International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637
Performance characteristics Analysis of Diesel Engine Using Biodiesel derived from Cashew Nut Shell Liquid (CNSL) As a Alternative Fuel Mr. Rajeesh.S1, Dr. S V Prakash2 & Mr. Girish V Kulkarni3 Department of Mechanical Engineering, M S Ramaiah Institute of Technology, Bangalore 1, 2, 3 Email: s.rajeesh@gmail.com 1, yagprash@hotmail.com 2, gvkulkarni@gmail.com 3
Abstract: The world is confronted with the twin crises of fossil fuel depletion and environmental degradation. The indiscriminate extraction and consumption of fossil fuels have led to a reduction in petroleum reserves. Petroleum based fuels are obtained from limited reserves. These finite reserves are highly concentrated in certain regions of the world. Therefore, those countries not having these resources are facing a foreign exchange crisis, mainly due to the import of crude petroleum oil. Hence it is necessary to look for alternative fuels, which can be produced from resources available within the country. Although vegetative oils can be used as fuel for diesel engines, their high viscosities, low volatilities and poor cold flow properties have prompted investigations of its various derivatives. The present paper investigates the use of the Cashew Nut Shell Liquid (CNSL) Biodiesel As a Alternative Fuel through experimental analysis of engine performance. All these are carried out on a of a compression ignition engine fuelled with various blends of biodiesel. The research by experimentation of these biodiesel fuels in an IC Engine offers a range of edible and non edible oils apart from methyl esters as substitute for the diesel fuel and promotes future possibilities of Biodiesel as an alternative fuels for transportation sector. In this study, biodiesel derived from CNSL blended with diesel has been chosen for testing and analysis. Several engine performance tests have been carried out and initial results have been tabulated. The experiments disclose that the use of blends of CNSL and diesel as a fuel reduces the overall diesel consumption and hence dependency on diesel. Among the blends tested against diesel (B10, B15, B20),the blend B15( 15%CNSL and 85% Diesel) proved to be superior, displaying better engine performance characteristics, in comparison with diesel and the other blends. Keyword: Cashew Nut Shell Liquid (CNSL), blend of ethanol with biofuels, Engine Performance Characteristics . devised unique solutions. Countless legislative and 1. INTRODUCTION TO BIODIESEL The predicted shortage of fossil fuel has encouraged regulatory efforts around the world have helped pave the search for substitutes for petroleum derivatives. the way toward the widespread application of the This search has resulted in an alternative fuel called concept [2]. "biodiesel". Bio-diesel is an alternative to petroleumbased fuels derived from vegetable oils, animal fats, 2. BIODIESEL and used waste cooking oil including triglycerides. The major components of vegetable oils and Since the petroleum crises in 1970s, the rapidly animal fats are triacylglycerols (TAG; often also increasing prices and uncertainties concerning called triglycerides). Chemically, TAG are esters of petroleum availability, a growing concern of the fatty acids (FA) with glycerol (1,2,3-propanetriol; environment and the effect of greenhouse gases glycerol is often also called glycerine). The TAG of during the last decades, has revived more and more vegetable oils and animal fats typically contain interests in the use of biodiesel as a substitute of several different FA. Thus, different FA can be fossil fuels [1]. Bio-diesel production is a very attached to one glycerol backbone. The different FA modern and technological area for researchers due to that are contained in the TAG comprise the FA the relevance that it is winning everyday because of profile (or FA composition) of the vegetable oil or the increase in the petroleum prices and the animal fat. Because different FA have different environmental advantages biodiesel offers over physical and chemical properties, the FA profile is diesel. Accordingly, many researchers around the probably the most important parameter influencing world have dealt with these issues and in many cases 125
International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 (CNSL) blended with ethanol As a Alternative Fuel for transportation sector.
the corresponding properties of a vegetable oil or animal fat. [2]. 3.
