COMPARATIVE STUDY ON PERFORMANCE AND EMISSION …€¦ · 1-Engine, 2- Fly wheel 3-Eddy current...

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International Journal of Mechanical Engineering and Technology (IJMET)

Volume 8, Issue 9, September 2017, pp. 293–304, Article ID: IJMET_08_09_031

Available online at http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=9

ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

COMPARATIVE STUDY ON PERFORMANCE

AND EMISSION CHARACTERISTICS OF

SINGLE CYLINDER DIESEL ENGINE USING

HONGE OIL AND ITS METHYL ESTER

BLENDED WITH DIESEL AS FUEL

Veerbhadrappa Telgane

Research Scholar, School of Mechanical Engineering,

REVA University, Bangalore, India

Sharanappa Godiganur

Prof. School of Mechanical Engineering,

REVA University, Bangalore, India

Jaikumar

Research Scholar, Visvesvaraya Technological University,

Belagavi, India

ABSTRACT

The fossil fuels are the major contributors for Global warming and Air pollution.

Modifications of Fuels, plays an important role in increasing or decreasing the engine

efficiency with reduced emissions. The present work is carried on fuel modifications

for CI Engine. Initially the diesel engine was operated with various blends (up to 40%

by volume) of Honge oil with diesel at constant speed and for different loads. From

the experimental study proved that (D80PO20) is the best fuel ratio compared to other

blends. In second phase the engine was operated with various blends of honge

biodiesel with diesel (up to 100% Blend) at different loads and at constant rated

speed. The results obtained in both experiments were compared for performance and

emission. The results obtained reveals that the biodiesel from honge oil is quite

suitable as an alternate fuel for diesel engine.

Key words: Transesterification, Performance, Pongamia oil, Emission.

Cite this Article: Veerbhadrappa Telgane, Sharanappa Godiganur, Jaikumar,

Comparative Study on Performance and Emission Characteristics of Single Cylinder

Diesel Engine Using Honge Oil and its Methyl Ester Blended with Diesel as Fuel,

International Journal of Mechanical Engineering and Technology 8(9), 2017, pp.

293–304.

http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=9

Veerbhadrappa Telgane, Sharanappa Godiganur, Jaikumar


1. INTRODUCTION

The forecasted shortages, increasing crude oil prices, climate change concerns and the need

for increased income and employment opportunities in rural areas have pushed bio-diesel to

the center stage of policy debate world over. Biodiesel production is growing rapidly every

year [1]. Europe is the current leader in biodiesel production derived from vegetable oil crops

such as soybean, palm and rapeseed among other crops but in developing countries due to

scarcity of edible oil, lack of technology and high production cost edible oil seeds could not

be used as a feedstock for biodiesel. Production as the edible oil is still being imported into

the country to feed the people. Expansion of palm plantation in Malaysia & Indonesia has

resulted in large deforestation. Brazil and United states are already the largest producers of

bio-fuels. The U.S. is committed to produce more ethanol production in the coming years [2].

The Europe countries announced to use 10% of their transportation fuel with Biodiesel in

2020. India is also committed to produce 5-10% blending of ethanol with petrol and biodiesel

with high-speed diesel in the next 5 years.

Many country depending upon their availability of feedstock they producing methyl esters

of the corresponding feedstocks. India is having huge barren area that can be used to grow the

pongamia trees. These are also compatible to Indian land and we can produce around 97 lakh

tonnes of oil seeds every year. These seeds include Neem, Mahua, Caster, Pongamia etc. All

seeds can be used to produce oils. Some oils like pongamia oil can be directly blended with

D2 Diesel. In this paper experiment is carried out use of 40% oil with 60% Diesel.

2. MATERIALS & METHODS

2.1. Karanja Oil

Pongamia oil is obtained from the seeds of pongamia tree, the seeds are first dried thoroughly

before extracting the raw pongamia oil. First, the outer shell is removed and then the seeds are

crushed in the crusher / oil expeller and the raw oil will be obtained. Now, this oil further is

filtered to remove any fine seeds residues and finally the filtered oil will be heated to remove

any moisture content in the oil.

The properties of refined raw pongamia oil which is used for the production of biodiesel

are shown in Table 1.

Table 1 Properties of crude pongamia oil

Sl.

No.

Properties

Pongamia oil

(crude)

1 Density(kg/m

3)

940

2 Kinematic viscosity at

40°C(mm2/s)

43.7

3 Calorific value(kJ/kg)

37,590

4 Flash point(°C)

225

5 Fire point(°C)

230

6 Acid Value (g/KOH) 5.7

Comparative Study on Performance and Emission Characteristics of Single Cylinder Diesel

Engine Using Honge Oil and its Methyl Ester Blended with Diesel as Fuel


Figure 1 Flow chart of production of biodiesel from pongamia crude oil

2.2. Methodology

The procedure adopted to extract biodiesel followed as shown in the Figure 1. The first stage

reaction involved in the production of biodiesel is known as acid transesterification.

