EFFECT OF FUEL ADDITIVES IN TAMARIND SEED METHYL ESTER BIODIESEL FUELED DIESEL ENGINE

International Journal of Mechanical Engineering and Technology (IJMET) Volume 8, Issue 7, July 2017, pp. 959 968, Article ID: IJMET_08_07_104 Available online at http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=8&itype=7 ISSN Print: 0976-6340 and ISSN Online: 0976-6359 IAEME Publication Scopus Indexed EFFECT OF FUEL ADDITIVES IN TAMARIND SEED METHYL ESTER BIODIESEL FUELED DIESEL ENGINE V. Dhana Raju Sr. Asst. Professor, Mechanical Engineering Department, Lakireddy Bali Reddy College of Engineering, Andhra Pradesh, India P. S. Kishore Professor, Mechanical Engineering Department, Andhra University, Andhra Pradesh, India ABSTRACT In recent years, tamarind biodiesel has been considered as potential renewable energy sources in India. Therefore, this experimental investigation focused on tamarind seed methyl ester (TSME) biodiesel blend (80%-Diesel and 20% Tamarind seed methyl ester) with the addition of Dimethyl carbonate (DMC) and 1-Pentanol as oxygenated fuel additives to investigate the performance, combustion and emission characteristics. Tests were conducted on single cylinder diesel engine operating at varying load conditions for the fuels of Diesel, TSME20, and TSME20 with DMC and 1-Pentanol at various concentrations (5% and 10%) on volume basis. The DMC & 1-Pentanol fuel additives are mainly used to improve the biodiesel properties up to a considerable extent due to its more stable, low viscosity, higher ignition rate and rich inherent oxygen concentration produces the clean combustion of fuels in the combustion chamber. From the analysis of experimental data, the use of fuel additives significantly reduces the smoke opacity by 25% for TSME20 DMC10% and 24.2% for thetsme20 1-Pentanol 5% blend. The carbon monoxide and hydrocarbons emissions are also reduced for fuel additive blend up to 75% load conditions only. However, the specific fuel consumption and the oxides of nitrogen were marginally increased. In conclusion based on the experimental outcomes, the TSME20 with 10% of DMC blend generates enhanced performance, combustion characteristics and lower tailpipe emissions among all the tested fuels. Key words: Tamarind Seed Methyl Ester, Dimethyl Carbonate, 1-Pentanol, Combustion, Emission http://www.iaeme.com/ijmet/index.asp 959 editor@iaeme.com

