visvesvaraya technological university belgaum“performance test on 4-stroke single cylinder diesel...

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“JNANASANGAMA” BELGAUM-590 018

KARNATAKA

A

Project report on

“PERFORMANCE TEST ON 4-STROKE SINGLE CYLINDER

DIESEL ENGINE USING DIESEL BLENDED WITH CORN

ETHANOL AS A FUEL”

Submitted in partial fulfillment for award of degree

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

Submitted by:

1. K VARUN KUMAR (1CG13ME031)

2. KOUSHIK T M (1CG13ME037)

3. MAHENDRA D M (1CG13ME040)

4. MANU A S (1CG13ME044)

Under the guidance of

Mr. NAGESH S B M. Tech.,

Assistant Professor,

Department of Mechanical Engineering,

CIT, Gubbi-572216

Channabasaveshwara Institute of Technology (An ISO 9001:2008 Certified Institution)

Affiliated to Visvesvaraya Technological University, Belgaum & Recognized by AICTE New Delhi

NH 206 (B.H. Road), Gubbi, Tumkur – 572 216. Karnataka.

2016-2017

Channabasaveshwara Institute of Technology

(An ISO 9001:2008 Certified Institution)



DEPARTMENT OF MECHANICAL ENGINEERING

2016-2017

CERTIFICATE

This is to certify that the project work entitled “PERFORMANCE TEST ON 4-

STROKE SINGLE CYLINDER DIESEL ENGINE USING DIESEL BLENDED WITH

CORN ETHANOL AS A FUEL” has been successfully carried out by K VARUN

KUMAR (1CG13ME031), KOUSHIK T M (1CG13ME037), MAHENDRA D M

(1CG13ME040) and MANU A S (1CG13ME044), bonafide students of

CHANNABASAVESHWARA INSTITUTE OF TECHNOLOGY, GUBBI in

partial fulfillment for the award of the Bachelor of Engineering in Mechanical

Engineering of Visvesvaraya Technological University, Belgaum during the

year 2016-2017. It is certified that all the corrections / suggestions indicated for

internal assessment have been incorporated in the Report deposited in the department

library. The project has been approved as it satisfies the academic requirements in

respect of Project work prescribed for the said Degree.

Signature of Guide Signature of HOD

Mr. Nagesh S B M.Tech., Mr. Giridhar S Kulkarni

Assistant professor Associate professor Dept. of ME Dept. of ME

C.I.T, Gubbi. C.I.T, Gubbi.

Signature of principal

Dr. SURESH D S

Director & Principal

C.I.T, Gubbi.

External Examiners Signature with Date

1.

2.

Channabasaveshwara Institute of Technology (An ISO 9001:2008 Certified Institution)



DEPARTMENT OF MECHANICAL ENGINEERING

2016 -2017

DECLARATION

We the students , K VARUN KUMAR (1CG13ME031), KOUSHIK T M

(1CG13ME037), MAHENDRA D M (1CG13ME040) and MANU A S

(1CG13ME044) of VIII Semester, B.E. in Mechanical engineering, C.I.T, Gubbi,

hereby declare that the Project work entitled “PERFORMANCE TEST ON

4-STROKE SINGLE CYLINDER DIESEL ENGINE USING

DIESEL BLENDED WITH CORN ETHANOL AS A FUEL”, has been

carried out and submitted in partial fulfillment of requirements for the award of

the degree Bachelor of Engineering in Mechanical Engineering of Visvesvaraya

Technological University, Belgaum during the academic year 2016-2017.

K VARUN KUMAR KOUSHIK T M

(1CG13ME031) (1CG13ME037)

MAHENDRA D M MANU A S

(1CG13ME040) (1CG13ME044)

ACKNOWLEDGEMENT

The successful presentation of the project would be incomplete without the

mention of the people who made it possible and whose constant guidance crowned our

effort with success.

At the outset we express our most sincere grateful thanks to the holy sanctum

“CHANNABASAVESHWARA INSTITUTE OF TECHNOLOGY” the temple of

learning, for giving us an opportunity to pursue the degree course in Mechanical

Engineering thus help shaping our career.

We like to extend our gratitude to the Director and Principal, Dr. Suresh D S,

C.I.T College of Engineering, for facilitating us to present the project.

We thank Mr. Giridhar S Kulkarni, Associate Professor and HOD, Department

of Mechanical Engineering for their suggestions & encouragement.

We whole heartedly thank, Mr. NAGESH S B, Assistant Professor, Guide,

Department of Mechanical Engineering, for his guidance and support.

We like to thank, Karnataka State Bioenergy Development Board and

Karnataka State Council for Science and Technology for sponsoring our project.

Finally, we like to thank all the teaching and non-teaching staff of Department

of Mechanical Engineering for their cooperation.

Project Associates

K VARUN KUMAR

KOUSHIK T M

MAHENDRA D M

MANU A S

i

ABSTRACT

Automobiles are growing day by day which means the usage of automotives are

increasing. The extensive use of petroleum products as a fuel for engines results in global

warming due to greenhouse emissions. As the sources of fuels such as diesel and petroleum are

said to be in shortage in a couple of years and also increase in the price of petroleum products

has grabbed the attention towards alternate fuel.

And bio diesel is one among such alternate fuels. Bio diesel is a fuel that is generated

from animal fat or vegetable oil. It is renewable energy source since agriculture is the main

source. The main advantage of using bio diesel as a fuel is, it reduces the greenhouse effect by

reducing carbon di-oxide released during burning which results in the reduction of global

warming.

In this study we are producing bio diesel using corn oil by transesterification process.

