Post on 02-Jun-2018
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Dissertation Phase-I Report on
Experimental investigation of Droplet Ignition of Biodiesel
and its blends
Prepared By
Vimal D. Sonara
M.E. 3rd
(Automobile Engineering)
Enrollment No. 120150735004
Guided By
Dr. Pravin P. Rathod
Associate Professor,
Mechanical Engineering Department,
Government Engineering College, Bhuj
December 2013
Mechanical Engineering Department
Government Engineering College- BhujBhuj - 370001
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II
Government Engineering College- Bhuj
Bhuj 370001
CERTIFICATE
This is to certify that the work presented in the report of dissertation phaseI entitled
Experimental investigation of Droplet Ignition of Biodiesel and
its blends
By
Vimal D. Sonara
Enrollment No.: 120150735004
In a manner sufficiently to warrant its acceptance as a partial fulfillment of the course of the
third semester of Master of engineering in Mechanical Engineering (with specialization in
AUTOMOBILE ENGINEERING).
Signature and Name of Guides:
Prof. Dr. Pravin. P. Rathod
Associate Professor
Date:
Place:
Signature and Name of
Head of Department
Signature and Name of Principal
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II
TABLE OF CONTENTS
Title Page I
Certificate Page II
Table of Contents III
List of Figures V
List of Tables VI
Abstract VII
Chapter 1 INTRODUCTION 1
1.1 Bio-Diesel 1
1.1.1 Bio-Diesel Basic 1
1.2.1 Bio-Diesel in world 2
1.2.2 Bio-Diesel in India 3
1.2.3 Bio-Diesel Production in India 3
1.2 Bio Diesel to meet Emission Norms 4
Chapter 2 DIESEL COMBUSTION 5
2.1 Heat Release Rate 5
2.2 Ignition Delay 6
2.2.1. Ignition delay correlations 8
Chapter 3 LITERATURE REVIEW 9
3.1 Review of Various Literature 9
3.2 Objective of Study 14
Chapter 4 EXPERIMENTAL DETAILS. 18
4.1 Sub Systems of Experimental work 18
4.1.1 Droplet Formation 18
4.1.2 Furnace Chamber 18
4.1.3 Proposed Specification for Furnace Chamber 19
4.1.4 Observation & Photographic Recording System 20
4.2 Properties of Bio-Diesel under Investigation 20
Chapter 5 WORK PLAN 21
5.1 Objectives achieved and to be achieved: 21
LIST OF PUBLICATIONS 21REFERENCES 22
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III
Appendix A ABBREVIATIONS 24
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IV
LIST OF FIGURES
Figure No. Title of figure Page
No.
Fig.2.1 Typical HRR plot 5
Fig. 2.2 Illustration of the effect of ignition delay on the HRR 6
Fig. 4.1 Schematic of Furnace Chamber 19
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V
LIST OF TABLES
Table No. Title Details Page No.
1.1Estimated Bio-diesel Requirements for Blending with
Diesel3
1.2 Annual Production of Non-edible Oil Seeds in India 4
3.1 Review of various Literature 9
4.1 Proposed specification of furnace 19
4.2Comparison of properties Diesel, Jatropha and Neem
Bio-Diesel with its blend with Diesel20
5.1 Work plan for the dissertation work 21
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VI
ABSTRACT
Biodiesel is one of the part solutions in alleviating the worlds dependence on fossil fuels due
to the rapid depletion of non-renewable petroleum resources. Biodiesel is an alternative fuel
produced from renewable resources with potential to substantially reduce emission associated
with petroleum diesel usage.
Combustion and Ignition analysis of Biodiesel and its blends with diesel gives insight into it.
Diesel droplet ignition reveals stages of combustion and droplet vaporization at given
condition. Further, investigation has proved the effect of Reynolds number on vaporization of
droplet at various conditions. Few of the researchers have studied the different
parameter(such as Cetane number engine power, economy, engine torque, brake specific fuel
consumption ,brake thermal efficiency, exhaust gas temperature) and also find reduction in
emission(NO,PM,CO,HC). All the fuel tested adheres to the relationship, more or less with
droplet complicated size variation and with droplet surface area d2
v/s time.
Combustion and Ignition analysis of Biodiesel and its blends with diesel gives insight into it.
Diesel droplet ignition reveals stages of combustion and droplet vaporization at given
condition. Further, investigation has proved the effect of Reynolds number on vaporization of
droplet at various conditions. Few of the researchers have studied the different
parameter(such as Cetane number engine power, economy, engine torque, brake specific fuel
consumption ,brake thermal efficiency, exhaust gas temperature) and also find reduction in
emission(NO,PM,CO,HC). All the fuel tested adheres to the relationship, more or less with
droplet complicated size variation and with droplet surface area d2 v/s time.