V. Dhana Raju and P. S. Kishore Cite this Article: V. Dhana Raju and P. S. Kishore, Effect of Fuel Additives In Tamarind Seed Methyl Ester Biodiesel Fueled Diesel Engine, International Journal of Mechanical Engineering and Technology, 8(7), 2017, pp. 959 968, 8(7), http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=8&itype=7 1. INTRODUCTION The search for potential alternative fuel for agriculture, industry, transportation and power sector is on a rising demand as there was considerable depletion of fossil fuel reserves [1]. Biodiesels posses the desirable properties of fuel like more cetane value, minimum sulfur concentration, inherent oxygen availability and enhanced lubrication ability yields in better combustion when analyzed with non-renewable fuel [2]. M.A. Kader et al [3] reported that the optimum extraction of tamarind seed oil from the tamarind seed through the fire tube heating transesterification process. A large amount of tamarind fruit pulp provides the necessary raw material for the generation of bio-oil. Raju et al [4] conducted experiments using mahua seed oil at various concentrations with diesel and the results revealed that 30% blend of mahua seed oil produces higher brake thermal efficiency and lower exhaust emissions when analyzed with conventional fuel. It is mainly due to inherent oxygen availability of biodiesel land the more cetane value. Nadir Yilmaz and Alpaslan Atmanli [5] investigated that oxygenated alcohols are the better non-conventional sources with desirable fuel properties to replace certain percentage of diesel by means of used fry oil and alcohol blends. But it was noticed that these ternary blends produce more exhaust emissions. Theansuwan and Triratanasirichai [6] reported about the extraction of biodiesel by using the transesterification process yields quality biodiesel in terms of fuel properties. Agarwal et al [7] investigated the production of biodiesel using the pyrolysis was the optimum approach in higher yields of biodiesel with lower viscosity. Liangjie Wei et al [8] examined the effect of n-pentanol addition on the combustion; performance and emission characteristics of a CI engine and ther were concluded that the addition of n-pentanol due to higher delay period and increases the maximum Heat release rate in the combustion phenomena. The BSFC increases with the addition of n-pentanol, while the BTE was not changed. The emissions were decreased for the addition of fuel additive at maximum load condition. Saowakon Suwanno et al [9] conducted experiments to extract biodiesels of residual oil from palm oil mill effluent as an alternative substrate and it was a good potential for biodiesel production. Hasan Bayındır et al [10] investigated the effect of kerosene with diesel biodiesel blends on engine performance and emission characteristics and they found that BSFC increases with kerosene added biodiesel blends and also decrease in brake thermal efficiency. M. Pandian et al [11] reported about the emission characteristics of the pongamia biodiesel diesel blend fuelled on double cylinder CI diesel engine using EGR and dimethyl carbonate as a fuel additive and concluded that significant reduction in the smoke emission. The addition of DMC to the pongamia biodiesel enhances the thermal efficiency and specific fuel consumption and also superior combustion parameters. The emissions of carbon monoxide and unburnt hydrocarbons are also decreased with the addition of dimethyl carbonate. B. Rajesh Kumar et.al [12] investigated the use of advanced oxygenated fuel additives to reduce the oxides of nitrogen and other emissions from the engine exhaust of diesel engine. It was found that for 15% DMC blend, oxides of nitrogen was reduced by 46.1% and 39.3% reduction of Nox for the 45% pentanol blend.from the above literature study, the oxygenated fuel additives of dimethyl carbonate and 1-Pentanol are the promising source of alcohols due to lower viscosity, higher inherent oxygen availability, and more volatility may possibly enhance the spray atomization of tamarind seed methyl ester ternary biodiesel blends. Finally, a capable multi fuel blending approach is found to improve the performance characteristics of the diesel engine and reducing the exhaust emissions. http://www.iaeme.com/ijmet/index.asp 960 editor@iaeme.com

Effect of Fuel Additives In Tamarind Seed Methyl Ester Biodiesel Fueled Diesel Engine 2. MATERIALS AND METHODS 2.1. Tamarind seed oil Tamarind tree or Tamarindus indica has mainly belonged to the place of Africa; however, it has been grown in Indian and other subcontinents from many years. Presently India is the biggest producer of tamarind in the world, which is popularly consumed for the various cuisines preparations. It was largely available in the states of Madhya Pradesh, Andhra Pradesh, Karnataka, west Bengal, and Tamilnadu. Tamarind seed is a by-product obtained from the processing of tamarind fruit. It may contain the oil yield of 16-20%. Tamarind seed oil was generally extracted by means of hexane over the tamarind seed. It is rich in protein; containing a high amount of many essential amino acids. Seeds are hard, red to purple-brown in colour. Tamarind seeds appear in amber color, odorless and sugary in taste, which replicates the appearance of oil from linseed. It is having higher amounts of unsaturated fatty acids. Every year in India, the available tamarind seed is in the range of 2, 00,000-2, 50,000 tons was generated from tamarind fruit processing. From the dry seeds, tamarind oil was obtained by means of solvent extraction technique. The crude tamarind seed oil was high viscous in nature and low volatile. The chemical reaction of fatty acids with alcohol produces the tamarind methyl ester and the glycerin. The physio-chemical properties of the biodiesel sample were determined experimentally and analyzed with base fuel. The heating value of tamarind seed oil was 92.5 % on volume concentration of diesel. 2.2. Fuel Properties The different properties of diesel, tamarind seed methyl ester biodiesel with DMC and 1- Pentanol and its blends were evaluated experimentally. The Tamarind seed oil properties are very nearer to the diesel and Table1 summarizes the properties of tested fuels. Table 1 Properties of tested fuels Properties Diesel TSME20 DMC 1-Pentanol Calorific value(kj/kg) 42,500 41,769 15,780 34,650 Specific gravity 0.830 0.843 1.069 0.815 Kinematic viscosity (cst) 3.05 3.86 5.2 2.89 Flash point( O C) 52 74 28 49 Fire Point ( O C) 62 83 55 54 Cetane number 43 45 35 20 3. EXPERIMENTAL SETUP AND TEST PROCEDURE The experiments were performed on kirloskar TAF1, 4-stroke, single cylinder vertical water cooled diesel engine at constant speed and for varying load conditions. Necessary instruments were provided after inspection and calibration to estimate the engine parameters and exhaust emissions. Under uniform steady conditions, the mass of fuel consumption rate, emission levels, and pressure & net heat generation at every crank angle were recorded. AVL DI GAS 444N (five gas analyzer) was used to measure emissions, AVL 437C smoke meter was employed to gauge the smoke opacity available in the exhaust. Combustion parameters were measured with AVL combustion analysis engine software. The detailed engine specifications are represented in Table 2. http://www.iaeme.com/ijmet/index.asp 961 editor@iaeme.com

