THE EFFECT OF OXY-HYDROGEN (HHO) ON THE PERFORMANCE AND EMISSION CHARACTERISTICS OF DIESEL AND KARANJ IN SINGLE CYLINDER FOUR STROKE DIESEL ENGINE.

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1 Journal of Multidisciplinary Scientific Research,2014, 2(1)12-18 ISSN: Available Online: THE EFFECT OF OXY-HYDROGEN (HHO) ON THE PERFORMANCE AND EMISSION CHARACTERISTICS OF DIESEL AND KARANJ IN SINGLE CYLINDER FOUR STROKE DIESEL ENGINE. Sankar.T* Dept of Automobile Engineering, Faculty of Engineering,Karpagam University Coimbatore,India. Received:02,Dec,2013 Accepted: 22, Feb,2014. Abstract Nearly 60% of air pollutions are from motor vehicles. It causes several diseases and increases the global warming and changes the climatic condition also. The major air pollutions are from the diesel engine due to several reasons. In order to overcome these problems the bio-diesels are used and due to the shortage of the fuels (diesel& petrol) the bio-diesel are used nowadays.there are several types of bio-diesel are there like jatropa, ethanol, methanol, HHO, LPG, etc., but in this project we have use the karanj oil as an alternative fuel. The performance and emission levels are calculated for the different blended ratios. The blended ratios are D100%, D+HHO, K100%, K+HHO, K25%+D75%+HHO, K50%+D50%+HHO, K75%+D25%+HHO.The influence of major engine performance parameters, such as the brake thermal efficiency, indicated thermal efficiency, fuel power, mechanical efficiency are calculated for each blended ratios. In this project the mechanical loading was used. The loading can be increased from no load to 16kg. Keywords: Oxy-Hydrogen, Performance, Emission and Single Cylinder. INTRODUCTION In recent days several countries had undergoing project on biodiesel due to the shortage of the fuel (petrol & diesel) and to reduce the air pollution. Nearly 60% of air pollution is due to the motor vehicles which results in increasing the global warming. Most of the people had shifted from diesel to bio-diesel and most of the people had prepared their own bio-diesel for their cars. We have done our project in performance and analysis of four stroke diesel engine by using an alternative fuel. There are several types of bio-diesel are there like ethanol, methanol, LPG, CNG, Karanj, jatropa, and etc. In our project we had choose karanj oil as an alternative fuel along with HHO and blend with diesel in different combination ratios. The combination ratios are and we had blended the HHO along with these fuel combination ratios by keeping the flow of HHO is constant. Normally, before using the bio-diesel in an engine it should undergo the transesterification process to reduce the oil viscosity. The performance and emission of this project were conducted on single cylinder four stroke diesel engines by using the mechanical loading. By increasing the loading from 0kg, 4kg, 8kg, 12kg, 16kg, the readings are tabulated; the performance and emission levels are noted. The emission levels are calculated by using the five gas analyzer and the five major gases are CO, CO2, HC, & NOX, O2, with the help of this analyzer the emission level for the different fuel combination ratios are measured. Finally the performance levels are calculated by using the formulas and the required graphs are plotted. AN OVERVIEW Biodiesel Biodiesel is the name of a clean burning alternative fuel, produced from domestic, renewable resources. Biodiesel contains no petroleum, but it can be blended at any level with petroleum diesel to create a biodiesel blend. It can be used in compression-ignition (diesel) engines with little or no modifications. Biodiesel is simple to use, biodegradable, nontoxic, and essentially free of sulfur and aromatics. Biodiesel is defined as mono-alkyl esters of long chain fatty acids derived from vegetable oils or animal fats which conform to ASTM D6751 specifications for use in diesel engines. Biodiesel refers to the pure fuel before blending with diesel fuel. Biodiesel blends are denoted as, BXX with XX representing the percentage of biodiesel contained in the blend (ie: B20 is 20% biodiesel, 80% petroleum diesel). Blending of Biodiesel Blending is the preferred method of vehicle owners and equipment operators to maximize the benefits of biodiesel and offsetting the cost differential with petroleum diesel. Blends of 20% biodiesel and 80% petroleum diesel, commonly known as B20. Common method for blending fuels is known the splash method where as you add biodiesel over petroleum diesel and with little agitation you have blended fuel. You can blend at any percentage you wish. Obviously a richer blend of biodiesel maximizes environmental benefits. It is recommended to start with a 20% blend and slowly increase to