Combustion characteristics as well as engine performance are measured for different
biodieseldiesel blends. It has been shown from reviewed literature that delay period was
measured and correlated for different blends. The effect of delay period with temperature and
equivalence ratio will be found out.
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animals, and these too are renewable. Used cooking oils are mostly plant based, but may also
contain animal fats. Used cooking oils are both recycled and renewable. The Bio-Diesel
manufacturing process converts oils and fats into chemicals called long-chain mono alkyl
esters, or Bio-Diesel. These chemicals are also referred to as fatty acid methyl esters (FAME)
and the process is referred to as trans esterification. Roughly speaking, 100 pounds of oil or
fat are reacted with 10 pounds of a short-chain alcohol (usually methanol) in the presence of a
catalyst (usually sodium hydroxide [NaOH] or potassium hydroxide [KOH]) to form 100
pounds of Bio-Diesel and 10 pounds of glycerin. Glycerin is a sugar, and is a co product of
the Bio-Diesel process.
1.2.1 Bio-Diesel in World
A volumetric blend of 20% bio-diesel with 80% petroleum diesel has demonstrated
significant environmental benefits in US with a minimum increase in cost for fleet operations
and other consumers[1]
. Bio-diesel is registered as a fuel and fuel additive with the US
Environmental Protection Agency and meets clean diesel standards established by the
California Air Resources Board. Neat (100%) bio-diesel has been designated as an alternative
fuel by the Department of Energy and the Department of Transportation of US[1]
. Studies
conducted with bio-diesel on engines have shown substantial reduction in Particulate matter
(25 50%)[1]. However, a marginal increase in NOx (1-6%) is also reported; but it can be
taken care of either by optimization of engine parts or by using De-NOx catalyst[1]
(De-NOx
catalyst will be necessary for Bharat-III / IV compliant engines). HC and CO emissions were
also reported to be lower. Non-regulated emissions were also found to be lower. Bio-diesel
has been accepted as clean alternative fuel by US and its production presently is about 100
million Gallons[1]
. Each State has passed specific bills to promote the use of bio-diesel by
reduction of taxes. Sunflower, rapeseed etc. is the raw material used in Europe whereas soya
bean is used in USA. USA uses blend of 20% bio-diesel with 80% petroleum diesel and pure
bio-diesel, France uses 5% bio-diesel with 95% petroleum diesel as mandatory in all diesel
fuel[1]
. The viscosity of bio-diesel is higher (1.9 to 6.0 cSt) and is reported to result into gum
formation on injector, cylinder liner etc. if used in neat form[1]
. However, blends of up to
20% bio-diesel should not give any problem. While an engine can be designed for 100% bio-
diesel use, the existing engines can use 20% bio-diesel blend without any modification and
reduction in torque output. In USA, 20% bio-diesel blend is being used; while in European
countries 5 -15% blends have been adopted[1]
.
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1.2.2 Bio-diesel in India
About 400 wild species found in India produce non edible oils that can be converted to bio-
diesel[1]
. A salient feature of Indias bio fuel program is to only utilize wastelands, degraded
forest, and non-forest lands for cultivation of oil seed plants. Of about 55 million ha of
wastelands in India, about 32 million ha are suitable for bio-diesel production[1]
. Suitability
here refers only to physical suitability; access to land for bio fuel plantations depends on a
number of factors including climatic and soil conditions, access to infrastructure such as
roads and electricity, as well as the ownership of the land. The available information about
wasteland suitability for oil seed plantations is incomplete, and a proper wasteland mapping
exercise should precede any major bio-diesel development program in India. The demand of
Diesel (H.S.D) is projected to grow from 39.81 Million Metric Tonne in 2001-02 to 52.32
MMT in 2006-07 @ 5.6% per annum [1]. Our crude oil production as per the Tenth Plan
working Group is estimated to hover around 33-34 MMT per annum even though there will
be increase in gas production from 86 MMSCMD (2002-03) to 103 MMSCMD in (2006-07)
[1]. Only with joint venture abroad there is a hope of oil production to increase to 41 MMT by
(2016-17) and the gas production would decline by this period to 73 MMSCMD[1]
. The
increasing gap between demand and domestically produced petroleum is a matter of serious
concern. Targets need to be set up for bio-diesel production to achieve blending ratios of 5,
10 and 20% in phased manner. The estimated bio-diesel requirements for blending with
petro-diesel over the period of next 5 years are given in Table 1.1[1]
.