Pongamia oil extracted from the pongamia seeds consist of high FFA contents which were

causing the transesterification difficulty. Hence, this necessitated the use of first stage. This is

a type of reaction that takes place in the presence of methanol (30% by volume) and sulphuric

acid (0.5% by volume) at 60˚c with constant stirring (500-600 RPM). After acid

transesterification it allowed to settle down in the separating flask to separate impurities

which were dissolved in the methanol as an upper layer and oil in the lower layer. The oil is

separated and taken for 2nd

stage.

The settled lower layer of the earlier stages having low FFA is used as a raw material for

the second stage. The product of earlier stages i.e. pure triglycerides is made to react with

methanol (30%) and catalyst, KOH (.012% by weight) for 2.5 - 3 hours at 60˚C with constant

stirring rate as shown in Figure 2. The reacted product of this stage is made to settle down

under gravity. The lower contents which contains glycerol and other impurities are removed

and further excess of alcohol and other impurities present are removed by water wash process.

The water wash product then heated above 110˚C in order to remove the moisture content

present in the POME.

The biodiesel obtained is washed 3 times with warm water at 50-60 degree centigrade to

remove the catalyst and any soap contents. The neat and dry biodiesel obtained after heating

is filtered through filter papers in order to make it ultra-pure and then it is collected in bottles

for further blending and testing purposes [8-10]. The properties of Pongamia Biodiesel is

shown in Table 2.



Table 2 Properties of Pongamia Biodiesel

Figure 2 Base transesterification

2.3. Preparation of Blends

Initially the blends of pongamia crude oil with D2 Diesel was prepared. Four Blends

PO10D90, PO20D80, PO30D70 and PO40D60 (PO-Pongamia Oil and D – Diesel) was used

for performance and emission characteristics. Secondly the pongamia crude oil is directly

blended with Pongamia Oil Methyl Ester (POME). Four blends of Pongamia Biodiesel with

pongamia crude oil was prepared. PO10POME90, PO20POME80, PO30POME70 &

PO40POME60 was tested on the engine. The different blends of Biodiesel was prepared on

volume basis.[11]

3. EXPERIMENTATION

3.1. The Test Engine Specification

The specification of the engine on which the performance and emission test are carried out is

shown in Table 3.1 the Experimental setup is shown in Fig. 3.

Sl.

No.

Properties

Pongamia oil

(Biodiesel)

1 Density(kg/m3)

880

2 Kinematic viscosity

at 40°C(mm2/s)

5

3 Calorific value(kJ/kg)

37,969

4 Flash point(°C)

225

5 Fire point(°C)

230

6 Acid Value (g/KOH) 0.4




Table 3 EngineandDynamometerSpecification

Figure 3 The layout of Experimental set up with instrumentation

1-Engine, 2- Fly wheel 3-Eddy current Dynamometer 4- Burette 5- Diesel tank 6- Supplementary tank

7- Exhaust gas analyzer 8- Air Filter

4. RESULTS AND DISCUSSIONS ON HONGE OIL BLENDED WITH

DIESEL AS FUEL

4.1. Engine Performance

The engine performance with honge oil have been evaluated in terms of BSFC, BSEC, and

BTE at different loading conditions of the engine.

4.1.1. Brake Specific Fuel Consumption

The variation of Brake Specific Fuel Consumption (BSFC) with Brake Power for different

blends of fuels is shown in Figure 4. BSFC decreased with increase in load for all tested

blends. The BSFC for P40 is highest at all the loads and P0 found at the lowest [12]. The

value of BSFC at 0.785 kW for P0, P40 is equal to 0.629 and 0.654 kg/KW-hr respectively.

The value of BSFC at 3.14 kW for P0, P40 is equal to 0.33 and 0.38 kg/KW-hr respectively.

4.1.2. Brake Specific Energy Consumption

The variation of Brake Specific Energy Consumption (BSEC) with Brake Power is shown in Figure 5.

The BSEC is found same for all the blends of fuel at 0.785 kW but when the load is increased the P0

S.No. Parameters Specification

1 Type/ Made TV1 Kirloskar

2 Nozzle Pressure 200 to 225 bar

3 Cylinder Single cylinder, 4 stroke

4 Compression ratio 16.5:1

5 Bore 80 mm

6 Stroke 110 mm

7 Volume of cylinder 553 cc



found least BSEC. The BSEC increases as blend % increased.