And we are conducting a performance test of 4-stroke single cylinder diesel engine using 10%,

20% and 100% (i.e. B10, B20 and B100) of corn bio diesel. And comparing the performance

results with the performance results obtained using only diesel as a fuel.

iv

CONTENTS

Title Page No.

ACKNOWLEDGEMENT i

KSCST APRROVED LETTER ii

ABSTRACT iv

LIST OF FIGURES vii

LIST OF TABLES ` viii

CHAPTER 1 1-3

INTRODUCTION 1

1.1 History of biodiesel 2

1.2 Characteristics of biodiesel 2

1.3 Environmental impacts 3

CHAPTER 2 4

LITERATURE SURVEY 4

CHAPTER 3 6-8

ESTERS 6

3.1 Esterification 6

3.2 Structure of ester 7

3.3 Uses of ester 8

CHAPTER 4 9-10

TRANSESTARIFICATION 9

4.1 Mechanism 9

4.2 Applications 10

4.2.1 Polyester production 10

v

4.2.2 Methanloysis and biodiesel production 10

4.2.3 High- pressure transesterification 10

CHAPTER 5 11-16

BIODIESEL PRODUCTION 11

5.1 Corn ethyl ester 11

5.2 Procedure to get biodiesel from corn oil 11

5.3 Characteristics of ethyl ester 15

CHAPTER 6 17-25

PERFORMANCE TEST 17

6.1 Engine specification 17

6.2 Experimental procedure 17

6.2.1 Calculations 19

CHAPTER 7 26-31

EXHAUST GAS RECIRCULATION 26

7.1 History of EGR 26

7.2 EGR in diesel engines 27

7.3 EGR in stationary diesel engine 29

CHAPTER 8 32

THE FUTURE OF BIODIESEL FUEL 32

CHAPTER 9 33

CONCLUSION 33

REFERENCES 34

vi

LIST OF FIGURES

Sl. No. Description Page No.

Figure 3.1: Formation of ester from acid 6

Figure 3.2: Chemical formula for ethyl ethanoate 7

Figure 3.3: Structure of ethyl acetate 7

Figure 3.4: Structure of methyl butyrate 8

Figure 4.1: General equation of transesterification 9

Figure 4.2: Transesterification mechanism 9

Figure 5.1: Distinct phase formation after reaction 12

Figure 5.2: Washing of biodiesel 13

Figure 5.3: Clear distilled water 13

Figure 5.4: Reaction for methyl ester biodiesel 14

Figure 5.5: Transesterification setup 14

Figure 5.6: NOx measuring instrument 16

Figure 5.7: CO and HC measuring instrument 16

Figure 6.1 Comparing diesel, B10, B20 & B100 w.r.t Break Thermal Efficiency 24

Figure 6.2: Comparing diesel, B10, B20 & B100 w.r.t NOX produced 25

Figure 7.1: Chrysler pentastar engine 27

Figure 7.2: Electronically actuated EGR valve 27

Figure 7.3: EGR setup 29

Figure 7.4: NOX produced by B20 with & without EGR 31

vii

LIST OF TABLES

Sl. No. Description Page No

Table 5.1: Properties of different blends 15

Table 6.1: Specification of engine used for test 17

Table 6.2: Tabular column for diesel 18

Table 6.2.1: Smoke, CO, HC and NOx for diesel 19

Table 6.3: Tabular column for B10 21

Table 6.3.1: Smoke, CO, HC and NOx for B10 21





Table 7.1: Tabular column for B20 with 10% EGR 30

Table 7.1.1: Smoke, CO, HC and NOx for B20 with 10% EGR 30

viii

Performance test on 4-stroke single cylinder diesel engine using

diesel blended with corn ethanol as a fuel 2016-17

Department of Mechanical Engineering, C I T, Gubbi Page 1

CHAPTER 1

INTRODUCTION

Alternative fuels are also known as non-conventional fuels or advanced fuels. These

are materials are substances that are used as a fuel other than conventional fuel (petroleum

products, coal, propane and natural gas).

The increased use of petroleum product leads to increase in release of CO2 and other

pollutants from the engines using petrol or diesel as a fuel to the environment resulted in global

warming and pollution. And we are very close to oil dry days because we are using it from long

periods. Therefore, the search for an alternative fuel became important and the tests on bio

diesel as an alternate fuel grabbed the attention of the government also. Rudolf Diesel who

invented diesel engine said that “use of vegetable oil as engine fuel may not mean now, but in

the future, it will one become as important as bio-diesel fuel” in 1912 Missouri engineering

conference.

Biofuels, which are renewable sources of energy, can help meet some of these

increasing needs. They can be technically produced from variety of materials which contain

ether carbohydrates or lipids, including cereal grains (such as corn, barley, and wheat), oilseeds

(such as soybean, canola, and flax), legumes (such as alfalfa), perennial grasses (such as switch

grass, miscanthus, prairie cord grass, and others), agricultural residues (such as corn Stover and

wheat stems), algae, food processing wastes, and other biological materials. Indeed, the

lignocellulosic ethanol industry is poised to consume large quantities of biomass in the future.

At this point in time, however, the most heavily used feedstock for biofuel production in the

U.S. is corn grain. Industrial- scale alcohol production from corn starch is readily

accomplished, and at a lower cost, compared to other available biomass substrates in the U.S.

The most commonly used process for the production of fuel ethanol from corn is the dry grind

process, the primary coproduct of which is distillers dried grains with solubles, which will be

discussed subsequently.

Corn-based bio diesel has been used as a liquid transportation fuel for more than 150

years, although up until recent times the industry has been quite small. The modern corn-based

fuel industry, however, has reached a scale which can augment the nation’s supply of

transportation fuels.