Table 1.1 Estimated Bio-diesel Requirements for Blending with Diesel[1]
Year
Diesel
Demand
MMT
Bio-
diesel@5%
MMT
Area
@5%
Mha
Bio-
diesel@10%
MMT
Area
@10%
Mha
Bio-
diesel@20
MMT
Area
@20%
Mha
2001-02 39.81 1.99 - 3.98 - 7.96 -
2006-07 52.33 2.62 2.19 5.23 4.38 10.47 8.76
2011-12 66.90 3.35 2.79 6.69 5.58 13.38 11.19
1.2.3 Bio-diesel production in India
The annual estimated potential of bio-diesel is about 20 million tonnes per annum[1]
. Wild
crops cultivated in the wasteland also form a source of bio-diesel production in India and
according to the Economic Survey of Government of India, out of the cultivated land area;
about 175 million hectares are classified as waste and degraded land[1]
. Table 1.2 below
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2.0 Diesel Combustion
While diesel engines are well known, an in-depth understanding of how a diesel engine
works is required to understand this topic. Some aspects are introduced here, but for a more
detailed description see the long report. The diesel engine is a form of compression ignition,
internal combustion engine. First built by Rudolph Diesel in 1894, the original version ran on
peanut oil. Diesels quickly evolved to use petroleum based diesel, which burnt more
completely with less soot than vegetable oils. Diesels use some of the heavier fractions from
distillation of crude oil and the fuel is generally composed of blends of C 11 to C
hydrocarbon chains.
2.1 Heat Release Rate
One of the most common measures used in analyzing diesel combustion and ignition delay is
the heat release rate (HRR), due to the large amount of information gained from it and the
simple pressure diagnostics required to determine it. An example of a typical HRR plot is
shown in Fig.2.1, showing the three major zones commonly associated with DI diesel
engines. After fuel injection begins and before combustion, the fuel takes a short time to
ignite. During this ignition delay fuel vaporizes and mixes with air, after igniting this mixture
burns rapidly causing what is known as the premixed burn spike[17]
. Once this prepared
mixture has combusted, the burning rate is controlled by mixing of the fuel jet and fresh air.
This period is called the diffusion flame, and lasts until the injector closes.
Fig.2.1 typical HRR plot [17]
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2.2 Ignition delay
Ignition delay is commonly defined as the time between the start of injection (SOI) and the
start of combustion (SOC). These two points in the engine cycle are rather arbitrarily defined.
For example, experimental measurements for the start of injection often use Hall Effect
transducers to measure needle lift, or monitor fuel rail pressure for a drop corresponding with
injection.
Fig. 2.2: Illustration of the effect of ignition delay on the HRR[17]
Start of combustion (SOC) is also rather arbitrary with many defining it as the first moment of
positive heat release, while researchers with visual access usually use the start of luminousflame. Ignition delay is an important tuning parameter. If a fuel is injected and then
undergoes a delay before ignition, the fuel evaporates and mixes with the air charge in the
cylinder. After ignition, this premixed charge burns very rapidly, producing high pressures.
The effect of rapid burning can easily be seen in heat release rate diagrams, where the later
the premixed combustion peak occurs the larger it is, as illustrated in Fig.2.2 This rapid
combustion produces regions of high temperature which cause large NOx emissions through
the thermal NO mechanism and also produce large peak pressures. The rapid pressure rise
causes noisy engine running and also means that the design of the engine has to cope with a
higher peak pressure. To break down the ignition delay further, it is known that in a perfectly
prepared mixture suddenly raised to auto ignition conditions (temperature, pressure, etc.),
there will be a delay before ignition. This is referred to as the chemical portion of the ignition
delay and is the time required to form the reactive species from unreactive sources. However,
the fuel and oxidizer require preparation before these chemical processes can occur. The fuel
must vaporize and form a mixture within certain limits of fueltoair equivalence ratio. In a
diesel engine, the fuel is injected as a liquid spray into hot gas. It then breaks up and forms
droplets that greatly enlarge the fuels surface area, which in turn speeds the evaporation rate.
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The time taken for this preparation is referred to as the physical delay. Obviously the physical
delay depends on the fuel injection system, in cylinder conditions and fuel physical
properties. The chemical delay is assumed to be dependent only on fuel properties,
combustion chamber conditions and equivalence ratio.