a richer blend, because biodiesel is a biological solvent and will dissolve and dislodge any petroleum sludge or carbon deposits in your fuel system. Biodiesel has become a valuable blending component with diesel fuel at low percentage blends because of biodiesel s premium aspects. Pure biodiesel has high lubricity, high cetane, and a high flash point. Low blend can be defined as blends of 5% and below. Even low blends of biodiesel are highly effective at enhancing the lubricity of diesel fuel. The typical blend used for lubricity enhancement is 2% biodiesel mixed with 98% diesel (B2). Several commercial premium diesel products have incorporated the positive benefits of biodiesel as a component of their multifunctional additive packages. These products typically claim that biodiesel serves as the carrier for the additive and delivers the lubricity properties, making up half of the total additive volume. These types of marketing messages often confuse the customer

2 Journal of Multidisciplinary Scientific Research,2014,2(1) about the percentage volume of biodiesel in the finished blend. Generally, dosing rates for these types of additives is a maximum.25%. If biodiesel (methyl esters) makes up approximately half of the additive package, a customer could reasonably expect the finished blend to contain % biodiesel (or one-tenth of one percent). Blends of up to 5% biodiesel are considered additive volumes. B5 meets the ASTM specification for diesel fuel, D 975. (Blends of up to B20 can meet D 975, however, as blend concentrations increase; there is a higher chance for distortion of some of the test method results which were designed for diesel fuel rather than biodiesel. Hence, all biodiesel (B100) should meet ASTM s biodiesel standard, D 6751, prior to blending with diesel fuel at any level.) Lubricity data indicates that 2% blends of biodiesel offer the highest amount of lubricity benefit for the least incremental cost. Testing has shown that 2% blends of biodiesel can provide any type of distillate fuel with sufficient lubricit. STUDY OF DIESEL ENGINES Diesel engine A diesel engine (sometimes capitalized as Diesel engine) is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel, which is injected into the combustion chamber during the final stage of compression. This is in contrast to a petrol engine or gas engine (using a gaseous fuel, not gasoline), which uses the Otto cycle, in which an air-fuel mixture is ignited by a spark plug. The diesel cycle was invented by German engineer Rudolf Diesel and it has the highest thermal efficiency of any regular internal or external combustion engine due to its very high compression ratio. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) often have a thermal efficiency which exceeds 50%. Working of Diesel engines The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed, hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition). In the diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15 and 22 resulting into a 40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.4 MPa) (about 200 psi) in the petrol engine. This high compression heats the air to 550 C (1,022 F). At about this moment, fuel is injected directly into the compressed air in the combustion chamber. This may be into a void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the surface of the droplets. The vapor is then ignited by the heat from the compressed air in the combustion chamber, the droplets continue to vaporize from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. As well as the high level of compression allowing combustion to take place without a separate ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing the compression ratio in a sparkignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre (TDC), premature detonation is not an issue and compression ratios are much higher. Major Advantages Diesel engines have several advantages over other internal combustion engines: They burn less fuel than a petrol engine performing the same work, due to the engine's higher temperature of combustion and greater expansion ratio. Gasoline engines are typically 25% efficient while diesel engines can convert over 30% of the fuel energy into mechanical energy. They have no high-tension electrical ignition system to attend to, resulting in high reliability and easy adaptation to damp environments. The absence of coils, spark plug wires, etc., also eliminates a source of radio frequency emissions which can interfere with navigation and communication equipment, which is especially important in marine and aircraft applications. They can deliver much more of their rated power on a continuous basis than a petrol engine. The life of a diesel engine is generally about twice as long as that of a petrol engine due to the increased strength of parts used, also because diesel fuel has better lubrication properties than petrol. Engine Specification Kirloskar engine Engine capacity 661cc Power 5.2Kw Max Speed 1500rpm Bore 87.5mm Stroke 110mm Connecting rod length 234mm Compression ratio 11.5 Cooling type Water cooled Load type Mechanical loading(rope brake) Brake drum dia 368mm Rope dia 20mm Engine Test Rig

