Suthar et al., International Journal of Advanced Engineering Technology E-ISSN 0976-3945 Research Paper EFFECT OF FUEL ADDITIVE ON PERFORMANCE AND EMISSION FOR DIESEL ENGINE FUELLED WITH BLEND OF NEEM OIL BIODIESEL AND DIESEL Suthar Dinesh Kumar L. a*, Dr. Rathod Pravin P. b, Prof. Patel Nikul K. c Address for Correspondence a P.G. student, 4 th Semester Automobile Engineering, b Associate Professor, Mechanical Engineering Department, Government Engineering College, Bhuj. c Assistant Professor, Mechanical Engineering Department, Faculty of Engg. & Technology, M.S. University, Vadodara. ABSTRACT This paper deals with the experimental work carried out to evaluate the effects of Additive on the performance and emissions characteristics of an indirect injection, multi cylinder, 4-strokes, and water cooled diesel engine fuelled with optimized blend of diesel and Neem oil biodiesel. The investigations carried out with blend of B20 (20% Neem oil biodiesel and 80% diesel fuel by volume) and additive Thermol-D (product name) added in B20 test fuel in varying little amounts per Liter of B20 fuel in 0.25ml to 1.00ml range and running a diesel engine with these fuels. Engine tests have been carried out with the aim of obtaining comparative measures of brake power, brake specific energy consumption, Exhaust gas temperature and emissions such as CO, NO X and HC to evaluate and compute the behavior of the diesel engine running on above mentioned fuels. The reduction in exhaust emissions together with increase in brake power, brake thermal efficiency and reduction in brake specific Energy consumption make the blends of B20 a suitable optimize alternative fuel and various amount of additive like 0.25ml, 0.50ml, 0.75ml and 1.00ml added in B20fuels and comparative analysis prepared with and without additive in B20. There is no need to do any modification in diesel engine. Engine performance values such as brake power, brake thermal efficiency and brake specific energy consumption have been investigated on fixed engine speed with variation of loads and emissions such as CO, NO X and HC also investigated, According to the results, the best performance and less emission obtain in B20 blend with 1ml (Thermol-D) additive per liter of B20 fuel from Various test fuels. KEY WORDS: Biodiesel, Performance, Emission, CI Engine, Additive. 1. INTRODUCTION The significant amount of energy is expense in transportation and Industrial sector and vital demand is meeting through Diesel engine in all over the world due to their higher performance as compared to other conventional fuels. However the total petroleum fuel reserve in the world is unknown and it diminishing day by day therefore most of the researchers worried about the future energy resource. Thus concentration should be directed on the alternative fuel. As an alternative fuel pure bio diesel is formulated from animal fat and vegetable, which are more bio degradable and non toxic. [1, 2] Biodiesel has higher viscosity, density, pour point, flash point and cetane number than diesel fuel. Biodiesel is an oxygenated fuel which contains 10 15% oxygen by weight. These facts lead biodiesel to total combustion and less exhaust emissions than diesel fuel. [3] Vegetable oils have become more attractive because of its environmental benefits and the fact that it is made from renewable resources. Vegetable oils are a renewable and potentially inexhaustible source of energy with an energetic content close to diesel fuel. The vegetable oil fuels were not acceptable because they were more expensive than petroleum fuels. However, with recent increase in petroleum prices and uncertainties concerning petroleum availability, there is renewed interest in vegetable oil fuels for diesel engine [4]. Furthermore also the energy content or net calorific value of biodiesel is about 12% less than that of diesel fuel on a mass basis. The major problem associated with the use of pure vegetable oils as fuels for diesel engines are caused by high fuel viscosity in compression ignition engine. These problems can be minimized by the process of Transesterification. Using optimized blend of biodiesel and diesel can help reduce some significant percentage of the world s dependence on fossil fuels without modification of CI Engine, and it also has important environmental benefits. For example using optimized blend of biodiesel and diesel instead of the conventional diesel fuel significantly reduces the exhaust emissions particulate matter (PM), carbon monoxide (CO), sulfur oxides (SOx), and unburned hydrocarbons (HC). Various researcher found higher performance and lower emission in B20 fuel blend during their experiment.[5, 6, 7, 8, 9] Multifunctional fuel additive which are available in Indian market like Thermol-D, System-D, Fuel Stick, Adon-D which are added in PPM range in fuel and further enhance the performance and diminish emission of diesel Engine. In this Experiment Thermol-D use as an Additive in B20 Fuel. 2. EXPERIMENTAL SET UP The experimental setup consists of a four cylinder, four strokes, naturally aspirated, in-direct injection, water cooled CI engine have been used to carry out experimental investigations which is Connected to Eddy current dynamometer for loading of the engine. It is situated in Thermal Engineering Laboratory at Faculty of Engineering and Technology, M.S.University, Vadodara. Experiments are conducted with pure diesel and blends of Neemoil biodiesel and diesel. Electronic Controller Device (data acquisition system) connected with engine which displays all different parameters at every 5 seconds related with Experimental work using different sensors. Electronic Controller Device measures Engine Inlet and Exhaust Temperature in ºC., Load Applied on Dynamometer in Kg., Speed of engine in R.P.M., which are display digitally on panel board which is shown in figure 1. The detailed specifications of the engine are given below in table 1, Exhaust gas analyzer shown in figure 2 is used for measurement of different pollutants. Prima made exhaust gas analyzer is capable to measure CO, CO 2, HC, NO, NO 2, excess air and flue gas temperature. Range and resolution for each parameter is shown in table 2. The various components of the experimental setup shown in figure 1.