1.1 HISTORY OF BIODIESEL

The concept of using bio diesel in a diesel engine or CI engine (compression ignition

engine) is not a new one. Rudolf Diesel used Peanut oil in 1901 it self. Later on the use of bio

diesel is stopped due to the cheap availability of petroleum diesel. But today we have a scarcity

of diesel it is better to use vegetable oil as an alternate fuel for diesel engine.

As the petroleum products are becoming costlier and the resources are available only

for few years and after that we are not going to get any resources for petroleum products at all.

And its availability depends on various factors such as political situations, wars, terrorist

activities etc. This will affect the developing countries like India, where there is no sufficient

resources for petroleum products. At present we are importing around 70% crude oil from

different countries and the percentage will increase in future. Among all the petroleum products

diesel is the most widely used. And diesel vehicles are like backbone to Indian economy and

increasing price of it will affect our economy greatly. Also increased use of it causes health

hazards and changes the climatic conditions all over the world.

Because of these reasons we need to look for an alternate fuel. Bio diesel is the best

alternative for petroleum products. Bio diesel means processed vegetable oil or animal fat. The

vegetable oil may be edible or non-edible.

1.2 CHARACTERISTICS OF BIODIESEL

We know that, the diesel molecule is made up of 15 carbon chain molecule. And study

showed that vegetable oil has around 14 to 18 carbon chain molecule which approximately

equal to carbon number in conventional diesel fuel. Therefore bio diesel is the best alternate

fuel which is obtained by processing the vegetable oil. Since it has low sulphur content, it

results in very less emission of sulphur di oxide and sulphides and also aromatic hydrocarbons

are absent in bio diesel, whose emission affects the human body. When compared to

conventional diesel biodiesel can reduce around 90%, rate of cancer is reduced by 94% and

emission of carbon monoxide is reduced by 10%. It has good lubrication property which

reduces the wear rate of engine components and increases its service life. It can be transported,

stored and used safely because of high flash point. Since it has higher hexadecane value, it

results in better combustion than conventional diesel. Biodiesel is different from other oil

reserves because of its renewable performance. Due these excellent characteristics it satisfies

the standards of Europe II and other strict emission standards. The emission of carbon di oxide




is less than the amount of carbon di oxide consumed by the plants during photosynthesis results

in reduction of greenhouse effect which in turn reduces global warming.

1.3 ENVIRONMENTAL IMPACTS

The surge of interest in biodiesel has highlighted a number of environmental effects

associated with its use. These potentially include reductions in greenhouse gas emissions,

deforestation, pollution and the rate of biodegradation.

According to EPA’s Renewable Fuel Standards Program Regulatory Impact Analysis,

released in February 2010, biodiesel from soy oil results, on average, in a 57% reduction in

greenhouse gases compared to petroleum diesel, and biodiesel produced from waste grease

results in 86% reduction.

However, environmental organizations, for example, Rainforest and Greenpeace,

criticize the cultivation of plants used for biodiesel production, e.g., oil palms, soybeans and

sugarcane. They say the deforestation of rainforests exacerbates climate change and that

sensitive ecosystem are destroyed to clear land for oil palm, soybean and sugar cane

plantations. Moreover, that biofuels contribute to world hunger, seeing as arable land is no

longer used for growing foods.




CHAPTER 2

LITRATURE SURVEY

B.T. Naik. [4] studied performance of diesel engine with biodiesel blend mixture. In his study

he had mentioned about the history of biodiesel. In 1983, a German inventor named Rudolph

Diesel published a paper entitled “The Theory and Combustion of Rational Heat Engine”. In

this paper, he described a revolutionary new engine where air would be compressed by a piston

to increase the pressure and therefore raise temperatures. Because of the high temperatures, it

was found that the engine would runoff a variety of vegetable oils such as hemp and pea nut

oil.

In 1911, at the world’s fair in Paris, Rudolph ran his engine on pea nut oil and later

described that “The diesel engine can be fed with vegetable oils and will help considerably in

the development of agriculture of the countries which use it.

H.B. Parikh, V.M. Prajapathi and K.H. Thakkar. [1] studied the performance evaluation

and emission analysis of four stroke internal combustion(IC) engine using ethanol biodiesel

blended with diesel fuel. He had conducted the experiment on four stroke single cylinder diesel

engine using jatropha oil methyl ester and Ethanol with diesel fuel. For D80B15E5,

D70B20E10 and D70B25E5 the tested result showed that brake thermal efficiency of the

engine increases with the increase in brake power.

Dr. Ashok Sharmal, Dr. Sarita Sharml, Dr. Sanjay Verma and Rahul Bhargava. [2]

studied production of biofuel (ethanol) from corn and product evaluation. In this study they

mentioned different types of production process for the production of ethanol from corn. The

two different types of processes are wet milling and dry milling.

M. Al-Hassana, H. Mujafeta and M. Al- Shannagb. [3] studied on the solubility of a diesel

ethanol blend and on the performance of a diesel engine fuelled with diesel-biodiesel-ethanol

blends. They used waste frying oil for their study. Through the chemical process called

Transesterification, the waste frying oil is converted into biodiesel. In this process the frying

oil is treated with an alcohol and sodium hydroxide (NaOH) as a catalyst, the OH group will

be replaced by an ester group. The colour transformation from pale yellow to reddish brown

colour shows the completion of transesterification process. In this process glycerol is obtained

as a by-product, which can be used for different type of application.