3 14 Five Gas Analyzer Exhaust gas analyzer is a highly versatile and accurate test instrument. In addition to testing carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), hydrocarbons (HC) and oxides of nitrogen (NOx) (for the 5-gas version) for repair requirements or after a tune-up, it can be used to assist in detecting and locating, fuel, exhaust, emission control and engine service problems. Measures 5 gases individually: oxygen (O2), carbon monoxide (CO), Hydrocarbons (HC), Carbon Dioxide (CO2), Oxides of Nitrogen (NOX). Calculates A/F ratio ( Lambda) Infrared link to optional portable printer Electrolysis: 2 H2O 2 H2 + O2 Combustion: 2 H2 + O2 2 H2O Dry HHO Cell Design Sankar.T The name HHO Dry Cell mainly came from the most significant difference from the wet cell design, and that is because the outer edges of the plates and the connections are sealed from the wet area. Each plate comes with a gasket to seal the outer edges from getting wet. The name might be slightly misleading because this type of dry HHO still uses the same principle of water electrolysis to generate the HHO gas, only with greater efficiency because there is no extra heat energy being produced. HHO Dry Cell Programmable four or eight line backlit display Measurements shown in real time Integral flow checking provides warning of probe or filter blockages Calibration procedure uses standard automotive test gases Includes protective rubber boot, water trap and filter, carrying case, battery charger, exhaust probe filters. EXPERIMENTAL PROCEDURE The following are the steps involved in carrying out the experiment. The pure raw karanj oil is converted into bio-diesel by transesterification process. After converting the oil into biodiesel the viscosity level, flash point and fire point tests are carried out and compare it with 100% Diesel standard value. Taking off 1 liter sample water bottle, karanj oil and diesel as per the requirements. The Oxy-Hydrogen (HHO) gas are blended along with air inside the combustion chamber. The engine is made to run in no load condition for ten minutes to attain a ideal condition. Then the diesel is made to flow 100% and the required readings are noted. Then the blended ratios of the Karanj along with the diesel are made to blend with Oxy-Hydrogen gas in engine and the required readings are calculated. The emission CO, CO2, HC, NOX and O2 values are noted by using five gas analyzer. The required performance and emissions are calculated and the required graphs are plotted as per the readings. STUDY OF OXY-HYDROGEN GAS Oxyhydrogen Oxyhydrogen is a mixture of hydrogen and oxygen gases, typically in a 2:1 atomic ratio; the same proportion as water. At normal temperature and pressure, oxyhydrogen can burn when it is between about 4% and 94% hydrogen by volume, with a flame temperature around 2000 C. Fig(1)HHO Dry Cell. The electrolyte is stored in an external expansion tank, often called the bubbler (similar to radiator expansion tank) and the electrolyte enters the HHO cell by gravity. Once the hydroxy gas is produced through the electrolysis process, which is lighter than the electrolyte, it has no other option but to rise back to the top.this continues until the HHO gas reaches the bubbler and rises above the electrolyte storage. The bubbler tank has a dedicated outlet on top so the gas is forced through it. This outlet is connected to the intake manifold by a high temperature resistant hose. The gas is sucked through the inlet manifold by the running engine where the HHO gas mixes with the engine s primary fuel (gasoline or diesel).the pressure needed is automatically created by the bubbles created during the electrolysis process; therefore no additional pump is needed. There is no heat buildup in the electrolyte as only the required volume enters the dry HHO generator and the electrolyte is constantly being in recirculation. This is also cooled down on its way back to the bubbler, once the HHO gas has been produced. Less amperage is also needed because of the specific volume of electrolyte in the sealed area, which also produces much less heat. Dry HHO Cell Advantages Less amperage per cycle is needed to produce the required amount of HHO gas due to the specific electrolyte volume within the sealed area.