The ignition delay of a compression ignition (CI) engine is defined as the time (or crank
angle) interval between the start of injection and start of combustion[17]
. This delay is due to
physical and chemical processes that takes place before a significant fraction of the chemical
energy of the injected liquid fuel is released. The physical processes are: atomization of
liquid fuel jet, evaporation of fuel droplets and mixing of fuel vapour with air. The chemical
processes are pre combustion reactions of fuel, air, residual gas mixture that leads to auto
ignition. These processes are affected by engine design, operating variables and fuel
characteristics. Ignition quality of CI engine fuels are rated by its Cetane number and the
ignition delay of CI engine fuel is inversely proportional to its Cetane number. Ignition delay
of CI engine plays a significant role in combustion and emission characteristics of the engine.
As the delay period increases the maximum rate of pressure rise increases and also engine
noise. This will lead to engine knocking which reduce the engine life. Longer delay period
will retard the start of combustion closer to TDC and major portion of the fuel gets burned
during expansion stroke of the piston which reduces the power developed in the engine. Thisalso increases the BSFC and smoke emission of the engine. Shorter delay period increases the
compression work against products of combustion which increase the combustion
temperature and hence the NOx formation. As longer as well as shorter delay period leads to
considerable side effects, the CI engine has to operate with optimum delay period for
effective functioning of the engine. Ignition delay of CI engine was affected by both fuel
characteristics and engine design & operating parameters. As the engine combustion and
emission characteristics are influenced by ignition delay, its role is vital in diesel engine
research. Research on reduction of diesel engine pollutants is progressed significantly to
meet the stringent emission norms. Any methodology proposed for reducing the diesel engine
pollutants has an effect on ignition delay of the engine. Research works have been carried out
to reduce the diesel engine pollutants by modifying fuel injection timing. Effect of fuel
injection timing on diesel engine pollutants fuelled with diesel and Bio-Diesel were
investigated by many researchers.
In their work engine pollutants were obtained for different fuel injection timings andoptimised injection timing was suggested for each fuel tested on the engine. Research work
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conducted with different compression ratio suggested an optimum compression ratio by
considering emission and performance of the engine. The effect of fuel injection pressure on
engine emission and combustion characteristics and suggested optimum fuel injection
pressure for the engine. From these experimental results it was inferred that the diesel engine
design parameters have a significant influence on the performance, emission and combustion
characteristics. It was also inferred that optimised engine parameters were proposed for each
test fuels tested on the engine by the expense of severe experimental work and considerable
amount of energy and time. Although various optimum engine design parameters were
suggested to control the emission of a diesel engine, these parameters were restricted to a
specific engine and for a specific fuel. Optimised design parameters of the engine may not be
applicable for other fuels to be tested on the same engine since their characteristics will be
different. Also the performance of the fuel will be different when the fuel was tested in
another engine of different size which requires another series of experimental work to get an
optimised result. In order to reduce the number of experimental work to be conducted a
simple correlation relating fuel characteristics and engine design parameters would be
preferable to evaluate the engine combustion and emission characteristics fuelled with diesel
and Bio-Diesel. Engine emission and combustion parameters can be obtained from the
correlation for a chosen fuel which will be helpful to predict the optimum condition before
testing in the engine. As the ignition delay has an influence on the formation of diesel engine
pollutants, this correlation will be a platform to predict the engine emission characteristics
and also the obtained ignition delay can be used to develop a correlation to predict engine
emission characteristics.
2.2.1. Ignition delay correlations
Arrhenus equation modified by EL-Bahnasy and El-Kotb[15]
has been considered, with the
help of Heywood [16] to calculate the delay period of Jatropha biodiesel blends [9] with diesel
fuels as a function of cylinder pressure, cylinder temperature, and equivalence ratio as
follows:
id = A P-n
1-m
EXP( Ea /R-T)
One can get the coefficients A, n, m and the general empirical relation of each blend. Some
equations were obtained for each blend as a function of each parameter (P, T, ).
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3.0 Literature Review
3.1 Review of Various Literatures:
The literature reviews in with this topic is in below table with chronological order.
Author Year of
paper
published
Parameter under
observation
Objective of the
research paper
Result
C. K. LAW 1982 RECENT
ADVANCES IN
DROPLET
VAPORIZATION
ANDCOMBUSTION
of
multicomponent
fuels including the
miscible fuel
blends,
immiscible
emulsions and
coal-oil mixtures.
Understanding
the fundamental
mechanisms
governing
dropletvaporization and
combustion were
reviewed.
Topics include
the classical d2-
Law and its
limitations; the
major transient
processes ofdroplet heating
and fuel vapour
accumulation.