M. Arun Kumar, M. Kannan and V. Nadana Kumar. [6] studied the performance analysis

of single cylinder diesel engine using diesel with castor seed oil blends. The experimental study

shows that brake thermal efficiency for 10% and 20% blends are almost same to pure diesel

and higher at 10.66 brake power and also the amount of NOx and unburnt hydro carbons is less

of 15% blend.




CHAPTER 3

ESTER

Ester is s chemical compound that is derived from an organic or inorganic acid in which

at least hydroxyl (-OH) is replaced by an alkyl group (-o-) group.

Usually, esters are derived from a carboxylic acid and an alcohol. Esters with low

molecular weight are commonly used as fragrances and found in essential oils and pheromones.

Esters may also be obtained by reaction of acid halides or acid anhydrides with alcohols or by

reaction of salts of carboxylic acids with alkyl halides.

Figure 3.1: Formation of ester from acid

3.1 ESTERIFICATION

Carboxylic acid esters formula RCOOR’ (where, R and R’ are any organic combining

groups), that are commonly prepared by reaction of carboxylic acids and alcohols in the

presence of hydrochloriclic acid or sulphuric acid and this process is called esterification.

In simple words, Esterification is general name for a chemical reaction, in which two

reactants (alcohol and an acid) from an ester as the reaction product.

The most commonly discussed ester is ethyl ethanoate. The hydrogen in the –COOH

group has been replaced by an ethyl group. The formula for ethyl ethanoate is:




Figure 3.2: Chemical formula for ethyl ethanoate

The ester is named in the opposite way around from the way the formula is written.

The “ethanoate” bit comes from ethanoic acid. The “ethyl” bit comes from the ethyl group on

the end.

3.2 STRUCTURE OF ESTER

Esters feature a carbon-to-oxygen double bond that is also singly bonded to second

oxygen atom, which is then joined to alkyl or an aryl group. Esters come in all shapes and sizes.

They can be as small as ally hexanoate for instance, pineapple odour and as a long-chain

triglyceride, such as soybean oil.

Figure 3.3: structure of ethyl acetate




Figure 3.4: structure of methyl butyrate

3.3 USES OF ESTER

An ester is a sweet smelling substances, some are used as food flavourings and other

esters are used as fragrances or perfumes. Apart from that, esters can be made into polymers

called polyesters. Polyesters can be used to make plastic bottles or polyesters can be made into

fibres to make clothing.

Some other uses of esters are:

Esters that are having fragrant odours are used as a constituent of perfumes,

essential oils, food flavourings, cosmetics, etc.

Esters are used as an organic solvent.

Natural esters are found in pheromones.

Naturally occurring fats and oils are fatty acid esters of glycerol.

Phosphoesters form the backbone of DNA molecules.

Nitrate esters, such as nitro-glycerine, are known for their explosive properties.

Polyesters are used to make plastics.

Esters are used to make surfactants E.g. soap, detergents.




CHAPTER 4

TRANSESTERIFICATION

Transesterification is the process of exchanging the organic group R’’ of an ester with

organic group R’ of an alcohol. These reactions are often catalysed by the addition of an acid

or base catalyst. The reaction can also be accomplished with the help of enzymes (biocatalysts)

particularly lipase.

Figure 4.1: General equation of transesterification

Strong acids catalyse the reaction by donating a proton to the carbonyl group, thus

making it more potent electrophile, whereas bases catalyse the reaction by removing a proton

from the alcohol, thus making it more nucleophilic. Esters with larger alkoxy groups can made

from methyl to ethyl esters in high purity by heating the mixture of ester, acid/base, and large

alcohol and evaporating the small alcohol to drive equilibrium.

4.1 MECHANISM

In the transesterification mechanism, the carbonyl carbon of the starting ester

(RCOOR1) undergoes nucleophilic attack by the incoming alkoxide (R2O -) to give a tetrahedral

intermediate, which either reverts to the starting material, or proceeds to the transesterified

product (RCOOR2). The various species exists in equilibrium, and the product distribution

depends on the relative energies of reactant and products.

Figure 4.2: transesterification mechanism




4.2 APPLICATIONS

4.2.1 POLYESTER PRODUCTION

The largest scale application of transesterification is in the synthesis of polyesters. In

this application diesters undergoes transesterification with diols (alcoholic group containing

two hydroxyl groups in its molecule) to form macromolecules. For example dimethyl

tetrephthalate and ethyl glycol reacts to form polyethelene tetrephthalate and methanol, which

is evaporated to drive the reaction forward.

4.2.2 Methanolysis and biodiesel production

The reverse reaction, methanolysis, is also an example of transesterification. This

process has been used to recycle polyesters into individual monomers (see plastic recycling).

It is also used to convert fats (triglycerides) into biodiesel. This conversion was one of the first

uses. Transesterified vegetable oil (biodiesel) was used to power heavy-duty vehicles in South

Africa before World War II.

It was patented in the US in the 1950s by Colgate, though biolipid transesterification

may have been discovered much earlier. In the 1940s, researchers were looking for a method

to more readily produce glycerol, which was used to produce explosives for World War II.

Many of the methods used today by producers and home brewers have their origin in the

original 1940s research.

Biolipid transesterification has also been recently shown by Japanese researchers to be

possible using a super-critical methanol methodology, whereby high temperature, high-

pressure vessels are used to physically catalyse the biolipid/methanol reaction into fatty-acid

methyl esters.

4.2.3 High-pressure transesterification

Base-catalysed transesterification is characterized by a negative activation volume

(approx. −12 cm3/mol) and therefore it proceeds faster under high-pressure conditions. It has

been shown that amine-catalysed alcoholysis of sterically hindered esters (e.g. protecting

groups, chiral auxiliaries) proceeds rapidly at room temperature under 10K bar pressure, giving

quantitative yields.




