Effect of biodiesel and its blends with oxygenated additives on performance and emissions from a diesel engine
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1 Journal of SIVALAKSHMI Scientific & Industrial & BALUSAMY: Research EFFECT OF NEEM BIODIESEL AND BLENDS ON ENGINE PERFORMANCE Vol. 70, October 2011, pp Effect of biodiesel and its blends with oxygenated additives on performance and emissions from a diesel engine S Sivalakshmi* and T Balusamy Department of Mechanical Engineering, Government College of Engineering, Salem , Tamilnadu, India Received 09 February 2011; revised 08 August 2011; accepted 09 August 2011 This study presents effects of diethyl ether and ethanol as additives to biodiesel (neem oil methyl ester) on the performance and emission characteristics of a diesel engine at different loads and constant engine speed. Compared with biodiesel, slightly lower brake specific energy consumption for diethyl ether and ethanol blended biodiesel fuels was observed. At higher engine loads, CO and smoke emissions were found significantly lower with all blends [BD-1 (5% diethyl ether, 95% biodiesel), BD-2 (10% diethyl ether, 90% biodiesel), BE-1 (5% ethanol, 95% biodiesel) and BE-2 (10% ethanol, 90% biodiesel)] compared to biodiesel, but HC and NO x emissions were found higher. Keywords: Biodiesel, Diethyl ether, Emission, Ethanol, Neem oil methyl ester Introduction Vegetable oils and their derivates as fuel are non-toxic, biodegradable, environment-friendly and can be made from renewable resources 1. Transesterification can lower high viscosity of vegetable oils 2. Biodiesel in diesel engines can reduce HC, CO and smoke emissions, but NO x emissions may increase 3-7. Some studies 8-11 have shown that biodiesel can decrease NO x emissions, but CO, HC and smoke emissions may increase. Poor flow of biodiesel is a barrier in using of neat biodiesel in cold weather. Diethyl ether and ethanol (D & E) might improve cold flow properties. This study presents effects of D & E as additives to biodiesel [neem oil methyl ester (NOME)] on the performance and emission characteristics of a diesel engine at different loads and constant engine speed. Experimental Section Materials and Methods Neem oil was transesterified using methanol as reagent, and sulphuric acid (H 2 ) and potassium hydroxide (KOH) as catalysts, to yield biodiesel (NOME). Properties of fuels (vol basis) [diesel, B100 (biodiesel), BD-1 (5% diethyl ether, 95% biodiesel), BD-2 (10% diethyl ether, 90% biodiesel), BE-1 (5% ethanol, 95% *Author for correspondence s_sivalakshmi@yahoo.com biodiesel) and BE-2 (10% ethanol, 90% biodiesel)] were determined (Table 1). Specific gravity (hydrometer), calorific value (Bomb calorimeter), viscosity (Redwood viscometer) and flash point (Pensky-Martins closed cup apparatus) were determined as per ASTM standards. Transesterification Biodiesel (NOME) was produced from neem oil by a two step process: i) acid catalyzed esterification reducing FFA value of neem oil to 2%; and ii) alkaline catalyzed transesterfication process to convert the products of first step to its mono-esters and glycerol. In acid esterification, neem oil (1000 ml) was heated to 50 C, methanol (250 ml) was added and stirred for a few min. In this mixture, 2% H 2 was also added and stirred at a constant rate at 50 C for 1 h. After the reaction was over, solution was allowed to settle for 24 h in a separating funnel. Excess alcohol along with H 2 and impurities floats at the top surface and was removed. Lower layer was separated for alkaline esterification, wherein products of first step were again heated to C. In this mixture, KOH (5g) dissolved in 250 ml methanol was added and stirred for 60 min. After the reaction is over, solution was again allowed to settle for 24 h. Glycerin settles at the bottom and NOME rises to the top. NOME (biodiesel) was separated and purified with warm water. After washing, final product was heated up to 60 C for 10 min.