HISTORY OF BIODIESEL The use of vegetable oils as alternative fuels has been around for one hundred years when the inventor of the diesel engine Rudolph Diesel first tested peanut oil, in his compression-ignition engine. In the 1930s and 1940s vegetable oils were used as diesel fuels from time to time, but usually only in emergency situations. In 1940 first trials with vegetable oil methyl and ethyl esters were carried out in France and, at the same time, scientists in Belgium were using palm oil ethyl ester as a fuel for buses. Not much was done until the late 1970s and early 1980s, when concerns about high petroleum prices motivated extensive experimentation with fats and oils as alternative fuels. Bio-diesel (mono alkyl esters) started to be widely produced in the early 1990s and since then production has been increasing steadily. In the European Union (EU), bio-diesel began to be promoted in the 1980s as a means to prevent the decline of rural areas while 3 responding to increasing levels of energy demand. However, it only began to be widely developed in the second half of the 1990s [1].
BlendRatio
Specific Gravity
Dynamic ViscosityCen tipoises
Flash pointoC
Fire PointoC
pH
Calorific Value KJ/Kg
Objectives: The objectives of the study are: To evaluate the performance analysis of compression ignition engine fuelled with different blends of biodiesel extracted from
Diesel
0.85
4.450
96
117
8-9
450
5%
0.90 0 0.90 8 0.91 2 0.92 0 0.93 6 1.02 4
4.560
120
135
6.6
5.619
118
128
6.6
5.643
105
122
6.5
6.550
103
118
6.4
7.786
101
113
6.4
116.6 6
-
-
5.6
436 70 420 58 420 00 439 76 428 24 379 69
10% 15% 20% 25% 100%
methyl esters. To compare optimized biodiesel and diesel performance and emission characteristics. Use of the Cashew Nut Shell Liquid (CNSL) Biodiesel and Cashew Nut Shell Liquid
4. PROPERTIES OF THE SAMPLES TESTED Table 1 Properties of Samples Tested Review of Related Literature: A lot of work has been done on Performance Analysis of Diesel Engine Using Cashew Nut Shell Liquid (CNSL) Biodiesel. Limited amount of work is done on the Performance Analysis of Diesel Engine Using Cashew Nut Shell Liquid (CNSL) blended with ethanol as a Alternative Fuel. In India, the high content of glycerin and free fatty acid in CSNL prevents their use in biodiesel preparation. But through fuel production process optimization (by blending of ethanol), CSNL oils are affordable for biodiesel production. Cost associated with biodiesel is reduced due to the low cost of the CSNL oils (approximately Rs 25 per liter). Research Methodology: To meet the main aim and the specific objectives of the study a quantitative research methodology study along with a comprehensive literature review were employed. A lot of work has been done on transesterification of edible & Non edible oils. Limited amount of work is done on Cashew Nut Shell Liquid (CNSL). Limited amount of work has been done on the engine performance analysis fuelled with biodiesel derived from CNSL and CNSL mixed with ethonal. 5.
BIODIESEL PREPRATION METHODOLOGY Biodiesel preparation • Cashew Nut Shell Liquid (CNSL) was blended with diesel in three different proportions creating three different blends of one litre each. • All blends were made using a magnetic stirrer in which the different percentages by volume of CNSL and diesel were stirred continuously for 7-8 hours and then allowed to stand for at least 3-4 hours to ensure no separation of the constituents occurred. • Blend B10 was obtained by mixing 10% by volume of CNSL (100 ml) with 90% by volume of diesel (900ml), Blend B15 was obtained by mixing 15% by volume of CNSL (150 ml) with 85% by volume of diesel (850 ml), Blend B20 was obtained by mixing 20% by volume of CNSL (200 ml) with 80% by volume of diesel (800 ml),
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International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 Blends BDEB5 and BDEB10 were obtained by mixing 5% (50 ml) and 10% (100 ml) by volume of ethanol, with 95% (950 ml) and 90% (900 ml) by volume of blend B15 respectively. 6.