Table 1 Engine Specifications 500ml as shown in Figure 3. Oils are measured according to the blend ratios. Additive volume measured by pipette of 5ml shown in figure 4. Sample Identification Shown in Table 3. Table 3 Sample Identification Table 2 Exhaust Gas Analyzer Specifications 3. RESULTS AND DISCUSSION 3.1 Comparative Analysis of Effect of additive on Biodiesel blending on CI engine 3.1.1 Engine performance parameters Figure 1 Experimental setup Figure 2 Exhaust Analyzer BLEND PREPARATION Figure 5 Variations in Brake Thermal Efficiency with Brake Power and Additive (Thermol-D) added in B20 fuel Figures 5 show variations in brake thermal efficiency with brake power, Neem oil biodiesel blending (B20) with additive Thermol-D at an incremental range of 0.25 ml/l to 1.0 ml/l respectively. From figure 5, one can see the effect of Thermol-D (additive) added results in to higher brake thermal efficiency for all fuels. As additive addition rate increased Maximum brake thermal efficiency using Diesel, B20, 0.25A, 0.5A, 0.75A and 1.00A fuels are 29.9%, 30.5%, 30.5%, 31.7%, 31.2 and 34.3% respectively. Thermol-D added to B20 fuel at 0.25 ml to 1.0 ml shows improvement in brake thermal efficiency and higher brake thermal efficiency obtain with 1.0 ml/l range compared to B20 fuel. At part load it is also observed that 1.0 ml/l range of additive given higher brake thermal efficiency compared to B20. It is observed that Brake thermal efficiency is increasing with increase in load. It is to be noted that brake thermal efficiency is the ratio of brake power and product of fuel consumption and lower calorific value of fuel. Figure 3 flask (500ml) Figure 4 Pipette The fuel selected for testing in the engine to find the performance of the engine is Neem oil biodiesel blend with diesel. Neem oil biodiesel is having kinematic viscosity 18 cst. at 27ºC. The blends of Neem oil biodiesel and diesel are prepared on volume basis as follows: B20: 20% Neem oil biodiesel and 80% Diesel. The instrument used for measuring volumes of each oil is measuring flask of capacity Figure 6 Variations in Brake Specific Energy Consumption with Brake Power and Additive (Thermol-D) added in B20 fuel
Figures 6 shows variations in brake specific energy consumption with brake power and Additive added Thermol-D at an incremental range of 0.25 ml/l to 1.0 ml/l respectively. As seen from figures 6, BSEC decreases with increase in brake power from no load. After reaching minimum value, the BSEC increases again for all fuels. With added of additive in fuel BSEC for all fuels decreases. The reason behind this reduction in BSEC may be better mixing of fuel with air and combustion process done more effectively. Moreover, decrease in BSEC from brake power of 2.13 KW to 6.2 KW is approximately 52% for all the fuels. With increase in brake power further this reduction is near 4 to 8% for all the fuels. Minimum BSEC for B20 fuel is achieved is 11.80 MJ/KW-hr at brake power of 9.34 KW. With additives added from 0.25 ml/l to 1.0 ml/l, BSEC reduces to the value of 10.50 MJ/KW-hr with 1.00A at brake power of 9.34 KW. Additive at 1.0 ml/l shows reduction in BSEC by 11 % respectively compared to B20 fuel. As seen from figures 7 EGT increases with increase in bake power for all fuels. Maximum EGT is reached at brake power of 9.34 KW for all fuels. Additive added at from 0.25 ml/l to 1.0 ml/l in B20 fuel, results in to higher exhaust gas temperature for all fuels. With increasing additive rate results in higher EGT for all fuels. Maximum EGT found is 305.68ºC, 238.07 C, and 196.2 C for diesel, B20, and 1.0A fuels respectively. Additive added at 1 ml/l shows 17% reduce in exhaust gas temperature compared to B20 fuel. behind may be lower cylinder temperature at no load condition results in to incomplete combustion of fuel. With increase in brake power cylinder temperature rises and hence due to more complete combustion of fuel emissions of CO decreases. After reaching minimum value, CO emission increases again with increasing brake power for all fuels. Additive added in B20 fuels results in to reduction of CO emission for all fuels. The reason behind this is rapid combustion results in to more complete combustion of fuel. Moreover, reduction in CO emission is more at no load compared to full load. Figure 8 shows variations in CO emission with brake power for diesel, B20, 0.25A, 0.50A, 0.75A, 1.00A fuels. Fuel 1.00A shows least