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70B

SF

C

(kg

/KW

-hr)

BRAKE POWER (KW)

P0

P10

P20

P30

P40

Figure 4Comparison of BSFC with BP for PO,diesel blends Figure 5 Comparison of BSEC with BP for PO, diesel blends

4.1.3. Brake Thermal Efficiency

Figure 6. Shows the variation of BTE versus load for different blends of Pongamia oil. As the

blend % increases the BTE decreases. The BTE is found lowest for P40 and highest for P0 at

different loads.

Figure 6 Comparison of BTE with BP for PO, diesel blends Figure 7 Comparison of CO with BP for PO, diesel blends

4.2. Engine Emission

The engine emissions with honge oil have been evaluated in terms of CO, HC, and NOx at

different loading conditions of the engine.

4.2.1. Carbon Monoxide

The variation of CO emissions with engine loading for different fuel is compared in Figure 7.

The CO produced with the Oil is in the range of 0.05 to 0.065% which results in maximum

reduction of CO by 70% as compared to diesel.

4.2.2. Hydrocarbon

Figure 8. shows the variation of HC emission level with blends of pongamia oil. The HC

emission is highest for Diesel is 65 ppm and lowest for P40 is 35 ppm.

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

12000

14000

16000

18000

20000

22000

24000

26000

28000

BS

EC

(KJ/K

W-h

r)

BRAKE POWER (KW)

P0

P10

P20

P30

P40

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0

5

10

15

20

25

30

BT

E (

%)

BRAKE POWER (KW)

P0

P10

P20

P30

P40




Figure 8 Comparison of HC with BP for SVO, diesel blends Figure 9 Comparison of NOx with BP for SVO, diesel blends

4.2.3. Nitrogen Oxides

The variation of NOx emission for different blends at different loads is shown in Fig.9. The

NOx emission for P10 to P40 is in the range of 107-1700 ppm and for diesel is in the range of

99-1485 ppm. The NOx emission increases as fuel blends increases due to its more nitrogen

content in the oil.

5. RESULTS AND DISCUSSIONS ON HONGE METHYL ESTER

BLENDED WITH DIESEL AS FUEL

5.1. Engine Performance

The engine performance with Honge Methyl Ester with Diesel blends have been evaluated in

terms of BSFC, BSEC and BTE at different loading conditions of the engine. The different

Biodiesel blends used are B0, B10, B20, B30, B50 and B80.

5.1.1. Brake Specific Fuel Consumption

The variation of brake-specific fuel consumption (BSFC) with load for different fuels

presented in Figure 10. The BSFC is highest for B80 and is lowest for B0. [13][14].

5.1.2. Brake Specific Energy Consumption

The variation in BSEC with load for all biodiesel blends presented in Figure 11. The BSEC is

higher for B80 and is lower for B0. Similar trends of BSEC versus Load for different

biodiesel blends were also reported by some researchers [15, 16].

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70

0.75

BS

FC

(kg

/KW

-hr)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80

Figure 10Comparison of BSFC with BP for POME diesel blends Figure 11 Comparison of BSEC with BP for POME diesel

blends

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0

200

400

600

800

1000

1200

1400

1600

1800

2000

NO

X (

PP

M)

BRAKE POWER (KW)

P0

P10

P20

P30

P40

0.5 1.0 1.5 2.0 2.5 3.0 3.5

12000

14000

16000

18000

20000

22000

24000

26000

28000

30000

32000

BS

EC

(KJ/K

W-h

r)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

35

40

45

50

55

60

65

HC

(P

PM

)

BRAKE POWER (KW)

P0

P10

P20

P30

P40



5.1.3. Brake Thermal Efficiency

The variation of Brake Thermal Efficiency (BTE) for different loads for different fuels is

presented in Figure. 12. The BTE is highest for B20 compared to B80 the probable cause may

be presence of sufficient oxygen content [17].

5.2. Engine Emission

The engine emissions with honge oil have been evaluated in terms of CO, HC, CO2, O2 and

NOx at different loading conditions of the engine.

5.2.1. Carbon Monoxide

The variation of CO emissions with engine loading for different fuel is compared in Fig. 13.

The CO produced with the B80 is in the range of 0.05 to 0.03% which results in maximum

reduction of CO by 60% as compared to diesel [6].

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0

5

10

15

20

25

30

BT

E(%

)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80

Figure 12 Comparison of BTE with BP for POME diesel blends Figure 13 Comparison of CO with BP for POME diesel

blends

5.2.2. Hydrocarbon

Figure 14.Shows HC emission level for different blends of methyl ester of honge oil at

different loads. The least HC 25 ppm is for B80 and highest is for B0 at no load condition. At

full load condition 45 ppm for B0 and 32 for B80.