Droplet vaporization
and combustion was
summarized
1.Unsteadiness during
single dropletgasification has a
variety of causes
like unsteady
diffusion, Droplet
heating, Fuel vapour
accumulation,
Natural and forced
convection,
instantaneous dropletsize
2. There were two
major transient
processes involved,
namely droplet
heating which mostly
influences the initial
droplet regression
rate, and fuel vaporaccumulation
C. H. WANG,
X. Q. LIU, and
C. K. LAW[12]
1984 Combustion and
Micro explosion
of Freely Falling
Multicomponent
Droplets with
droplet of n-
hexadecane
Multicomponent
droplets freely
falling in a hot,
oxidizing gas
flow were
studied.
1.Two-compone
fuels substantiate a
three-staged
combustion
behaviour, with
diffusion being the
dominant liquid-phase
transport mechanism
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2.Microexplosion
show that its
occurrence depends
sensitively on the
mixture concentration
as well as the stability
of the droplet
generation mode
M.
RENKSIZBUL
and
BUSSMANN[4]
1993 Multicomponent
droplet
evaporation at
intermediate
Reynolds
numbers withhydrocarbon
droplet (decane-
hexadecane)
The convective
evaporation of a
binary
hydrocarbon
droplet (decane-
hexadecane) inair at 1000 K
and at a pressure
of 10
atmospheres has
been studied
using numerical
methods.
1. At elevated
pressures, the
evaporation of
relatively heavy
hydrocarbon droplets
is essentiallycontrolled by liquid
phase heating.
2. Reynolds number
decreases largely due
to the deceleration of
the droplet, as droplet
radius varies much
more slowly.
S.C. Anthony
Lam and
Andrzej
Sobiesiak[2]
2006 Investigated on
Bio-Diesel , ultra-
low sulphur diesel
and, ethanol Bio-
Diesel droplet,
ethanol for the
droplet
combustion
Burning rate
and
temperature
histories
were
reported.
Apparatus
for
determining
droplet
diameter &thermocoupl
e
arrangement
to measure
droplet
temperature
history
Series of
frames from
a high-speed
movie
capturing the
Three stages in
droplet combustion
1. Warm-up and
combustion
2. Combustion of the
droplet with the
liquid phase boiling
3. Burn-off of
vaporized fuel.
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entire Bio-
Diesel
burning
sequence
Changes of
dropletdiameter-
squared over
time and
temperature
Jiunn-Shyan
Huang and
Tsong-Sheng
Lee[8]
2006 Comparison Of
Single-Droplet
Combustion
Characteristics
Between Bio-
Diesel AndDiesel
Combustion
characteristics of
Bio-Diesel and
diesel was
experimentally
investigated atReynolds
numbers 93 to
192
Upper branch
(93 to 192)
Lower branch
(192 to 93)
1.Multiple state
phenomenon was
observed for Bio-
Diesel droplet at
119< Re
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Hyun Kyu
Suh,Hyun Gu
Roh, Chang Sik
Lee[6]
2008 Spray and
Combustion
Characteristics of
Bio-Diesel Diesel
Blended Fuel in a
Direct Injection
Common-Rail
Diesel Engine
Effect of the
blending
ratio and
pilot
injection on
the spray andcombustion
characteristic
s of diesel &
Bio-Diesel
fuel in a
direct
injection
common-rail
diesel
engine.
Exhaustemissions
and engine
performance
were
conducted at
various Bio-
Diesel
blending
ratios and
injection
conditions
for engine
operating
conditions.
1. Single injection,
fuel injection profiles
for diesel and Bio-
Diesel blended fuels
are very similar
compare to pilot
injection; an increase
of the blending ratio
induced a decrease of
the peak injection
rate.
2. Effect of fuel
blending and injection
pressure on singlespray tip penetration
is slight, and the pilot
spray development of
Bio-Diesel is shorter
compared with the
pilot and main
injection of diesel
fuel.
3. CO emissions ofboth fuels with single
injection decreased
with advanced
injection timing. The
NO emissions of Bio-
Diesel were increased
as the injection
pressure increased
due to the higher heatrelease rate from the
higher injection
pressure. It can be
seen that Nox
increases dramatically
as the pilot injection
timing approaches the
main injection timing
because of a high rate
of heat release.
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Jyotirmoy
Barman, R.P.
Gakkhar,
Vineet Kumar,
Vipin Kumar,
Sunita
Gakkhar[14]
2008 Experimental
Investigation of
Bio-Diesel
Droplet Ignition
Ignition
delay of bio-
diesel and its
blends with
diesel at
differentatmosphere
condition has
been
measured
with
different
droplet
diameter.