ENGINE SPECIFICATIONS
Table 2. Performance Characteristics – DIESEL Sl No
Torque (N-M)
Exhaust Gas Temperature (0C)
Air Flow Rate (m3/Hr)
0
Time To Consume 10 CC (Secs) 95.28
1 2
174
14.1
5
70.34
238
13.8
3
10
54.35
314
13.8
4
15
43.44
394
13.8
5
20
34.25
499
13.8
Table 3. Performance Characteristics – B10
MAKE: KIRLOSKAR CAPACITY: 3.7kw COMPRESSION RATIO: 16.5:1 CYLINDER BORE: 80mm STROKE: 110mm CYLINDER CAPACITY: 553cc COOLING: water cooled LOADING: Eddy Current Dynamometer MAKE: Power MAG SPEED: 1500RPM EXCITATION VOLTAGE: 80V 7. RESULT ANALYSIS AND DISCUSSION On the basis of experiments carried out so far tables have been made for the performance characteristics for each of the blends tested on the diesel engine. Using these tables graphs have been plotted to give a better idea of each blend is in comparison to conventional diesel. The engine is run at a speed of 1500RPM and is loaded using an Eddy Current Dynamometer. 8.
ENGINE PERFORMANCE TEST
Sl No
Torque (N-M)
1
0
Time To Consume 10 CC (Secs) 102.41
Exhaust Gas Temperature (0C) 174
Air Flow Rate (m3/Hr) 14.1
2
5
73.81
232
13.8
3
10
55.16
305
13.8
4
15
42.90
395
13.8
5
20
35.94
498
13.4
Table 4 Performance Characteristics – B15 Sl No
Torque (N-M) 0
Time To Consume 10 CC (Secs) 98.41
1
Exhaust Gas Temperature (0C) 178
Air Flow Rate (m3/Hr) 13.8
2
5
74.03
232
13.8
3
10
55.25
310
13.8
4
15
44.50
379
13.8
5
20
35.01
490
13.4
Table 5 Performance Characteristics – B20 Sl No
Torque (N-M)
Exhaust Gas Temperature (0C)
0
Time To Consume 10 CC (Secs) 93.87
172
Air Flow Rate (m3/Hr) 14.1
1 2 3
5 10
70.06 55.41
238 304
13.8 13.8
4 5
15 20
43.94 34.82
391 519
13.8 13.4
PERFORMANCE TABLES: The time required to consume 10cc of the fuel for different blends at different loads is measured along with the exhaust gas temperature and air flow rate.
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International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 Table 6 Performance Characteristics – BDEB5 Sl No
Torque (N-M)
Exhaust Gas Temperature (0C)
0
Time To Consume 10 CC (Secs) 78
1 2
5
62.57
264
14.1
3
10
52.22
335
13.8
4
15
41.66
408
13.4
5
20
33.56
506
13.4
208
Air Flow Rate (m3/Hr) 14.1
Table 7 Performance Characteristics – BDEB10 Sl No
Torque (N-M)
1
0
Time To Consume 10 CC (Secs) 92.81
Exhaust Gas Temperature (0C)
2
5
70.59
236
13.8
3
10
51.9
325
13.4
4
15
41.85
408
13.1
5
20
31
538
13.1
169
Air Flow Rate (m3/Hr) 14.1
9. PERFORMANCE GRAPHS On the basis of experiments, calculated the performance parameters of the engine with various blends of the fuel and compare it with that of conventional diesel. The following parameters have been taken, such as Brake thermal efficiency, Indicated thermal efficiency, Brake specific fuel consumption, indicated specific fuel consumption and Mechanical Efficicncy. The following blends B10, B15, B20, BDEB5, BDEB10 are used for engine performance characterization. Along the Xaxis we have the load which is varied using an Eddy current dynamometer in steps of 5 N-m, from 0N-m to 20N-m.Along the Y-Axis we have indicated and brake thermal efficiency, indicated and brake specific fuel consumption (measured in Kg/KW-hr) and mechanical efficiency. The Kirloskar diesel engine is run at a constant speed of 1500RPM. Brake Thermal Efficiency: all blends vs diesel