amount of CO emission at all loads compared to other fuels. Minimum amount of CO emission is achieved for diesel, B20, 0.25A, 0.50A, 0.75A, 1.00A fuels are 0.022 %/Vol., 0.018 %/Vol., 0.020 %/Vol, 0.020 %/Vol, 0.020 %/Vol, and 0.017 %/Vol, respectively at brake power of 4.3 KW and in 1.0A fuel minimum CO emission 0.020 %/Vol. is achieved at brake power of and 2.2 KW. CO emission is reduced by 22% with additives at 1.0A respectively compared to diesel fuel at brake power of 4.3KW respectively. Figure 7 Variations in Exhaust Gas Temperature with Brake Power and Additive (Thermol-D) added in B20 fuel 3.1.2 Engine emission parameters. Figure 8 Variations in Carbon Monoxide with Brake Power and Additive (Thermol-D) Added with B20 fuel Figure 8 show variations in CO emission with brake power and additives added in B20 fuels. Emissions of CO decreases with increase in brake power from initial no load condition for all fuels. The reason Figure 9 Variations in NOx with Brake Power and Additive (Thermol-D) Added with B20 fuel Figures 9 show variations in NO x emission with brake power and additives added with different amount in B20 fuels. Emission of NO x increases with increase in brake power for all fuels. At maximum brake power of 9.4 KW, emission of NO x reaches to its peak for all fuels. The formation of oxides of nitrogen depends on peak combustion temperature, oxygen concentration and residence time of high temperature gas in the combustion chamber. With increasing brake power temperature inside combustion chamber rises and hence results in to increasing amount of NO x formation. Additives added with fuels, enhanced combustion and results in to higher NO x emission. This may be attributed towards the same reasons responsible for higher EGT with additive added. NO x emissions are more at full load condition due to lower combustion chamber temperature at part load. Maximum amount of NO x emission is achieved for diesel, B20, 0.25A, 0.50A, 0.75A; 1.00A fuels are 302 PPM, 301 PPM, 322 PPM, 320 PPM, 332 PPM, and 341 PPM respectively at maximum brake power. NO x emissions are higher by 13% with 1.0A (Thermol-D) fuels respectively compared to B20 and 12.9% higher with 1.0A (Thermol-D) fuels compared to Diesel at maximum brake power. As shown in figures 10 emission of HC decrease with increase in brake power for all fuels.
There are two major reasons of HC formation and emissions from diesel engines under normal operating conditions. Figure 10 Variations in HC with Brake Power and Additive (Thermol-D) Added with B20 fuel Over leaning of the fuel injected during the ignition delay period is a significant source of hydrocarbon emission, especially under conditions when the ignition delay is long. The second source is the excess fuel that enters the cylinder under over fuelling conditions. Hydrocarbon emissions result when fuel molecules in the engine do not burn or burn only partially. Emission of HC decreases with Additive added in B20 fuel due to better mixing of fuel and enhanced combustion properties of fuels, ignition delay retarded so HC emission reduced. Figure 10 shows variations in HC emissions with brake power for diesel, B20, 0.25A, 0.50A, 0.75A, 1.00A fuels. At no load, amount of HC emission for diesel, B20, 0.25A, 0.50A, 0.75A, 1.00A fuels are 0.03 %/Vol. to be found for all these fuels. For Diesel it is 0.05 %/Vol. observed at no load condition. HC emission is decreased with Additives added compared to B20 fuel at no load to full load. Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs, and aggravates respiratory problems. It is our most widespread and intractable urban air pollution problem. A number of exhaust hydrocarbons are also toxic, with the potential to cause cancer. 4. CONCLUSIONS The following are the conclusion from the results obtained after experimentations while running multi cylinder four strokes, water cooled, and indirect injection diesel engine fuelled with blends of Neem oil biodiesel and diesel. Brake thermal efficiency with B20 fuel is 30.50%, which is higher compared to 29.9% of diesel. Maximum Brake thermal efficiency with additives of 1.00A fuels are found 34.3 %, which are higher by 12.3 % compared to B20 and 14.6 % compared to diesel. Maximum brake thermal efficiency using 0.25A, 0.5A and 0.75A fuels are 30.5 %, 31.7 % and 31.3 % respectively, which are lower compared to B20. Minimum BSEC for B20 fuel is 11.80 MJ/KW-h. Lowest