V. Dhana Raju and P. S. Kishore Engine type Rated power/speed Cylinder bore Stroke Stroke volume Compression Ratio Injection timing No. of cylinders Inlet Valve Open Before TDC Inlet Valve Closes After BDC Exhaust Valve Open Before BDC Exhaust Valve Closes After TDC Fuel Injection Starts Before TDC Table 2 Diesel engine specifications Kirloskar TAF1 4- Stroke, Stationary, water cooled, DI diesel engine 4.4Kw/1500 rpm 87.5 mm 110 mm 661CC 17.5 23 0 BTDC 01 4.5 0 35.5 0 35.5 0 4.5 0 23 0 The experimental setup is shown in figure1. The tests were conducted at a constant speed with varying load conditions. The Engine was run with diesel fuel to provide the baseline data, and then it was fuelled with TSME 20 biodiesel blend, TSME with 5% & 10% concentrations of DMC and 1-Pentanol. Figure 1 Shows the layout of Kirloskar TAF1diesel engine set up 4. RESULTS AND DISCUSSIONS 4.1. Brake thermal efficiency The variation of the brake thermal efficiency with respect to the engine load for diesel, TSME20, and TSME20 with DMC and 1-pentanol additions is depicted in Fig.2. It was observed that the BTE almost same for all the tested fuels in this experimental finding with respect to the full load condition. The BTE for the tested fuels were obtained as 34%, 34.4%, 33.25%, 33.06%, 33.32% and 33.48% of diesel, TSME20, TSME20 with DMC blends and TSME20 with 1-pentanol blends. TSME 20 was found to be higher among the tested fuel samples and also with diesel. This was mainly attributed due to the inherent more oxygen availability as well as the overall reduction in viscosity and density leading to better vaporization and air-fuel mixing. The same is manifested by the fact that the peak BTE of TSME20 blend was found to be 34.4% which was 1.1% higher than diesel operation. http://www.iaeme.com/ijmet/index.asp 962 editor@iaeme.com

Effect of Fuel Additives In Tamarind Seed Methyl Ester Biodiesel Fueled Diesel Engine Figure 2 Brake thermal efficiency (BTE) variation with Load 4.2. Brake specific fuel consumption Figure 3 Brake specific fuel consumption variations with Load The Brake specific fuel consumption (BSFC) of the engine depends on the relationship between heat energy content, viscosity, and Density of the fuel. The brake specific fuel consumption for fuel additives added to TSME 20 was analyzed with diesel is shown in Fig.3.The brake specific fuel consumption for fuel additives added to TSME 20 was analyzed with diesel is shown in Fig. 3. The specific fuel consumption of all the tested fuels was slightly increased with increased in load. The experimental results revealed that the increase in BSFC for the oxygenated fuel blends more than the TSME20 and diesel fuel at maximum load condition. The reason for the increase in BSFC for fuel additive blend was due to a higher presence of oxygen and better burning process. http://www.iaeme.com/ijmet/index.asp 963 editor@iaeme.com

