jeyachandran (2005) studyshows that when waste frying oil heated toabout 135 °C brings down the viscosity to that

of diesel at 30 °C and it could be used as analternative fuel in diesel engine for short timeoperation of engine. An et al. (2013) study onthe performance and combustioncharacteristics of biodiesel and its blend fuelsshows that biodiesel/blend fuels have highbreak specific fuel consumption of about 42%at 25% engine load and low engine speed.There was an increase in brake thermalefficiency of biodiesel compared to pure dieselat 50% and 100% load. Lower peak heatrelease rate was observed for biodiesel.Horng-Wen Wu et al. (2010) used Taguchimethod on combustion performance of adiesel engine with biodiesel blends and foundout that fine brake thermal efficiency and brakespecific fuel consumption are achieved forbiodiesel blend of B20. In Avinash (2007) studyhe has mentioned that from Masjuki et al.(1996) investigated preheated Palm Oil MethylEsters (POME) in the diesel engine it is seenclearly that preheating palm oil methyl estersabove room temperature has in turn improvedthe brake power output and engineperformance. Avinash (2007) has alsomentioned that from Scholl and Sorensonstudy it is known that ignition delay, pressurerise and peak pressure were close to dieselcombustion at the constant engine load andspeed. Altin et al. (2001) worked withbiodiesel blends in a single cylinder, four strokediesel engine and found out that specific fuelconsumption values of the methyl esters wereless than that of the raw vegetable oils and highspecific fuel consumption in vegetable oils isdue to lower energy content. Hanbey andHuseyin (2010) in their study have blendedRaw Rapeseed Oil (RRO) with diesel invarious blends like O50 and O20 and havefound out that preheating fuel to 100 °C has

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lowered RRO’s viscosity, avoids clogging infuel filter, preheating of fuel decreases massfuel consumption. Sureshkumara et al. (2008)did an experimental investigation onreplacement of diesel with Pongamia PinnataMethyl Ester (PPME) and came to a conclusionthat diesel with PPME (40%) could possiblyreplace diesel for diesel engine applicationsfor getting better performance, less emission,energy economy and environmental protection.Tompkins et al. (2012) in his study hasmentioned that from Nogueira LAH. Doesbiodiesel make sense? Energy, biodieselcould further improve the global energyconsumption.Biodiesel is a mixture ofglyceride free mono-alkyl esters of long chainfatty acids obtained from biologically basedoils and fats (Agarwal, 2007; Demirbas, 2007;and Knothe, 2009). Jiafeng Sun et al. (2010)study report that there is some inconsistenciesin the NOx emission behavior amongpetroleum diesel and biodiesel and may belinked to differences in technology and designof engine. Rakopoulos et al. (2011) studyshows that there was only some minor effecton the transient performance of the turbocharged diesel engine and also in thecombustion noise radiation when biofuelsblends are used. Qi et al. (2010) did a detailedstudy on the effects of using methanol as anaddictive to biodiesel blends and found thatthe BD50 combustion is quicker than BDM5and BDM10 at low and high engine load. Eventhe power and torque outputs are better inBD50 than in BDM5 and BDM10. Sharanappaet al. (2009) study shows that using methylester of mahua oil and by increasing theblending ratios of biodiesel there is reduce inHC, slight increase in NOx emission and fuelconsumption, brake specific energy