BSEC for Diesel fuels are 12.04 MJ/KW-hr. Lowest BSEC for Diesel fuels are approximately 11% higher compared to lowest BSEC for B20 fuel. With Additives added with 1.0A fuels are found reduction in BSEC nearly by 2.5% compared to without additives in B20 fuel. Maximum EGT measure for diesel and B20 fuels are 305.68 C and 238.07 C respectively at full load. EGT increased from no load to full load for all fuels. With additive addition in B20 at 0.25A, 0.5A and 0.75A and 1.00A fuels shows 235.41 C, 224.22 C, 196.2 C and 227.56 C respectively which are higher to B20 fuel and lower to diesel fuel. But EGT in 1.0A fuels, it is obtain lower than B20 at full load. Minimum emission of CO with diesel and B20, fuels are 0.022 %/Vol., 0.018 %/Vol. respectively at brake power of 4.3 KW. At maximum brake power of 9.4 KW, emission of CO with diesel and B20 are 0.032 %/Vol. and 0.022 %/Vol. respectively. Minimum amount of CO emission is achieved for diesel, B20, and 1.00A fuels are 0.022%/Vol., 0.018%/Vol., and 0.017%/Vol. respectively at brake power of 4.3 KW.CO emission is reduced with Thermol-D at 1.00A fuel by 5.8% and 29% with compared to B20 fuel and diesel respectively at brake power of 4.3 KW. Maximum NO x emission measured for diesel, and B20 fuels are 302 PPM and 301 PPM. Maximum amount of NO x emission is achieved for diesel, B20, and 1.00A fuels are 302 PPM, 301 PPM, and 341 PPM respectively at maximum brake power. NO x emission is increased by 13% with added additive of 1 ml/l respectively compared to B20 fuel at maximum brake power. Highest HC emissions for diesel and B20 fuel are 0.05%/Vol., 0.03%/Vol., respectively at no load. While using increasing % of Blend of Neem biodiesel with diesel, emission of HC reduces. With additive added at lower Neem oil biodiesel blend percentage (B20), further reduction in HC obtained. ACKNOWLEDGEMENT I wish to express my deep gratitude to Subodh Rout, & Vinu subramanayam, executive, Abhitech Energycon Ltd. Mumbai for providing Thermol-D Additive with grant permission for this experiment. and Mr. Gaurav Shah, Director, Yamuna industries, Vadodara, for providing Neem oil biodiesel, I am very thankful to Prof.G.D.Karhadkar, Head of mechanical engineering department, Faculty of Technology and Engineering, Maharaja Sayajirao University, Vadodara for approval of permission to use experimental setup at his premises. ABBREVIATION BTE Brake Thermal Efficiency BSFC Brake Specific fuel consumption BSEC Brake Specific Energy consumption ºC Centigrade CI Compression Ignition CO Carbon Monoxide cst Centi stoke EGT Exhaust Gas Temperature HC Hydrocarbon IC ENGINE Internal Combustion Engine KW kilowatt NOX Oxides of Nitrogen PPM Part Per Million RPM Rotation per minute
TDC Top dead center REFERENCE Saroj K. Padhi and R. K. Singh, Non-edible oils as the potential source for the production of Biodiesel in India: A review, Journal of Chemical and Pharmaceutical Research, 2011, pp: 39-49. Zhang X, Peterson CL, Reece D, Haws R, Moller G. Biodegradability of biodiesel in the aquatic environment. ASAE1998; 41(5):1423-0. A. Swarna Kumari.et al. Experimental Investigations of Diesel Engine using Neem oil J.N.T.U.Kakinada, Andhrapradesh, Journal of Engineering Research and studies, Vol.II/ Issue IV/October-December, 2011/44-47. Ram Prakash et al. Performance analysis of CI engine using Jatropha Oil and their esters Uttarakhand Technical University, Dehradun, IJAET/Vol.II/ Issue II/April-June, 2011/186-191. Elango T. et al. Effect of methyl ester of neem and diesel oil blends on the Combustion and emission characteristics of a C.I. engine ARPN Journal of Engineering and Applied Sciences, Vol. 5, NO. 10, OCT- 2010, pp: 80-85. Nishant tyagi et al. "Experimental investigation of neem methyl ester as biodiesel on CI Engine International journal of Engineering research and application (IJERA), Aug-2012, Vol-2, issue-4, pp: 1673-1679. S.S.Ragit et al.,"optimization of neem methyl ester from transesterification process and Fuel Characterization as a diesel substitute biomass and bio energy by science direct, Elsevier Publication-35, 2011, pp: 1138-1144. Sivalakshmi S. and Balusamyb T. Experimental investigation on a diesel engine using Neem Oil and its methyl ester, Thermal Science, 2011, pp: 54-58. Nityam Oza, Dissertation on Effect of hydrogen Enrichment and biodiesel blending on Performance of Diesel engine may-2012, Gujarat Technological University, Ahmadabad.