CHAPTER 5

BIODIESEL PRODUCTION

5.1 CORN ETHYL ESTER (BIODIESEL)

In order to blend corn oil with the diesel, first it should be converted to biodiesel by

transesterification process. We know that the corn oil are made up of long chain fatty acids if

we treat it with ethanol and NaOH , due to transesterification we will get corn ethyl ester (i.e.

biodiesel) and glycerol as a by-product.

5.2 PROCEDURE TO GET BIODIESEL FROM CORN OIL

This process is carried out using ethanol as an alcohol and sodium hydroxide (NaOH)

as a catalyst. And the amount used is, ethanol/oil molar ratio of 4.5:1 and that of catalyst is

0.5% (wt. / wt. of oil) NaOH.

Step 1: We have to measure exact 500 ml of corn oil and it is heated to 110 °C in order to

remove moisture present in the corn oil. Then it is poured in to the vessel which is preheated

(70 °C) and it is kept on the temperature controlled, hot plate magnetic stirrer which is

maintained at 50 °C

Step 2: After heating we have to prepare a fresh solution of ethanol (110 ml) and sodium

hydroxide (4 g).

Step 3: we have to add the freshly prepared solution into the vessel kept on the hot plate

magnetic stirrer which is maintained at 50 oC, this moment is considered as the time zero of

the reaction.

Step 4: The mixture of oil and freshly added solution is kept stirring at 50 °C for 30 minutes.

And the mixture gradually changes its colour from pale yellow to reddish brown, this indicates

the completion of the transesterification.

Step 5: After the reaction the oil is transferred to separating flask and allow it to settle down.

After this two distinct phases are formed. The upper one is of ethyl ester and the lower one is

of glycerine.




Figure 5.1: Distinct phase formation after reaction

Step 6: The glycerol is separated by sedimentation. The removal of catalyst is done by washing

with lukewarm distilled water till the wash water becomes clear, after that the water present is

removed by heating. And the final product obtained is bio diesel.

For washing the amount of distilled water used is same as the amount of the ethyl ester

collected, this is because for uniform washing. In figure 5.2 the upper phase layer is ethyl ester

and the lower layer is lukewarm distilled water. The whitish layer between ethyl ester and

distilled water is NaOH.

After complete washing of biodiesel the distilled after becomes clear as shown in figure

5.2.




Figure 5.2: Washing of biodiesel

Figure 5.3: Clear distilled water




The figure 5.4 shows chemical process for ethyl ester biodiesel the reaction between oil

and alcohol is a reversible reaction. So, the alcohol must be added in excess in order to drive

the reaction towards right and ensure complete reaction.

Figure 5.4 Reaction for ethyl ester biodiesel




Figure 5.5: Transesterification setup

5.3 CHARACTERISTICS OF CORN ETHYL ESTER (BIODIESEL)

Table 5.1: properties of different blends

Properties Diesel B100 B10 B20

Density

(kg/m3)

840 894 870 880

Calorific value

(KJ/kg)

43000 38204 39500 39000

Viscosity

(mm2/s)

3.0 4.0 3.90 3.97

Pour point

(oC)

-33 -30

Cloud point

(oC)

-16 -15

Cetane No. 55 52.48




Figure 5.6: NOX measuring instrument

Figure 5.7: CO & HC measuring Instrument




CHAPTER 6

PERFORMANCE TEST

6.1 ENGINE SPECIFICATIONS

Table 6.1: specification of engine used for test

Make and Model Kirloskar, TV1,

No. of Cylinders One

Orientation Vertical

Cycle 4 stroke

Ignition System Compression Ignition

Bore X Stroke 87.5mm X 110mm

Displacement Volume 660cc

Compression Ratio 17.5 : 1

Arrangement of valves Overhead

Combustion Chamber Open chamber (Direct Ignition)

Rated Power 5.2Kw (7HP) @ 1500rpm

Cooling Medium Water cooled

6.2 EXPERIMENTAL PROCEDURE

Step 1: Take bio diesel blend say ethyl ester B10, the composition contains 100 ml of ethyl

ester and 900 ml of diesel and 2% of additive span 80 (Sorbitan monooleate).

Step 2: load to be added to engine and increased simultaneously with the help of the electrical

loading and the mean difference of the two gauges are calculated to fine the exact torque

applied on engine Loads are added in ascending order. The adding of load the rpm of the engine

will be changing simultaneously that will be displayed on the digital meter. All this testing will

give the performance of the fuel used in the engine and will be used in calculating to find the

brake power and break thermal efficiency of the engine with using different types of test

specimens.

Step 3: The temperature rise in the engine will noted with help of thermocouples placed inside

the engine and the time taken in seconds for consumption of 25cc of fuel will be calculated




with help of stop watch The readings for the gauge and temperature indicators are tabulated,

with help of these readings the work done by the engine is calculated. and the fuels efficiency

is calculated with help of calculating the following:

1. Brake power

2. Specific fuel consumption

3. Brake thermal efficiency

4. Indicated Power

5. Mechanical efficiency

Different graphs are plotted to find the effectiveness of specimen fuel and there consistency on

the engine working.

Table 6.2: Tabular column for diesel

Load

(Kg)

Brake

power

(KW)

Speed

(rpm)

Time taken for

25cc of oil, (sec)

Exhaust

gas

temp.