1. Ignition Delay Bio-
Diesel fuel has longer
ignition delay than
diesel fuel.
2. The ignition delay
decreases for blends
and depends on the
amount of diesel in
the blend of diesel
and bio-diesel.
3. Activation Energy
of diesel and bio-
diesel calculated.
K. Anbumani
and Ajit Pal
Singh[3]
2010 Performance of
Mustard & Neem
oil blends
Blending
with pure
diesel in the
ratio of
10:90,
15:85,
20:80, and
25:75 by
volume
Engine
(C.I.) was
run at
different
loads (0, 4,
8, 12, 16,
and 20 kg)
at a
constant
speed (1500
rpm)
separatelyon each
blend and
also on pure
diesel.
1. Blending vegetable
oils with diesel a
remarkable
improvement in their
physical and chemical
properties was
observed. Cetane
number came to be
very close to purediesel.
2. However, mustard
oil at 20% blend with
diesel gave best
performance as
compared to neem oil
blends in terms of low
smoke intensity,
emission of HC andNox.
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T. Balusamy
and R.
Marappan
2010 Effect Of Injection
Time And
Injection Pressure
On CI Engine
Fuelled With
METPSO(Methyl
Ester Of Thevetia
Peruviana Seed
Oil)
Study the effect
of injection
timing and
injection
pressure on
diesel engine
fuelled with
methyl ester of
thevetia
peruviana seed
oil on
automated,
single cylinder,
constant speed,
and direct
injection diesel
engine.
1. Initial phase of
combustion, the
premixed part.
Advancing the
injection timing by
40crank angle (from
230 to 270bTDC)
resulted in the
following
improvements at full
load:
Increase in the
brake thermal
efficiency from
31.22% to
33.41%.
Reduction in CO
emission to 25%.
Reduction in the
HC level from 9.5
to 7.7 ppm.
Reduction in
smoke level from
48% to 35%.
2. By optimizing the
injection pressure
(225 bar) and
injection timing
(27bTDC) the
performance and
emissions of the
engine with METPSO
can be improved
significantly.
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Jinlin Xue,
Tony E. Grift,
Alan
C.Hansen[13]
Nov 2010 Effect of Bio-
Diesel on engine
performances and
emissions
For CI engines,
Bio-Diesel
instead of diesel
has been
increasingly
fuelled to study
its effects on
engine
performances
and emissions in
the recent 10
years. Studies
have been rarely
reviewed to
favour
understanding
and
popularization
for Bio-Diesel
so far for Bio-
Diesel engine
performances
and emissions,
were citedpreferentially
since 2000 year.
From these
reports, the
effect of Bio-
Diesel on engine
power,
economy,
durability and
emissions
including
regulated and
non-regulated
emissions, and
the
corresponding
effect factors are
surveyed and
analysed in
The use of Bio-Diesel
leads to the
substantial reduction
in PM, HC and CO
emissions
accompanying with
the imperceptible
power loss, the
increase in fuel
consumption and the
increase in NO
emission on
conventional diesel
engines with no or
fewer modification.
And it favours to
reduce carbon deposit
and wear of the key
engine parts.
Therefore, the blends
of Bio-Diesel with
small content in place
of petroleum diesel
can help incontrolling air
pollution and easing
the pressure on scarce
resources without
significantly
sacrificing engine
power and economy.
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3.2 Objectives of Study
From the reviewed literature following objectives has been derived for proposed research
work:
1. The insight of literature gives glimpse of combustion of Bio-diesel droplet in various
conditions. Present study will undertake to compare the ignition behaviour of diesel, bio-
diesel and blends of diesel (particularly for Jatropha Oil) and bio-diesel (by varying the
percentage of diesel in the bio-diesel fuel) under varying temperature ranges and droplet
diameter.
detail.
Mohammed
EL-Kasaby &
Medhat A.Nemit-allah
[9]
2012 Researched on
ignition delay
period &performance test
for Jatropha oil
Bio-Diesel
Jatropha-curcas
as a non-edible
methyl esterBio-Diesel fuel
Combustion
characteristics as
well as engine
performance are
measured for
different Bio-
Diesel diesel
blends
1. It has been shown
that B50 gives the
highest peak pressureat 1750 rpm, while
B10 at low speed,
1000 rpm.
2. Higher percentage
of NO in case of Bio-
Diesel compared with
that of diesel is
attributed to the
higher combustiontemperature of
oxygenated Bio-
Diesel resulted from
advanced injection.