4 Journal of Multidisciplinary Scientific Research,2014,2(1) There is no excessive heat build up being produced as wasted energy, making the process more efficient. The HHO generator design is of a flat type, making it more space efficient and more plates can be added for only minimal thickness. The electrical connections are totally isolated to the external body of the generator and less oxidation occurs on the plates because of the limited electrolyte volume per cycle. The same amount of HHO gas or more can be produced with less amperage, which is ultimately driven by the vehicle s alternator. Electrolyte solution remains cleaner because of less oxidation on the anode plates. The dry HHO generator acts as a self pumping action to the electrolyte solution. The design is more robust and durable by nature. Less maintenance is required for the same amount of working hours, compared to the wet HHO cell design. Dry HHO Cell Disadvantages There aren t many disadvantages to mention apart when maintenance comes to play. The dry HHO cell unit has to be totally taken apart for the seals to be replaced, which takes more time compared to the wet design.the good news is that less maintenance is required, as long as there is no excessive heat on the HHO generator which will shorten the life-cycle of the seals. It is best to install it in a cool place, ideally where there is less engine heat being transmitted to the generator unit. An ideal place would be in front of the engine s radiator, as it has a constant air flow surrounding it. Electrolyzers build process One important use of electrolysis of water is to produce hydrogen. 2H2O (l) 2H2(g) + O2(g) This has been suggested as a way of shifting society toward using hydrogen as an energy carrier for powering electric motors and internal combustion engines. Actually, water is "burned hydrogen" or "hydrogen ash". Water is the by-product resulting from operating a vehicle on hydrogen. In more technical terms, then, water is a lower energy form of hydrogen. To turn water back into a fuel, energy must be pumped into the water causing it to dissociate, freeing the hydrogen. For this reason, we do not consider hydrogen to be a source of energy. It is, rather, an energy vector--a convenient form of energy that can be stored safely and then used efficiently without affect the environment. The simplest process for dissociating water employs the use of electrical energy and is known as electrolysis. When two metal plates are placed in water in the presence of a catalyst and connected to a source of electricity, water molecules are pulled apart into hydrogen and oxygen. Hydrogen bubbles collect on the negative plate (cathode) while oxygen bubbles gather on the positive plate (anode). Since hydrogen and oxygen exist in water at a ratio of two to one, twice as many hydrogen bubbles form as oxygen bubbles. This electrolysis equipment utilizes various schemes and technologies to increase the quantity of hydrogen produced per unit of energy consumed. The measure of hydrogen produced by an electrolyzer verses the electricity consumed is referred to as the electrolyzer's efficiency. If the amount of hydrogen produced by an electrolyzer were exactly equivalent to the electrical energy put into the unit, then the device would be said to be 100 percent efficient. In reality, commercial electrolysis equipment ranges in efficiency from 40 to 80 percent. Each electron which is passed through water in an electrolysis device liberates one atom of hydrogen. Two electrons, then, produce one hydrogen molecule (H2). Avogadro's number of electrons (6.02 x 1023) produces one gram of hydrogen. Since each electron produces one hydrogen atom, the efficiency of an electrolysis device can be determined by measuring the electric voltage required to operate the cell. A cell operating at the theoretical voltage of 1.23 volts is 100 percent efficient. The amount of voltage above 1.23 required to operate the cell is wasted. The objective, then, is to make a cell that will operate as close to this voltage as possible. Distilled or de-mineralized water is added to the hydrogen generator once every tank full of fuel and is usually done when checking your oil. If the water is not added no damage is done to the engine or to the hydrogen generator (electrolyzer). Mineral water should not be used because the minerals will stay behind in the electrolyzer and eventually you will have mud inside. Rain water can be used, as well as air conditioner drippings. It only uses ounces of water every tan full