T oC

Manometer

Reading

A/F

ratio

ma/mf

Time in

Seconds

mf

Kg/s

(x10-4)

hw

mm

ha ma

(Kg/s)

(x 10-3)

4 1.04 1500 138.8 1.51 212 76 69.09 7.88 52.12

8 2.08 1500 104.2 2.015 278 72 65.45 7.67 38.06

12 3.12 1500 84 2.5 334 70 63.63 7.57 30.28

16 4.16 1500 67.85 3.095 403 68 61.81 7.46 24.1

20 5.2 1500 52.11 4.03 510 62 56036 7.12 17.66

Fuel Used: Diesel IT: 23o BTDC IOP: 205 bar Nozzle Hole: 3holes

Orifice Size: 0.2 mm Combustion Chamber: HCC




Table 6.2.1: Smoke, CO, HC and NOx readings for diesel

6.2.1 CALCULATIONS

At BP =1.04 KW

1. Mass of fuel consumed per second (mf)

mf = (25x10-6 x ρdiesel) / (time)

= (25x10-6 x 840) / (138.8)

mf = 1.52x10-4

2. Brake Power

BP = mf x (ηBTH x Cv)

= 1.52x10-4 x (0.16 x 43000)

BP = 1.04 KW

3. Mass of air consumed per second (ma)

ma = ρ(air) x A x velocity ha = [ρ(water) x hw] / ρ(air)

= ρ(air) x [π/4 x d2] x Cd √(2𝑔 × ℎa)

= 1.1 x [π/4 (0.02)2] x 0.62 √(2 × 9.81 × 69.09)

ma = 7.88x10-3 Kg/s

4. Total fuel consumption (TFC)

TFC = mf x 3600

= 1.512x10-4 x 3600

TFC = 0.544 Kg/hr

Brake power

(KW)

Smoke

HSU

HC

(ppm)

CO

%

NOX

(ppm)

BTE

%

1.04 24 20 0.05 260 16

2.08 32 22 0.06 520 24

3.12 38 28 0.08 830 29

4.16 46 36 0.13 1090 31.25

5.2 66 52 0.18 1230 30




5. Specific fuel consumption (SFC)

SFC = TFC / BP

= 0.544 / 1.04

SFC = 0.523 Kg/ KW-hr

6. A/F ratio

ma/ mf = 7.88x10-3/1512x10-4

ma/ mf = 52.12

7. Indicated Power (IP)

IP = BP+FP FP = (1/3) x BP

= 1.04 + 0.3466 where, FP= Friction power

IP = 1.3866 KW

8. Mechanical efficiency (ηm)

ηm = (BP / IP) x 100

= (1.04 / 1.3866) x 100

ηm = 75%




Table 6.3 Tabular column for B10

Load

(Kg)

Brake

power

(KW)

Speed

(rpm)

Time taken for

25cc of oil, (sec)

Exhaust

gas

temp.

T oC

Manometer

Reading

A/F

ratio

ma/mf

Time in

Seconds

mf

Kg/s

(x10-4)

hw

mm

ha ma

(Kg/s)

(x 10-3)

4 1.04 1500 109.8 1.98 228 68 61.82 7.46 37.67

8 2.08 1500 87 2.5 287 64 58.18 7.23 28.92

12 3.12 1500 69.7 3.12 358 62 56.36 7.12 22.82

16 4.16 1500 55.7 3.9 446 60 54.54 7 17.94

20 5.2 1500 43.8 4.96 530 54 49.09 6.64 13.38

Fuel Used: B10 (10% Biodiesel + 90% Diesel) IT: 23o BTDC IOP: 205 bar

Nozzle Hole: 3holes Orifice Size: 0.2 mm

Table 6.3.1: Smoke, CO, HC and NOx readings for B10

Brake power

(KW)

Smoke

HSU

HC

(ppm)

CO

%

NOX

(ppm)

BTE

%

1.04 35 29 0.09 233 13.25

2.08 38 33 0.12 478 21

3.12 42 38 0.14 773 25.25

4.16 52 45 0.145 1063 27

5.2 72 69 0.220 1182 26.50




Table 6.4 Tabular column for B20

Load

(Kg)

Brake

power

(KW)

Speed

(rpm)

Time taken for

25cc of oil, (sec)

Exhaust

gas

temp.

T oC

Manometer

Reading

A/F

ratio

ma/mf

Time in

Seconds

mf

Kg/s

(x10-4)

hw

mm

ha ma

(Kg/s)

(x 10-3)

4 1.04 1500 115.7 1.9 220 72 65.45 7.42 39.05

8 2.08 1500 90.9 2.4 280 69 62.72 7.51 31.29

12 3.12 1500 72.3 3.07 352 67 60.91 7.41 24.13

16 4.16 1500 57.2 3.84 418 65 59.09 7.29 18.98

20 5.2 1500 44.9 4.89 520 60 54.54 7 14.31




Brake power

(KW)

Smoke

HSU

HC

(ppm)

CO

%

NOX

(ppm)

BTE

%

1.04 33 24 0.07 240 14

2.08 36 28 0.09 483 22

3.12 41 34 0.12 788 26

4.16 47 41 0.13 1073 27.8

5.2 68 64 0.2 1190 27.25




Table 6.5: Tabular column for B100

Load

(Kg)

Brake

power

(KW)

Speed

(rpm)

Time taken for

25cc of oil, (sec)

Exhaust

gas

temp.