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2. From this study, behaviour of the fuels such as ignition delay, Activation Energy and
Droplet Diameter will be studied.
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4.0 EXPERIMENTAL DETAILS:
Experimental investigation will be carried out for the study of droplet ignition of suspended
fuel in a chamber of fire brick with high temperature environment at atmospheric pressure.
Below figure shows the different part with their salient features in the experimental set up. It
will be divided into three different sub systems,
A. Droplet Formation
B. Furnace Chamber
C. Observation and Photographic Recording System
4.1 Sub Systems of Experimental workIn following section the sub system are briefly explained.
4.1.1 Droplet Formation:
A very fine nozzle will draw from diameter glass tube by heating it with oxyacetylene flame.
The nozzle fix on to the glass syringe. Fine droplets miniature dimension will be produced by
applying pressure to the syringe. The droplet will be introduced into the furnace.
4.1.2 Furnace Chamber:
An experimental set up planned as under:-
A fire bricks chamber with inner dimensions of 500 300 250 mm having two windows
130 50 mm on the two opposite walls of the furnace will made to record the droplet
ignition photographically. One opening on the side wall (40 mm diameter) will made for the
introduction of suspended in the furnace. There will one opening hole of diameter 40 mm for
inserting the suspended fuel droplet to the furnace.
The furnace will be heated with the help of six numbers 1 KW Nicrome wire wounded
heaters. The locations of heaters are shown in the Figure 4.1.
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Fig.4.1 Schematic of Furnace Chamber
(1)Opening Port (Diameter of 40 mm);(2)Combustion Chamber;(3)Nicrome Wire Wounded
Heater(6 Numbers);(4)Windows(130 x 50 mm);(5) Firebricks(6)Thermocouple(3 Numbers).
4.1.3 Proposed Specification Of Furnace:
Here is the proposed technical specification of finance in which the fuel combustion will be
carried out, it is tentative, and it may be changed after fabrication of the experimental set up.
Table 4.1 proposed specification of furnace
Component Dimension
Furnace Chamber Internal Length 500 mm
Internal Width 300mm.
Height 250 mm
Fire Bricks Insulation Purpose
Nicrome Wire Wounded Heaters Capacity of 1 Kw.
Diameter 12 mm
Thermocouple Chromel - Alumel
Digital Temperature Indicator Display Temperature Reading in C
Variac Capacity 0-260 V
The temperature in the furnace will be controlled by varying the current flow through the
Nicrome wire wounded heaters with the help of variacs. A 5 mm diameter Chromel-Alumel
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5.0 Work Plan:
Table 5.1 work plan for the dissertation work
Work Plan Phase I Phase II
Sr.
No.Stage
May-
13
Jul-
13
Aug-
13
Sep-
13
Oct-
13
Nov-
13
Dec-
13
Jan-
14
Feb-
14
Mar-
14
Apr-
14
May-
14
1Selection of Work
Area
2 Literature Review
3Problem
Identification
4
Further Literature
Review
5 Experimental Setup
6Bio-diesel
Preparation
7Performance
Testing
8Results and
Discussion
9 Report Writing
5.1 Objectives achieved and to be achieved:
1. As mentioned in above table the after adequate literature review for the selected work
the, the objective of the work is well defined.
2. Sources to purchase the main components and equipments which are related to the
experimentation work are searched out, yet to acquire.
3. As per objective, the design of furnace is ready and it will be fabricated soon.
4. The report writing is started with completion of 3 chapters.
List of Publications:
A review paper with the title A review study on Bio-Diesel Droplet Ignition is under
process for publication in International Journal Of Engineering Research And
Technology(ISSN:2278-0181) which relevant with this dissertation.
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Page 22
6. References:
1. Dr. Tiwari, Report of Committee on Development of Biofuel Planning commission
ofIndia, April 2003.
2. S.C. Anthony Lam and Andrzej Sobiesiak, Biodiesel Droplet Combustion Journal
of KONES Powertrain and Transport, Vol. 13, No. 2.
3. K. Anbumani and Ajit Pal Singh , Performance Of Mustard And Neem Oil Blends
With Diesel Fuel In C.I. Engine ,ARPN Journal of Engineering and Applied Sciences
ISSN 1819-6608 VOL. 5, NO. 4, APRIL 2010.
4. M. Renksizbul and M. Bussann Multicomponent droplet evaporation at intermediate
Reynolds numbers, Hear Mass Transfer. Vol. 36,No. lI,pp.2827-2835, 1993.