V. Dhana Raju and P. S. Kishore 4.3 Carbon monoxide Figure 4 Carbon monoxide (CO) variations with Load The variation of carbon monoxide with respect to engine load for fuel additive biodiesel blends along with diesel and TSME20 as shown in Fig. 4. It was mainly produced due to the deficient combustion and also the CO formation depends on factor like Air-Fuel ratio, Injection pressure and the fuel Injection timing and the nature of the fuel. It was noticed that CO emissions of biodiesel blends with fuel additives and diesel followed the decreasing and minimum at 75% of engine load, but the CO emissions were significantly increased at maximum load for 1-pentanol biodiesel blend when compared to the DMC biodiesel blend at full load condition. The CO formed for DMC10% TSME 20 blend was 0.117 whereas the 1- pentanol 10% blend was 0.152 at full load condition. The CO emission was 2.99% lower for DMC fuel additive when compared with the1-pentanol addition with 10% concentration to the biodiesel blend. 4.5. Hydrocarbons The variation of HC emissions for diesel & oxygenated biodiesel blends with engine load is revealed in Fig. 5. The HC emission of TSME 20 and TSME 20 with fuel additives biodiesel blends was higher when compared with the diesel fuel at all loading conditions. It was also found that the maximum HC was generated by TSME 20 biodiesel blend than diesel and fuel additive biodiesel blends. The maximum HC emissions were found for TSME 20 blend was 89 ppm which is 9.77% higher than diesel at full load condition. The HC formation for the DMC and 1-pentanol biodiesel blends was 61ppm, 69ppm, 62ppm and 76ppm respectively at maximum load. The reason for lower HC emission of the fuel additive blends due to more inherent oxygen and reduced delay period when compared with the TSME 20 biodiesel blend. http://www.iaeme.com/ijmet/index.asp 964 editor@iaeme.com

Effect of Fuel Additives In Tamarind Seed Methyl Ester Biodiesel Fueled Diesel Engine 4.5. Nitrogen oxide Figure 5 Hydrocarbons (HC) variations with Load Figure 6 Nitrogen oxide (NO X) variations with load The formation of the oxides of nitrogen mainly depends on the presence of oxygen and temperature during the burning of fuel. Figure 6 indicates the changes of oxides of nitrogen (NOX) emissions for fuel additive biodiesel blends and diesel according to the engine load. The availability of oxygen and higher exhaust gas temperature in fuel additive slightly blends produces the higher NOX formation. It was shown that NOX emissions were higher for TSME20 with DMC 5% biodiesel blend with respect to the other tested fuel blend and also with diesel. The NOX emission of TSME 20 with DMC 5% ppm blend was 2073 ppm compared to a value of 2026 ppm for diesel and 2049 ppm. The emissions of nitrogen oxide for biodiesel blends were higher and nearer to diesel due to inherent oxygen which promotes the better burning of fuel and elevated flame temperature even though a lower heating value of biodiesel blends than diesel fuel. 4.6. Smoke opacity The soot concentration (mg/m 3 ) or smoke opacity is an indicator of soot quantity presence in exhaust gasses. The figure 7 indicates the variation of soot concentration of diesel and biodiesel blends. Soot concentration of leaving gas from the engine was found with efficient length and the darkness of sample paper. http://www.iaeme.com/ijmet/index.asp 965 editor@iaeme.com