5.2.3. Nitrogen Oxides

Figure 15. shows the amount of NOx emission for B10 to B80. The HC emission value is in

the range of 123-1805 ppm as compared to that of diesel which varies from 101-1300 ppm

[15].

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0.03

0.04

0.05

0.06

0.07

0.08

0.09

0.10

CO

(%

)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80




Figure 14 Comparison of HC with BP for POME blends Figure 15 Comparison of HC with BP for POME blends

6. COMPARATIVE PERFORMANCE AND EMISSION

CHARACTERISTICS OF ENGINE OPERATED ON SVO+DIESEL

AND BIODIESEL+ DIESEL BLENDS

An experimental study is carried out to evaluate and compare the use of pongamia oil with

diesel and Pongamia methyl esters with diesel in ratio of 40/60 and 20/80, on a standard

single cylinder CI engine. Engine performance in terms of BSFC & BTE emission in terms of

CO and HC are compared.

6.1. Results and Discussion

In all the figures the left bars are used to show Diesel, in the middle used to show

SVO+DIESEL and in the right hand side of the figure to show biodiesel + diesel blends for

full and half load conditions. Values for the same parameter, at half and full loads are marked

as H and F respectively over the bar graphs. The engine emissions with SVO+DIESEL and

BD+DIESEL were evaluated in terms of CO and HC at different loading conditions of the

engine.

6.2. Performance Parameter

Figure 16. shows, the variation of BSFC for the half and the full load, the brake specific fuel

consumption expressed in Kg/ KW-h, for the neat diesel fuel and the SVO & biodiesel blends

(B20 B40). It is observed that, the specific fuel consumption for SVO blend is much higher

and biodiesel blends is little higher than that for the corresponding diesel fuel. The value of

BTE is shown in figure 17 for both loads. There is increase in BTE as the load increases. The

BTE is much less with SVO blend and slightly less with biodiesel blend as compared to

diesel. This may be due to poor mixture formation because of the high viscosity, high density

and low heating value of SVO and biodiesel.

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

10

15

20

25

30

35

40

45

50H

C (

PP

M)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

0

200

400

600

800

1000

1200

1400

1600

1800

2000

NO

X (

PP

M)

BRAKE POWER (KW)

B0

B10

B20

B30

B50

B80



Diesel SVO+Diesel BD+Diesel

0

5

10

15

20

25

30

35

BT

E %

BLENDS TYPE

B20 H

B20 F

B40 H

B40 F

0.3 X Scale

4 Y Scale

Figure 16 Comparison of BSFC of Different Blends Figure 17 Comparison of BTE % for Different Blends


0.00

0.02

0.04

0.06

0.08

0.10

CO

%

VO

L

BLEND TYPES

B20 H

B20 F

B40 H

B40 F


0

10

20

30

40

50

60

70

80

HC

PP

M

BLEND TYPES

B20 H

B20 F

B40 H

B40 F

Figure 18 Comparison of CO % of Different Blends Figure 19 Comparison of HC % for Different Blends

6.3. Emission Parameter

The emission of CO and HC for the different blends of Pongamia oil and Pongamia methyl

ester under half and full load condition is shown in Figure 18 and 19 respectively. The CO

and HC emissions were reduced with the use of SVO and biodiesel of various ratios with

respect to that of the neat diesel fuel, with this reduction being higher, the higher the

percentage of SVO and biodiesel in the blend.

7. CONCLUSIONS

Based on the experimental work on single cylinder C.I engine fueled with blends pongamia

oil and biodiesel of pongamia with diesel as fuel. The following conclusions are obtained at

full load:

BSFC was found to increase by 15.15% when compared between diesel and P40.

BSEC was found to be increased by 7.27% when compared between diesel and P40.

BTE was reduced by 9.4% when compared to diesel at P40.

In emission test we found CO, HC was reduced and NOx increased as the blend percentage

increases

BSFC was found to increase by 14.06% when compared between diesel and B80.


0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

BS

FC

Kg

/KW

.hr

BLENDS TYPE

B20 H

B20 F

B40 H

B40 F

0.3 X Scale

0.06 Y Scale




BSEC was found to be increased by 12.7% when compared between diesel and B80.B20

having lower energy consumption when compared with diesel and also for remaining blends.

BTE was reduced by 9.4% when compared to diesel at B80 and B20 having more thermal

efficiency

In emission test we found that CO reduced 40%, HC was reduced by 27% and NOx increased

by 39%.

This is mainly due to the low calorific value and high specific gravity of the biodiesel and

SVO.

The BSFC of PO + biodiesel is greater than that of POME + diesel and diesel for 20 and 40

percent blends at half and full loads.

The BSFC of PO + biodiesel is greater than that of POME + diesel and diesel for 20 and 40

percent blends at half and full loads.

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