5. Chandrasekhar an, et al. Effect of Biodiesel, Jet Propellant (JP-8) and Ultra LowSulphur Diesel Fuel on Auto-Ignition, Combustion, Performance and Emissions in a
Single Cylinder Diesel Engine Journal of Engineering for Gas Turbines and Power ,
FEBRUARY 2012, Vol. 134 / 022801 by ASME.
6. Hyun Kyu Suh et.al. Spray and Combustion Characteristics of Biodiesel/Diesel
Blended Fuel in a Direct Injection Common-Rail Diesel Engine - Journal of
Engineering for Gas Turbines and Power MAY 2008, Vol. 130 / 032807 2008 by
ASME.
7. C. K. LAW, Recent Advances in Droplet Vaporization and Combustion publish in
Progress in Energy Combustion Science, Vol. 8. pp. 171-201.
8. Jiunn-Shyan Huang and Tsong-Sheng Lee Comparison of Single-Droplet
Combustion Characteristics between Biodiesel and Diesel, ICLASS-2006 Aug.27-
Sept.1, 2006, Kyoto, Japan Paper ID ICLASS06-140.
9. Mohammed EL-Kasaby, Medhat A. Nemit-allah Experimental investigations of
ignition delay period and performance of a diesel engine operated with Jatropha oil
biodiesel Alexandria Engineering Journal (2013) 52.page 141-149.
10. Sergei Sazhin et.al. Biodiesel Fuel Droplets Modelling of Heating and Evaporation
Processes, August 2013, university of Brighton.
11. Guangwen Xu et. al. Combustion characteristics of droplets composed of light cycle
oil and diesel light oil in a hot-air chamber published paper in Elsevier Science Ltd.
PII: S0 01 6 - 2 36 1 (0 2) 00 2 764 page Fuel 82 (2003) 319330.
12. C. H. Wang, X. Q. LIU, And C. K. LAW, Combustion and Micro explosion of
Freely Falling Multicomponent Droplets COMBUSTION AND FLAME 56: 175-
197 (1984) 175, NREL/TP-540-43672.
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Page 23
13. By Jinlin Xue et al. Effect of biodiesel on engine performances and emissions
Renewable and Sustainable Energy Reviews journal 15(2011)1098-1116.
14. Jyotirmoy Barman et al. Experimental Investigation of Bio-Diesel Droplet Ignition,
International Journal of Oil, Gas and Coal Technology, 2008 Vol.1, No.4, pp.464
477.
15. S.H.M. El-Bahnasy, M.M. El-Kotb, Shock Tube Study for the Measurement of
Ignition Delay Period of 1, 2-Epoxy Propane and n-Hexane. In: 6th International
Conference in Fuel Atomization and Spray Systems, ICLASS-94, Ruene, France,
1994.
16. J.B. Heywood, Internal Combustion Engine Fundamentals, McGraw Hill Book Co.,
1988.
17. http://personal.mecheng.adelaide.edu.au/marcus.boyd/Marcus%20Boyd%20Short.pdf
18. http://www.sciencedirect.com/science/article/pii/S0016236113002172
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Appendix A ABBREVIATIONS
BSEC Brake Specific Energy Consumption
BSFC Brake Specific Fuel Consumption
BTE Brake Thermal Efficiency
CV Calorific Value
CaO Calcium Oxide
CI ENGINE Compression Ignition Engine
CNG Compressed Natural Gas
CO Carbon Monoxide
CO2 Carbon Dioxide
cSt Centistokes
DI ENGINE Direct Injection Engine
EGT Exhaust Gas Temperature
HC Hydrocarbon
HSD High Speed Diesel
IC ENGINE Internal Combustion Engine
IDI ENGINE Indirect Injection Engine
JCO Jatropha Curcas Oils
KOH Potassium Hydroxide
LNG Liquefied Natural Gas
LPH Litre per Hour
LPM Litre per Minute
MEK Methyl Ester of Karanj
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Mha Million Hectare
MMSCMD Million Standard Cubic Metres per Day
MMT Million Metric Tonne
MPNG Ministry of Petroleum and Natural Gas
NaOH Sodium Hydroxide
NO Nitrogen Oxide
NO2 Nitrogen Dioxide
NOME Neem Oil Methyl ester
NOX Oxides of Nitrogen
PAH Polycyclic Aromatic Hydrocarbons
PPM Particles Per Million
RPM Revolutions per Minute
SAE Society of Automotive Engineers
SVO Straight Vegetable Oil
TDC Top Dead Center
TEL Tetra Ethyl Lead
WPO Wood Pyrolysis