FIGURE 1 Brake
Thermal Efficiency: all blends vs
diesel Indicated Thermal Efficiency: all blends vs diesel
FIGURE 2 Indicated
Thermal Efficiency: all blends
vs diesel INFERENCE (Brake And Indicated Thermal Efficiency) The variation of Brake and Indicated thermal efficiencies with respect to load for different blends of CNSL oil are as shown in the graphs presented above. In all cases, both brake and indicated thermal efficiencies have the tendency to increase with increase in applied load. This is due to the reduction in heat loss and increase in power developed with increase in load. The thermal efficiencies of all blends of CNSL oil is lower than that of neat diesel. This is due to poor mixture formation as a result of low volatility, higher viscosity and higher density of CNSL oil. The Brake and Indicated thermal
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International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 efficiencies of B10 blend is higher compared to other blends namely B15, B20, for the reason that more the blend results in higher viscosity of fuel, poor atomization and hence poor combustion. The two BDEB (5% & 10%) blends are seen to have the lowest thermal efficiencies (both brake and indicated), blend BDEB10 being lower of the two. This is because the addition of ethanol to the B15 blend reduces the thermal efficiency of the blend due to the presence of oxygen and low heat content of ethanol. SPECIFIC FUEL CONSUMPTION Brake Sp Fuel Consumption: all blends vs diesel FIGURE 3 Brake Sp Fuel Consumption: all blends vs diesel
FIGURE 3 Brake Sp Fuel Consumption: all blends vs diesel Indicated Sp Fuel Consumption: all blends vs diesel
INFERENCE (Brake and Indicated specific fuel consumption) The variations of Brake and Indicated specific fuel consumption with load for different fuels is as shown in the graphs presented earlier. The specific fuel consumption of CNSL oil is higher than that of diesel for all loads. This is caused due to the effect of higher viscosity and poor mixture formation of CNSL oil. For all the blends tested, it is seen that specific fuel consumptions (both brake and indicated) are found to decrease with an increase in the load. This is because more blended fuel is used to produce same power as compared to diesel. Hence the mixture formation is very poor if we increase the amount of CNSL oil with diesel. However from the graph, it is seen that the blend B20 blend gives lesser brake and indicated fuel consumptions when compared to all other blends. This may have resulted due to failure to run the engine with the B20 blend for a sufficient period of time before loading the engine.With increase in blend percentage, the calorific value of fuel decreases. Hence, the specific fuel consumption of the higher percentage of blends must increase when compared to that of diesel.It is also clearly seen from the graphs that the two BDEB blends (5% & 10%) offer the highest specific fuel consumption values, BDEB 10 being the higher of the two. The reason being, the addition of ethanol to the blend increases the oxygen content resulting in faster
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International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 combustion and consumption.