consumption decreases when 20% biodieselis used. Hossain and Davies (2010) study onplant oils as fuel for diesel engine showed thatraw plant oil when compared to biofuel andfossil diesel has better potential to reduceGHG emissions. Avinash and Atul (2013) studyon performance and combustioncharacteristics of Karanja oil blends withmineral diesel showed in an unmodified dieselengine Karanja oil’s higher blendsconcentration are not suitable as alternate fuelbut lower concentration (upto 20%) can beused. The most suitable way of convertingvegetable oil into fatty acid methyl eser istransesterification process. But the keeping inthe difficulty in acquiring the requiredchemaicals for transesterification process, thekaranja oil was used in a diesel engine forelectricity generation, irrigation. Karanja (alsoknown as Pongamia Pinata) is available inIndia and Australia (Bajpai et al., 2009;Agarwal and Rajamanoharan, 2009; andAgarwal and Dhar, 2010). Jindal et al. (2010)study showed that BTHE increases andBSFC reduces when injection pressure andcompression ratio increases. Sharanappaet al. (2010) study on performance of akirloskar diesel engine with fish oil methylesters showed no major deviation as analternate fuel but showed that it hasenvironmental benefits and good combustionproperties. Ismet (2011) did a study on dieselengine running on dimethyl ether and diethylether and concluded that there is a decreasein lower cylinder pressure and temperatureand thus low performance of engine and morefuel consumption compared to diesel but thereis slight increase in brake power and brakethermal efficiency compared to diesel. Genget al. (2012) did a study on diesel engine with

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diesel-azides blends and found out that diesel-azides blends have high heat release rate peakof premixed combustion, improves efficiencyof cycle, potential for rapid combustion but hasa shorter combustion duration. Azoumah et al.(2009) study showed that for evaluating theoptimum load to be supplied to that engineexergy and gas emission analyses is aeffective methods. Murari et al. (2013) did ainvestigation on diesel engine with biodiesel-diesel and canola oil-diesel blends and foundout that pure and used canola biodiesel-dieselblends showed similar performance, emissionand fuel properties but CO and HC emissionsare less than neat diesel in biodiesel-dieselblends. Edwin et al. (2012) did experimentalanalysis of biofuel as alternative fuel forcompression ignition engines and found outthat adding small amount of diesel with biofuelshows performance similar to that of neatbiofuel and there is also reduction in NOxemission. Manuela et al. (2011) study on

biobutanol from food wastes as biofuelshowed that there is an increase in CO,hydrocarbons- and acrolein-emissions atvarious loads and running the engine on lowerloads emit lesser NOx contents.

MATERIALS AND METHODS

Preparation of Biodiesel

Sodium hydroxide (12 grams) is mixed withmethanol (200 ml) and then vegetable oil (1000ml) is added to the mixture in a three way flaskand stirred for 1 hour at 60 °C. Now the solutionis transferred to a beaker and allowed for4 hours undisturbed to settle down the glycerinat the bottom. The floating methyl ester (coarsebiodiesel) is heated to 110 °C and kept for15 minutes to remove the methanol. Finally theimpurities are removed by washing with360 ml of water and pure methyl ester isobtained.

Properties of Biodiesel

Table 1: ASTM Standards and Fuel Properties of Pongamia, Jatropha Biodiesels

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Experimental Setup power, brake mean effective pressure,mechanical efficiency, with respect tocompression ratios 17.5:1 to 13:1 arecalculated and recorded. At each operatingconditions, the performance Characteristicsand combustion characteristics are performedand the same procedure is repeated for otherloads also.

RESULTS AND DISCUSSIONBrake Thermal Efficiency

Figures 1-3 shows the variation of brakethermal efficiency with load for biodiesel

Procedure

Using pongamia and jatropha oil in the variablecompression ratio engine at a rated speed of1,500 rpm, the performance analysis is carriedout. In every test, volumetric efficiency andspecific fuel consumption are measured. Fromthe initial measurement, brake thermalefficiency, specific fuel consumption, brake

Product Engine test setup 1 cylinder, 4stroke, diesel (Computerized)

Engine Make: Kirloskar, Type: 1 cyl., 4stroke diesel, water cooled,power 3.5 kW at 1500 rpm,stroke 110 mm, bore 87.5 mm,661 cc, CR 17.5, modified toVCR engine: CR 12 to 18.

Dynamometer Type: Eddy current, water cooled.