of gasoline. If you use mineral water, it will cloud up, get muddy and cause the electrolyte to need rinsing or cleaning out in weeks or months. You can use demineralized tap water if your city pipeline gets filtered. When an electrolysis solution is placed in the body, and a current provided across the electrodes, water is caused to decompose into hydrogen and oxygen. These combustible gases are then passed into the internal combustion engine to increase the efficiency and power thereof. In one embodiment a reservoir is provided to ensure that the level is maintained in the cell. Safety features include a low level sensor switch and low level shut off, a temperature sensor and high temperature cut off, and a pressure sensor and high pressure cut off. The plate conditioning process Electrolysis of water can be observed by passing direct current from a battery or other DC power supply through a cup of water Using platinum electrodes, hydrogen gas will be seen to bubble up at the cathode, and oxygen will bubble at the anode. If other metals are used as the anode, there is a chance that the oxygen will react with the anode instead of being released as a gas. For example using iron electrodes in a sodium chloride solution electrolyte, iron oxide will be produced at the anode, which will react to form iron hydroxide. When producing large quantities of hydrogen, this can significantly contaminate the electrolytic cell which is why iron is not used for commercial electrolysis. The energy efficiency of water electrolysis varies widely. The efficiency is a measure of what fraction of electrical energy used is actually contained within the hydrogen. Some of the electrical energy is converted to heat, a useless by-product. Some reports quote efficiencies between 50 and 70%. This efficiency is based on the Lower Heating Value of Hydrogen. The Lower Heating Value of Hydrogen is thermal energy released when Hydrogen is combusted.

5 16 This does not represent the total amount of energy within the Hydrogen; hence the efficiency is lower than a more strict definition. Other reports quote the theoretical maximum efficiency of electrolysis. The theoretical maximum efficiency is between 80 and 94%. The theoretical maximum considers the total amount of energy absorbed by both the hydrogen and oxygen. These values only refer to the efficiency of converting electrical energy into hydrogen's chemical energy. The energy lost in generating the electricity is not included. For instance, when considering a power plant that converts the heat of nuclear reactions into hydrogen via electrolysis, the total efficiency is more like 25 40%. The active surfaces of the platesthat is, the surfaces which are 1.6mm apart from each other, need to be prepared carefully. To do this, these surfaces are scored in x- pattern using 36-grade coarse sandpaper. This type of surface helps the hydroxy bubbles breakaway from the surface as soon as they are formed. It also increases the effectiveness area of the plate by about 40%. First, it is necessary to add an electrolyte to the water. An electrolyte is a chemical which ionizes in the water and facilitates the conduction of electricity through the liquid. Very pure water has an extremely high electrical resistance. In a simple electrolysis cell, either hydrochloric acid (HCl) or potassium hydroxide (KOH) can be used as the electrolyte. When even a small quantity of the electrolyte material is added to the water, the electric current begins to flow. The next improvement to lower the voltage is a metallic catalyst. Instead of copper, which is not an ideal material for electrolysis, electrodes of platinum coated steel should be substituted. Now when connecting the circuit as shown in Figure 01, hydrogen bubbles begin to form at the negative electrode while oxygen bubbles form at the positive electrode. Calculating HHO Production Rate Let's assume that you have moved (displaced and replaced with HHO) 1000 ml of water, and it took 60 seconds to do so. Your production rate, then, is 1 liter per minute! If you have a different number of seconds measured and you have displaced 1000 ml, use this simple formula: Divide 60 by the number of seconds = Your HHO Production Rate. STUDY OF KARANJ It is medium sized tree and is found throughout India. The tree is drought resistant. Major producing countries are East Indies, Philippines, and India. The oil content varies from 27-39%.Its cake is used as pesticide and fertilizer. Properties of Karanj Sankar.T PERFORMANCES OF INTERNAL COMBUSTION ENGINE (DIESEL ENGINE). Engine performance tests using biodiesel and its blends with diesel As the load increases, torque increases to the maximum at 70% load and then decreases for all the fuel samples. When the torque produced by the engine at different loads for the diesel and various mixtures of dual fuel is compared, it is found that the torque increases and then it decreases. The increase in torque is due to the higher calorific value of diesel and that of the dual fuel mixtures from K25 to K100 as well as complete combustion of fuels. In the case of dual fuel mixtures from K25%+HHO to K100%+HHO, the quantity of biodiesel increases which results in low calorific value. When the brake power produced by the engine at different loads for different mixtures of dual fuel is compared, it is found that the brake power increases maximum from the ratio of D+HHO. When the brake power at different loads is compared for diesel and different combinations of dual fuel along with HHO, it is noted that the brake power is higher for the dual fuel combinations from D+HHO, to K100%+HHO than diesel. In case of D+K the brake power is more or less equal to that of diesel. Hence it can be concluded that the dual fuel combination of K25%+ D75%+HHO, can be recommended for use in the diesel engines without making any engine modifications. At the same time the cost of dual fuel (KARANJ OIL) can be considerably reduced than pure diesel. As the load increases, specific fuel consumption decreases to the minimum of at 70% load and then increases for all the fuel samples tested. This can be correlated to the conclusion that the brake power increases as the load increases. The specific fuel consumption (SFC) for K25, K50, K75, and K100 is more or less equal to that of diesel. The SFC for K25+HHO, K50+HHO, K75+HHO and K100+HHO is continuously increasing and they are less than the SFC for diesel. This is due to the lower calorific value of biodiesel than diesel as the load increases, brake thermal efficiency increases up to 70% load and then decreases for all the fuel samples tested. From the above discussions, following conclusions can be drawn. For all the fuel samples tested, torque, brake power and mechanical efficiency, indicated thermal efficiency, thermal efficiency reach maximum values at 70% load. The dual fuel combination of D75%+K25%+HHO can be recommended for use in the diesel engines without making any engine modifications. Also the cost of dual fuel can be considerably reduced than pure diesel. The cost of dual fuel (BIO DIESEL) can be considerably reduced than pure diesel

6 Journal of Multidisciplinary Scientific Research,2014,2(1) TABULAR COLUMN 01(DIESEL 100%) TABULARCOLUMN 06 (KARANJ25%+DIESEL75%+HHO) TABULAR COLUMN 02(DIESEL100%+HHO) TABULAR COLUMN 07(KARANJ75%+DIESEL25%+HHO) TABULAR COLUMN 03(KARANJ100%) TABULAR COLUMN 04(KARANJ100%+HHO) TABULAR COLUMN 05 (KARANJ50%+ DIESEL50%+ HHO) CONCLUSION The performance and analysis of four stroke diesel engines by using alternative fuel and we have calculated the engine performance and emission norms for different fuel combination with KARANJ+HHO. We found that the emission level has reduced by the combination of Karanj and HHO with diesel and the engine performance are maintained as per the diesel standards. Hence we recommend that the fuel combination of D75%+K25%+HHO for the bio-diesel purpose in future without any change in diesel engine. In ratio D75%+K25%+HHO we can get the emission of CO=0.04%, CO2=4.8%, HC=29ppm, NOX=292ppm, SFC=1.81kg/sec.kw, ηm=63.92%, ηbt=34.61%, ηit=37.61% References 1)Akansu SO, Dulger Z, Kahraman N, Veziro_glu TN. Internal combustion engines fueled by natural gasdhydrogen mixtures. Int J Hydrogen Energy 2004;29:1527e39. 2)Andrea TD, Henshaw PF, Ting DSK. The addition of hydrogen to a gasoline-fueled SI engine. Int J Hydrogen Energy 2004;29: 1541e52. 3)Ganeshb RH, Subramaniana V, Balasubramanianb V, Mallikarjuna JM, Ramesh A, Sharma RP. Hydrogen fueled spark-ignition engine with electronically controlled manifold injection: an experimental study. Renew Energ 2008;33: 1324e33. 4)Karim GA, Amoozegar. (1983). Determination of performance of dual fuels engine with addition of various liquid fuels to the intake charge. SAE Paper No )Knop V, Benkenida A, Jay S, Colin O. Modelling of combustion and nitrogen oxide formation in hydrogen fuelled internal combustion engines within a 3D CFD code. Int J Hydrogen Energy 2008;33:5083e97. 6)Korbitz, W. (1995). Status and development of bio diesel

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