hence,
higher
rate
of
fuel
MECHANICAL EFFICIENCY Mechanical Efficiency: all blends vs diesel
10. CONCLUSION Several engine performance tests have been carried out on a variety of blends of CNSL & CNSL with ethanol. The conclusion at this stage of research can be summarized as under: The use of blends of CNSL and diesel as a fuel reduces the overall diesel consumption and hence dependency on diesel. Among the blends tested against diesel (B10, B15, B20), the blend B15( 15%CNSL and 85% Diesel) proved to be superior, displaying better engine performance characteristics, in comparison with diesel and the other blends (Figures 1, 2, 3, 4, 5). Testing of 25% CNSL and above, with diesel cannot be carried out, due to “Engine Cranking”, resulting from the high viscosity of the blend. Hence pre-heating may be required to counter this problem. Addition of Ethanol to any fuel helps in completing the fuel combustion process in the engine. Of the two biodiesel ethanol blends (BDEB5 and BDEB10) tested, BDEB 5 proved to be the better blend displaying better engine performance (Figures 4.1 – 4.10) at the maximum tested load. However, these two blends have displayed inferior engine performance when compared against the original B15 blend used. Future progress in the current research work can be elaborated as under: The above tests can be conducted for different biodiesels derived from different species. Fuel optimization by different method of transesterfication. Long hour durability tests can be
conducted on the diesel engine. Further studies, on future bio diesel-diesel blends as fuels, may be carried out in order to reduce the viscosity as well as improve the engine performance and exhaust characteristics by changing different parameters. The computational fluid dynamics (CFD) simulations can be carried out to examine the fluid flow, air-fuel mixing formation; combustion process, carbon monoxide emission distribution as well as NO emission formation occurred inside engine cylinder by burning of these biodiesel blending derived from biofuels. REFERENCES [1] Mustafa Balat , Havva Balat (2008) “A critical review of bio-diesel as a vehicular fuel” Energy Conversion and Management 49, Page 2727– 2741. [2] Gerhard Knothe, Jon Van Gerpen, Jürgen Krahl (2005) “The Biodiesel Handbook” AOCS Press Champaign, Illinois. [3] Report of the committee on development of biofuel, (2003) Planning Commission India. [4] Fangrui Maa, Milford A. Hannab, (1999) “Biodiesel production: a review” Bioresource Technology 70, Page 1-15. [5] Ulf Schuchardta, Ricardo Serchelia, Rogério Matheus Vargas (1998) “Transesterification of Vegetable Oils: a Review” , J. Braz. Chem. Soc., Vol. 9, No. 1, Page 199-210. [6] S.P. Singh, Dipti Singh, (2010) “Biodiesel production through the use of different sources and characterization of oils and their esters as the substitute of diesel: A review Renewable and Sustainable Energy Reviews [7] M.Mathiyazhagan, A.Ganapathi, B. Jaganath, N. Renganayaki, And N. Sasireka (2011) “Production of biodiesel from non-edible plant oils having high FFA content”, International Journal of Chemical and Environmental Engineering, Vol. 2, No.2. [8] M. Canakci, J. Van Gerpen (2001) “Biodiesel production from oils and fats with high free fatty acids” American Society of Agricultural Engineers ISSN, Vol. 44(6), Page 1429–1436. [9] Gerhard Knothe (2005) “Dependence of biodiesel fuel properties on the structure of fatty acid alkyl esters” Fuel Processing Technology 86, Page 1059– 1070. [10] P.K.Gupta, Rakesh Kumar, B.S.Panesar, and V.K.Thapar (2007) “Parametric Studies on Biodiesel prepared from Rice Bran Oil” Agricultural Engineering International: the CIGR Ejournal. Manuscript EE06 007, Vol. IX.
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International Journal of Research in Advent Technology, Vol.2, No.8, August 2014 E-ISSN: 2321-9637 [11] Janahiraman Krishnakumar, V. S. Karuppannan Venkatachalapathy, Sellappan Elancheliyan (2008) “Technical aspects of biodiesel production from vegetable oils”, Thermal Science, Vol. 12 No. 2, Page 159-169. [12]Young-Cheol Bak, Joo-Hong Choi, Sung-Bae Kim, Dong-Weon Kang (1996) “Production of bio-diesel fuels by transesterification of rice bran oil”, Korean J. of Chem. Eng., Vol.13(3), Page 242-245. [13] Lin Lin , Dong Ying, Sumpun Chaitep , Saritporn Vittayapadung (2008) “Biodiesel production from crude rice bran oil and properties as fuel” Applied Energy, Page 681–688. [14] Rambabu Kantipudi, Appa Rao.B.V, Hari Babu.N, Satyanarayana.CH (2010) “ Studies on Di diesel engine fueled with rice bran methyl ester injection and ethanol carburetion”, International Journal Of Applied Engineering Research, Dindigul Volume 1 No1, Page 206-221.
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