Air box M S fabricated with orifice meterand manometer

Propeller shaft With universal joints

Fuel tank Capacity 15 lit with glass fuelmetering column

Calorimeter Type: Pipe in pipe

Piezo sensor Range 5000 PSI, with low noisecable

Crank Angle Sensor Resolution 1 Deg, Speed 5500RPM with TDC pulse.

Temperature Sensor Type: RTD, PT100 andThermocouple, Type K

Load indicator Digital, range 0-50 Kg, supply230 VAC

Load sensor Load cell, type strain gauge,range 0-50 Kg

Software “EngineSoft” engineperformance analysis software

Rotameter Engine cooling 40-400 LPH;Calorimeter 25-250 LPH

Pump Type: Monoblock

Overall Dimensions W 2000 x D 2500 x H 1500 mm

Table 2: Engine Specification

Figure 1: BTHE % vs. Load at CR 17.5

Figure 2: BTHE % vs. Load at CR 16

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blends like jatropha B10, B20, B30 andpongamia B10, B20, B30 compared with purediesel at compression ratio 17.5, 16, 15 andFigure 4 shows the variation of brake thermalefficiency with compression ratio at maximumload.Brake thermal efficiency is increasing withincreasing loads for all blends of biodieselsand diesel. It may be due to reduction in heatloss and increase in power. Brake thermalefficiency of jatropha B10 and B20 is greaterthan the diesel whereas the brake thermalefficiency of jatropha B30 is similar to diesel.

It may be because of the presence of oxygenin biodiesel which enhance the combustion ascompared to diesel and biodiesel is morelubricant than diesel that provides additionallubrication. Jatropha oil biodiesel has higherviscosity, higher density and lower calorificvalue than diesel. Higher viscosity leads todecreased atomization, fuel vaporization.These may be the possible reasons of jatrophaB30 to have lowest brake thermal efficiencyfor all loads. The highest value of brake thermalefficiency is obtained at 12 kg load for all thefuels. Similarly in pongamia oil, the brakethermal efficiency is maximum for B10 blendand the brake thermal efficiency of blend B10and B20 is similar to diesel. This may due tolower heating or calorific value of the pongamiaoil than diesel.

Brake Specific Fuel ConsumptionThe Variation in Brake Specific FuelConsumption (BSFC) with load for differentfuel samples at different compression ratiosof 17.5, 16, 15 is shown in Figures 5-8 showsthe variation of Brake Specific FuelConsumption (BSFC) with compression ratioat maximum load. The specif ic fuelconsumption when using biodiesel fuel isexpected to increase as compared to theconsumption of diesel fuel. BSFC decreasedsharply with increase in load for all fuelsamples at all the compression ratio. The mainreason for this may be that the percentincrease in fuel required to operate the engineis less than the percent increase in brakepower due to relatively less portion of the heatlosses at higher loads. As the BSFC iscalculated on weight basis, higher densitiesresulted in higher values of BSFC. Butunexpectedly BSFC of jatropha B10 is slightly

Figure 3: BTHE % vs. Load at CR 15

Figure 4: BTHE% vs. Compression Ratioat Maximum Load

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lesser than the diesel. From the graph it is clearthat the jatropha B30 shows the maximumBSFC followed by pongamia B20 and B30.

Mechanical Efficiency

Figures 9-12 shows the variation ofmechanical efficiency with load for different fuelsamples at different compression ratios of17.5, 16, 15. Mechanical efficiency measuresthe effectiveness of the machine intransforming the energy and power that is inputto the device into output force. Mechanicalefficiency increases with increase in load forall type of fuel blends. This may due to increasein the brake power. Mechanical efficiency ofthe biodiesel is greater than the diesel at allthe compression ratios. Pongamia B10 andjatropha B10 have the maximum mechanicalefficiency of 62.77% and 62.20% respectively.Diesel has the minimum mechanical efficiencyof 55.49%. The increase in efficiency for allthe biodiesel blends may be due to improvedquality of spray, high reaction activity in the fuel-rich zone and decrease in heat loss due tolower flame temperature of the blends than thatof diesel.