T oC

Manometer

Reading

A/F

ratio

ma/mf

Time in

Seconds

mf

Kg/s

(x10-4)

hw

mm

ha ma

(Kg/s)

(x 10-3)

4 1.04 1500 104.6 2.13 234 66 60 7.35 34.5

8 2.08 1500 83.39 2.68 295 62 56.36 7.12 26.57

12 3.12 1500 67.1 3.33 364 60 54.54 7 21.02

16 4.16 1500 53.89 4.15 450 58 52.72 6.89 16.6

20 5.2 1500 42 5.32 540 52 47.27 6.5 12.22

Fuel Used: B100 (Pure Biodiesel) IT: 23o BTDC IOP: 205 bar



Brake power

(KW)

Smoke

HSU

HC

(ppm)

CO

%

NOX

(ppm)

BTE

%

1.04 37 31 0.1 230 12.8

2.08 40 35 0.13 474 20.25

3.12 44 40 0.15 768 24.50

4.16 54 47 0.16 1058 26.25

5.2 75 71 0.235 1178 25.6




Figure 6.1: Comparing diesel, B10, B20 & B100 w.r.t. Brake Thermal Efficiency

In figure: 6.1 we can see that the brake thermal efficiency of the engine decreases as

the percentage of the biodiesel increases in the diesel. This is because when compared to diesel

the viscosity and density of the biodiesel is more and hence the brake thermal efficiency of the

engine decreases as the percentage of the biodiesel increases in the diesel.

When compared to B10 and B100 the brake thermal efficiency of the B20 is more. This

is because of higher peak pressure and higher heat release rates when compared to B10 and

B100. This is recorded actual data and there are many reasons for this like better or improved

combustion, homogeneous air fuel mixing etc.




Figure 6.2: Comparing diesel, B10, B20 & B100 w.r.t NOX produced

In figure 6.2: we can see that the percentage of NOx produced by the engine decreases

gradually as the percentage of the biodiesel increases in diesel. This is because, compared to

diesel biodiesel blends have lower energy content this reduces the brake thermal efficiency of

the engine and hence NOx is also reduced.

The percentage reduction of NOx produced by the engine for B10, B20 and B100 are

10%, 8% and 12% respectively.




CHAPTER 7

EXHAUST GAS RECIRCULATION (EGR)

In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide

(NOX) reduction technique used in petrol/ gasoline and diesel engines. EGR works by

recirculating a portion of an engine’s exhaust gas back to the engine cylinders.

In diesel engine the exhaust gas replaces some of the excess oxygen in the pre-

combustion mixture. Because NOX forms primarily when a mixture of nitrogen and oxygen is

subjected to high temperature, the lower combustion chamber temperatures caused by EGR

reduces the amount of NOX the combustion generates (though at some loss of engine

efficiency). Gases re introduced from EGR system will also contain near equilibrium

concentrations of NOX and CO; the small fraction initially within the combustion chamber

inhibits the total net production of these and other pollutants when sampled on a time average.

Most modern engines now require exhaust gas recirculation to meet emission standards.

Chemical properties of different fuels limit how much EGR may be used. For e.g. methanol is

more tolerant to EGR than gasoline.

7.1 HISTORY OF EGR

The first EGR systems were crude; some were as simple as an orifice jet between the

exhaust and intake tracts which admitted exhaust to the intake tract whenever the engine was

running. Difficult starting, rough idling, and reduced performance and fuel economy resulted.

By 1973, an EGR valve controlled by manifold vacuum opened or closed to admit exhaust to

the intake tract only under certain conditions. Control systems grew more sophisticated as

automakers gained experience; Chrysler’s “Coolant Controlled Exhaust Gas Recirculation”

system of 1973 exemplified this evaluation: a coolant temperature sensor blocked vacuum to

the EGR valve until the engine reached normal operating temperature.

This prevented drivability problems due to unnecessary exhaust induction: NOX forms

under elevated temperature conditions generally not present with a cold engine. Moreover, the

EGR valve was controlled, in part, by vacuum drawn from the carburetor’s venturi, which

allowed more precise constraint of EGR flow to only those engine load conditions under which

NOX is likely to form. Later, backpressure transducers were added to the EGR valve control to

further tailor EGR flow to engine load conditions. Most modern engine now exhaust gas

recirculation to meet emission standards. However, recent innovations have led to the




development of engines that do not require them. The Chrysler Pentastar Engine is one example

that does not require EGR.

Figure 7.1: Chrysler Pentastar Engine

7.2 EGR IN DIESEL ENGINES

Figure 7.2: Electronically actuated EGR valve

In modern diesel engines, the EGR gas is cooled with a heat exchanger to allow the

introduction of a greater mass of recirculated gas. Unlike spark ignition engine, diesel engines

are not limited by the need for a contiguous flame front; furthermore, since diesels always

operate with excess air, they benefit from EGR rates as high as 50% (at idle, when there is

otherwise a large excess of air) in controlling NOX emissions. Exhaust recirculated back into

the cylinder can increase engine wear as carbon particulates wash past the rings and into the

oil.




Since diesel engines are unthrottled, EGR does not lower throttling losses in the way

that it does for SI engines. Exhaust gas-largely nitrogen, carbon di oxide and water vapour as

higher specific heat than air, so it still serves to lower peak combustion temperatures. However,

adding EGR to a diesel reduces the specific heat ratio of combustion gasses in the power stroke.

This reduces the amount of power that can be extracted by piston. EGR also tends to reduce

the amount of fuel burned in the power stroke. This is evident by the increase in particulate

emissions that corresponds to an increase in EGR.

Particulate matter (mainly carbon) that is not burned in the power stroke is wasted

energy. Stricter regulations on particulate matter call for further emission controls to be

introduce to compensate for particulate matter emissions increase caused by EGR. The most

common is a diesel particulate filter in the exhaust system which cleans the exhaust system but

causes a reduction in fuel efficiency due to the back pressure created. The nitrogen di oxide

component of NOx emissions is the primary oxidiser of the suit caught in the DPF at normal

operating temperatures. This process is known as passive regeneration. Increasing EGR rates

cause passive regeneration to be less effective at managing the PM loading in the DPF. This

necessitates periodic active regeneration of DPF by burning diesel fuel in the oxidation catalyst

in order to increase exhaust gas temperatures through the DPF to the point where PM is quickly

burned by the residual oxygen in the exhaust gas.