2 880 J SCI IND RES VOL 70 OCTOBER 2011 Fig. 1 Experimental set up (1 Air flow sensor, 2 Fuel flow sensor, 3 Pressure sensor, 4 Diesel tank, 5 Fuel blends tank, 6 Five gas analyzer, 7 Smoke meter, 8 Speed sensor, 9 Crank angle encoder) Test Engine and Experimental Procedure Experiments were conducted in a single-cylinder, four-stroke, naturally aspirated, direct injection Kirloskar TV 1 diesel engine (Fig. 1) with following specifications: type of fuel injection, pump-line-nozzle injection system; nozzle type, multi hole (3 holes); piston type, bowl-inpiston; compression ratio, 16.5:1; bore & stroke, 80 mm & 110 mm; load indicator, digital (range kw); dynamometer, type-eddy current, water cooled; load sensor, strain gauge load cell; fuel flow sensor, optical sensor; air flow sensor, pressure transmitter; temperature sensor, K-type thermocouple; and injection timing and pressure, 23 before TDC and 210 bar. Engine speed and load were controlled by varying excitation current to eddy current dynamometer using dynamometer controller. An AVL exhaust -gas analyzer (Model: digas 444) and AVL Smoke meter (Model: 437) were used to measure emission parameters CO, HC, and NO x and smoke intensity respectively. Uncertainties of some calculated parameters were as follows: kinematic viscosity, ± 1.3; brake thermal efficiency (BTE), ± 1; brake specific energy consumption (BSEC), ± 1.5; and brake power, ± 0.5%. Loads were changed in five levels from no load to maximum load. Engine was operated at rated speed (1500 rpm) for all tests. Results and Discussion Engine Performance Specific gravity and kinematic viscosity of biodiesel is higher (Table 1) than that of other fuels. Latent heat of ethanol (850 kj/kg) is higher than that of other fuels. Calorific values of biodiesel, D & E are lower by 4.8%, 37.9%, and 16.6% respectively as compared to diesel. Oxygen contents of D & E are 21.6% and 34.8% respectively. Flash point of biodiesel is highest. Significant engine performance parameters (BTE and BSEC) were evaluated for all test fuels. BTE is lower for B100 at all loads when compared with diesel fuel (Fig. 2). BTE increases with increase in percentage of D & E. Adding D & E to biodiesel decrease viscosity of blends and cause improvement in the shape of fuel spray and atomization. These finer fuel droplets tend to mix thoroughly with air and hence improving the combustion. Maximum thermal efficiency with diesel fuel is 25.54%, whereas in B100 and BD-2, it is 24.32% and 25.98% respectively. BD-1, BD-2, BE-1 and BE-2 increase BTE by 2.3%, 6.8%, 3.2% and 6.9% respectively compared to B100. BSEC of B100 is slightly higher (Fig. 3) than that of BD-1, BD- 2, BE-1 and BE-2, may be due to higher volatility of D & E, which speeds up mixing velocity of air/fuel mixture, and improves combustion process. BD-2 has lowest BSEC at full load. Emission Analysis Smoke intensity (Fig. 4) is found to be lower than the corresponding B100 with the addition of D & E in the blends, may be due to engine running overall leaner with the combustion being now assisted by the presence of oxygen of fuel-bound oxygen of D & E even in locally
3 SIVALAKSHMI & BALUSAMY: EFFECT OF NEEM BIODIESEL AND BLENDS ON ENGINE PERFORMANCE 881 Table 1 Properties of diesel, neem oil methyl ester, ethanol, diethyl ether and fuel blends Sl.No Fuel blend Calorific Specific Kinematic Flash point Latent heat of Oxygen Cetane value, gravity viscosity 40 C C vaporization content number MJ/kg cst kj/kg wt% 1 Diesel B Diethyl ether >120 (D) 4 Ethanol (E) BD BD BE BE Testing procedure ASTM ASTM ASTM ASTM D4809 D445 D2217 D92 BTE, % BSEC, MJ/kWh Smoke intensity, % BSU Fig. 2 Brake thermal efficiency (BTE) vs brake power Fig. 4 Smoke intensity vs brake power Fig. 3 Brake specific energy consumption (BSEC) vs brake power rich zones 12. NO x emissions with BD-1 and BD-2 are very slightly higher than those of B100 (Fig. 5). However, in case of BE-1 and BE-2, NO x emissions are higher than the corresponding B100, may be due to more complete combustion, resulting in higher combustion temperature, and leading to higher NO x emissions. This may be effect of ethanol oxygen content and lower cetane number (and thus longer ignition delay), leading to possibly higher combustion temperature and so NO x production during premixed combustion part, almost counterbalancing the opposing effect of ethanol higher latent heat and lower calorific value, leading possibly to lower combustion temperatures. At full load, for all fuel blends, carbon monoxide (CO) emissions are found to be lower than the corresponding B100 with the addition
4 882 J SCI IND RES VOL 70 OCTOBER 2011 Fig. 5 Oxides of nitrogen vs brake power Fig. 6 Carbon monoxide emission vs brake power HC, g/kw-h NO x, g/kw-h CO, g/kw-h Fig. 7 Hydrocarbon vs brake power of fuel left in the nozzle sac volume, because with the addition of D & E, this is easier to evaporate and slipped into the cylinder (at low velocity late in the expansion stroke). Conclusions Biodiesel (NOME) increased BSEC by 5% and decreased BTE by 4.8% relative to diesel. Addition of D & E to biodiesel has shown an improvement in BTE almost at all loads. Smoke intensity and CO emissions are found lower with addition of D & E to NOME at almost all loads, especially more reduction at full load. HC and NO x emissions are slightly higher with addition of D & E to NOME at all loads. Addition of higher oxygen content and high volatility fuels (D & E) can be a promising technique for using biodiesel efficiently in diesel engines without any modifications in engine. of D & E in the blends (Fig. 6). This is the expected behavior because fuel blends have higher oxygen leading to possible complete combustion. HC emissions with BD- 1, BD-2, BE-1 and BE-2 are found to be higher than the corresponding B100, with the addition of D & E in the blend (Fig. 7). As known, formation of unburned HC originates from various sources and varies widely with operating conditions. Firstly, the increase of HC may be due to higher latent heat of evaporation of D & E causing lower combustion temperature, especially temperature near the cylinder walls during mixture formation. In this case, more CO will be produced from cylinder boundary. Secondly, it may attribute the late escape into the cylinder Acknowledgements This experiment has been done in Internal Combustion Engines Laboratory, Department of Mechanical Engineering, Government College of Engineering, Salem, India. Authors acknowledge equipment support by World Bank under Technical Education Quality Improvement Programme (TEQIP). References 1 Lin L, Zhou C, Saritporn V, Shen X & Dong M, Opportunities and challenges for biodiesel fuel, Appl Energy, 88 (2011) Srivastava A & Prasad R, Triglycerides based diesel fuels. Renewable Sustainable Rev, 4 (2000)
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