Figure 5: BSFC vs. Load at CR 17.5

Figure 6: SFC vs. Load at CR 16

Figure 7: SFC vs. Load at CR 15

Figure 8: BSFC vs. Compression Ratioat Maximum Load

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Variation of Pressure with Respectto Crank Angle

The variation of cylinder pressure with respectto crank angle of all biodiesel blend and dieselis shown. Figures 13 and 14 shows the P-diagram of idling and maximum load conditionat compression ratio 17.5 and Figures 15 and16 shows the P- diagram of idling andmaximum load condition at compression ratio16 and Figures 17 and 18 shows the P-diagram of idling and maximum load conditionat compression ratio 16 respectively. It isobserved from the graph that at CR 17.5 themaximum pressure attained during idling isaround 47 bars by diesel whereas at maximumload maximum pressure (60.8 bars) is attainedby jatropha B30. At compression ratio 16 themaximum pressure (49 bars) in idlingcondition is attained by diesel whereas atmaximum load condition the maximumpressure (62 bars) is attained by jatropha 30.At compression ratio 15, the maximumpressure (31.19 bars) in idling condition isattained by jatropha B10whereas at maximumload condition the maximum pressure (62bars) is attained by jatropha B30.

Figure 9: MECH % vs. Load at CR 17.5

Figure 10: MECH % vs. Load at CR 16

Figure 11: MECH % vs. LOAD AT CR 15

Figure 12: MECH % vs. Compression Ratio

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Figure 14: P- Diagram of Maximumat CR 17.5

Figure 15: P- Diagram of Idling at CR 16

Figur 13: P- Diagram of Idling at CR 17.5 Figure 16: P- Diagram of Maximumat CR 16

Figure 17: P- Diagram of Idling at CR 15

Figure 18: P- Diagram of Maximumat CR 15

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CONCLUSIONThe aim of the investigation was successfullycarried out and the following conclusions weredrawn:

Biodiesel produced from Pongamia,Jatropha oils can be successfully used asalternative fuels in existing diesel engineswithout any major modifications.

The properties of Pongamia, Jatrophabiodiesels which are prepared through aseries of processes includingtransesterification, are within the specificationsand close to conventional diesel.

The compression ratio 17.5 showed highestbrake thermal efficiency, and hence, may beconsidered as optimum compression ratio forvariable compression ratio diesel engine.Better fuel economy was observed at 17.5compression ratio compared to othercompression ratios. Brake power is maximumat 17.5 compression ratio.

Jatropha B10 and Pongamia B10 show themaximum brake thermal efficiency followed byjatropha B20. Jatropha B30 shows the leastbrake thermal efficiency. Jatropha B10 shows17% increase in brake thermal efficiency thanthe diesel. Pongamia B10 shows 10%increase in brake thermal efficiency than thediesel. Brake thermal efficiency is maximumat compression ratio 17.5 for all the fuel.

The BSFC decreases with increase in loadand compression ratio. Jatropha B10 andPongamia B10 have the brake specific fuelconsumption almost equal to diesel. For restof the biodiesel BSFC is very much higherthan the standard diesel. This is due to highdensity and high viscosity properties of thebiodiesel.

Mechanical efficiency increases withincrease in load for all type of fuel blends. Thismay due to increase in the brake power.Mechanical efficiency of the biodiesel isgreater than the diesel at all compressionratios. Pongamia B10 and Jatropha B10 havethe maximum mechanical efficiency of 62.77%and 62.20% respectively. Diesel has theminimum mechanical efficiency of 55.49%.

It is concluded that the blends ofpongamia and jatropha are safe to use asan alternative fuel in a VCR engine in whineJatropha B10 and Pongamia B10 shows theoptimum performance and emissioncharacteristics.

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