V. Dhana Raju and P. S. Kishore Figure 7 smoke opacity variations with load It was observed that smoke opacity for the tested fuel additive biodiesel blends of Diesel, TSME 20, TSME20 DMC 5%, TSME20 DMC10%, TSME20 1-pentanol5% and TSME20 with 1-pentanol were 76.6%,61.4%,58.8%,56.9%,61.1% and 57.7%. From the analysis of experimental data, the use of fuel additives significantly reduces the smoke opacity by 25% for TSME20 DMC10% and 24.2% for TSME20 1-Pentanol 5% blend when compared with the diesel fuel. The trend regarding the deviation of smoke concentration through the load is almost similar to all type of fuels. The early start of combustion for biodiesel blends and advanced injection timing can reduce the smoke emission. 4.7. Cylinder pressure-crank angle diagram Figure 8 Variation of pressure with Crank angle in degree Figure 8 represents the pressure of burnt gasses in the cylinder variation with respect to crank angle for the fuel additive blends of tamarind seed methyl ester and the base fuel at maximum load condition. The rise of pressure in the cylinder mainly depends on mixing ability of fuel with air and also the nature of combustion phenomena. The higher rate of pressure rise indicates the better burning ability of the A/F mixture. It was observed that maximum gas pressure in the cylinder has occurred 7 0 10 o after TDC for the tested fuels and the maximum cylinder pressure was noticed for diesel,tsme 20, TSME 20 DMC 5%, TSME 20 DMC 10%, TSME 20 1-Pentanol 5% and TSME 20 1-Pentanol was 66.28 bars, 68.14 bars,66.69 bars, 66.86 bars,67.71 bars and 67.47 bars respectively and from this results the maximum pressure http://www.iaeme.com/ijmet/index.asp 966 editor@iaeme.com

Effect of Fuel Additives In Tamarind Seed Methyl Ester Biodiesel Fueled Diesel Engine rise found for TSME 20 biodiesel blend, which is 68.14 bar and it was 1.86 % higher than diesel fuel. 4.8. Heat release rate Figure 9 Heat release rate variation with crank angle Figure 9 Shows the heat release rate variation of tested fuels with crank angle at maximum load condition. Heat release rate of tamarind seed methyl ester along with DMC and 1-Pentanol blends and diesel fuel followed the same nature of heat generation during the period of combustion process was noticed in figure 9. The amount of heat generation for the TSME 20 DMC 5% blend was marginally higher than the base fuel at maximum load condition and the maximum heat release rate occurred for tamarind seed methyl ester 20% with the 5% addition of dimethyl carbonate biodiesel blend and It was found that 76.86 J/ crank angle at -1 0 before TDC and it was 1.86% higher than diesel at maximum load condition. It was observed that the maximum heat release rate for all tested fuels was occurred at 1 o before TDC and the corresponding maximum heat release rate was obtained for diesel, TSME 20, TSME 20 DMC 5%, TSME 20 DMC 10%, TSME 20 1-Pentanol 5% and TSME 20 1-Pentanol 10% was 75.69 J/CA, 71.17 J/CA, 76.86 J/CA, 74.73 J/CA, 69.09 J/CA and 76.69 J/CA respectively. 5. CONCLUSION The comprehensive experimental investigation was carried out to analyze the effects on the performance, combustion and emission characteristics of a diesel engine fuelled with 20% tamarind seed methyl ester blend with addition of 5% and 10% DMC and 1-Pentanol as oxygenated fuel additive. The study revealed that the TSME20 and its ternary blends formed with fuel additives can be used directly in a diesel engine without any modifications. The TSME20-DMC 10% blend showed a better performance and lower emissions as compared to diesel and also other blends tested in this study because of the higher oxygen availability, low viscosity, and density. The addition of DMC and 1-pentanol reduces the smoke opacity by 25% for the TSME20 DMC10% and 24.2% for TSME20 1-Pentanol blend. The emissions of fuel additive blends at all load conditions were lower than the diesel, however, there was a marginal increase in brake specific fuel consumption and the oxides of nitrogen for the fuel additive blends at full load condition. It is mainly due to the inherent oxygen and more latent heat of vaporization. Thus the addition of DMC and 1-pentanol as oxygenated fuels with tamarind seed methyl ester can be considered as a feasible solution to CI engine towards the energy sustainability and the environment. http://www.iaeme.com/ijmet/index.asp 967 editor@iaeme.com

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