By feeding the lower oxygen exhaust gas into the intake, diesel EGR systems lower

combustion temperature, reducing emissions of NOx. This makes combustion less efficient,

compromising economy and power. The normally “dry” intake system of a diesel engine is

now subjected to fouling from soot, unburned fuel and oil in the EGR bleed, which has little

effect on air flow. However when combined with oil vapour from an PCV system, can cause

build-up of sticky tar in the intake manifold and valves. It can also cause problems with

components such as swirl, flaps, where fitted. Diesel EGR also increases soot production,

though this was masked in US by the simultaneous introduction of diesel particulate filters.

EGR system can also add abrasive contaminates and increase engine oil acidity, which in turn

can reduce engine longevity.




7.3 EGR IN STATIONARY DIESEL ENGINE

In order to reduce the amount of NOX produced by corn biodiesel we have incorporated

a heat exchanger into a stationary single cylinder 4-S diesel engine. It is not possible to

recirculate 100% exhaust gas. The allowable amount of exhaust gas that can be recirculate is

up to 20%.

But we have used 10% of EGR for B20 fuel (20% of corn biodiesel+ 80% of diesel) in

our experiment. The 10% of reduction in the water column manometer reading shows that 10%

of exhaust gas is recirculated.

Figure 7.3: EGR setup

Table 7.1 and table 7.1.1shows the readings for 10% EGR for B20 fuel. When we compare

the values of table 7.1.1 and table 6.4.1 we can see the reduction in NOX with slight reduction

in brake thermal efficiency.




Table 7.1 Tabular column for B20 with 10% EGR

Load

(Kg)

Brake

power

(KW)

Speed

(rpm)

Time taken for

25cc of oil, (sec)

Exhaust

gas

temp.

T oC

Manometer

Reading

A/F

ratio

ma/mf

Time in

Seconds

mf

Kg/s

(x10-4)

hw

mm

ha ma

(Kg/s)

(x 10-3)

4 1.04 1500 99.09 2.22 200 66 60 7.35 33.11

8 2.08 1500 83.65 2.63 262 62 56.36 7.12 27.07

12 3.12 1500 67.5 3.25 335 59 53.63 6.95 21.29

16 4.16 1500 52.84 4.16 405 57 51.81 6.83 16.42

20 5.2 1500 41.25 5.33 503 52 47.27 6.52 12.24




Brake power

(KW)

Smoke

HSU

HC

(ppm)

CO

%

NOX

(ppm)

BTE

%

1.04 38 34 0.109 222 12

2.08 40 36 0.14 462 20.25

3.12 48 40 0.16 454 24.55

4.16 56 48 0.19 1052 25.62

5.2 74 76 0.24 1170 25




Figure 7.4: NOX produced by B20 with and without EGR

The figure: 7.4 shows the reduction in amount of NOx produced engine for B20 with and

without EGR. By incorporating 10% of EGR we can reduce up to 7% - 8% of NOx produced

engine for the same fuel.




CHAPTER 8

THE FUTURE OF BIODIESEL FUEL

The future of biodiesel is growing. More companies are offering this solution to the

consumers. At this stage, only diesel powered automobiles can use the new fuel. This is

expected to change in the upcoming years. The mounting concern of off-shore oil as well as

the environmental issues has groups in an uproar. Already there are several types of companies

using biodiesel as their main source for transportation. The Yellowstone Nation Park bus

system uses a mixture of biodiesel and petroleum to run the whole fleet. Tests by the

government have proven that this type of fuel is overall more functional and safe than

petroleum based products. As fossil beds run dry, everyday scientists come closer to new

alterative. Soon biodiesel will become the new source of power. Through research and constant

testing, biodiesel is more productive that the petroleum based fuel. It has been discovered that

this type of product will become the new source of power. Not only for diesel automobiles but

for other power sources individuals desperately require living and surviving. Before long, this

type of supply will be not only in vehicles but also in homes and factories.




CHAPTER 9

CONCLUSION

The bio fuel industry has been rapidly expanding in recent years in response to

government mandates, but also due to increased demand for alternative fuels. This has become

especially true as the price of gasoline has escalated and fluctuated so drastically, and the

consumer has begun to perceive fuel prices as problematic. Corn- based biodiesel is not the

entire solution to our transportation fuel needs. But it is clearly a key component to the overall

goal of energy independence. Corn biodiesel will continue to play a leading role in the

emerging bio economy, as it has proven the effectiveness of industrial-scale biotechnology and

bioprocessing for the production of fuel. And it has set the stage for advanced bio-refineries

and manufacturing techniques that will produce the next several generations of advanced

biofuels. As the biofuel industry continues to evolve, co-product materials (which ultimately

may take a variety of forms, from a variety of biomass substrates) will remain a cornerstone to

resource and economic sustainability. A promising mechanism to achieve sustainability will

entail integrated systems, where material and energy streams cycle and recycle (i.e., upstream

outputs become downstream inputs) between various components of a bio-refinery, animal

feeding operation, energy (i.e., heat, electricity, steam, etc.) production system, feedstock

production system, and other systems. By integrating these various components, a diversified

portfolio will not only produce fuel, but also fertilizer, feed, food, industrial products, energy,

and most importantly, will be self-sustaining.




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visvesvaraya technological university belgaum“performance test on 4-stroke single cylinder diesel...

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