Experimental Analysis on Engine Performance and … · diesel engine using biodiesel ... has been a...

International Review of Mechanical Engineering (I.RE.M.E.), Vol. 6, N. 3 ISSN 1970 - 8734 March 2012

Special Section on “Regional Conference on Automotive Research (ReCAR2011)”

Manuscript received and revised February 2012, accepted March 2012 Copyright © 2012 Praise Worthy Prize S.r.l. - All rights reserved

659

Experimental Analysis on Engine Performance and Emission Characteristics Using Biodiesel Obtained from Non-Edible Oil

A. M. Liaquat, H. H. Masjuki, M. A. Kalam, M. Varman, M. A. Hazrat Abstract – There are concerns that biodiesel feedstock may compete with food supply in the long term, if the raw materials are vegetable virgin oils only. Therefore, throughout the world, large amounts of non-edible oil plants are available in nature. In this paper, experimental study has been carried out to analyze engine performance and emission characteristics for direct injection diesel engine using biodiesel obtained from non-edible oil such as jatropha oil and was blended with diesel fuel (DF) by 5% (JB5), 10% (JB10), 15% (JB15) and 20% (JB20) volumetrically without any engine modifications. Due to the presence of molecular oxygen, biodiesel undergoes improved combustion in the engine and has less polluting emissions in comparison with normal diesel fuels. Engine performance test was performed at 100% load keeping throttle 100% wide open with variable speeds of 1500 to 2400 rpm at an interval of 100 rpm. Whereas, emission tests were carried out at 2300 rpm at 100% and 80% throttle position. As results of investigations, there has been a decrease in torque and brake power, while increase in specific fuel consumption (sfc) has been observed for all biodiesel blend fuels over the entire speed range compared to DF. In case of engine exhaust gas emissions, reduction in HC, CO and CO2 were found for all blends. Besides, sound level for blend fuels was also reduced compared to DF. It can be concluded that jatropha biodiesel blend fuels can be used in diesel engines without any engine modifications and have beneficial effects both in terms of emission reductions and alternative petroleum diesel fuel. Copyright © 2012 Praise Worthy Prize S.r.l. - All rights reserved. Keywords: Engine Performance, Emission, Jatropha Biodiesel, Non-Edible Oil

I. Introduction According to the US department of energy, the

world’s oil supply will reach its maximum production and midpoint of depletion sometime around the year 2020 [1]. Therefore, due to the crises of fossil fuel depletion and environmental degradation, interest has been increased globally in use of biodiesel fuels, having characteristics of renewability, biodegradability and beneficial effects on environment [2]-[4]. Biodiesel is the fuel that can be produced from straight vegetable oils, edible and non-edible, recycled waste vegetable oils, and animal fat [5].

To evaluate the engine performance of different biodiesel blends, several experimental investigations have been carried out by researchers around the world. Generally a slight power loss, reduction in torque and increased brake specific fuel consumption (bsfc) were observed in case of biodiesel fuelled engines. Besides it reduces the emissions of carbon monoxide (CO), hydrocarbon (HC), sulfur dioxide (SO2), polycyclic aromatic hydrocarbons (PAH), nitric polycyclic aromatic hydrocarbons (nPAH) and particulate matter (PM). However, a majority of research results have indicated an increase in nitrogen oxides (NOx) [6]-[10].

According to the study conducted by Carraretto et al. [9] on six cylinders direct injection diesel engine has

reported that the increase of biodiesel percentage in the blend involves a slight decrease of both power and torque over the entire speed range. In particular, with pure biodiesel there was a reduction by about 3% maximum power and about 5% of maximum torque. Moreover, with pure biodiesel, the maximum torque was found to have reached at higher engine speed. Similar results were reported by Aydin and Bayindir [11] using cottonseed oil methyl ester (CSOME). However, a decrease of CO, NOx and SO2 emissions were observed in the same study. Ghobadian et al. [12] reported similar power and torque output with higher bsfc using waste cooking biodiesel when compare to diesel fuel, whereas in terms of exhaust emissions, lower CO and HC emissions were reported. In another work [13], Engine performance and emissions in a single cylinder diesel engine have been studied using biodiesel obtained from Safflower seed oil. The biodiesel was blended with diesel fuel by 5% (B5), 20% (B20) and 50% (B50) volumetrically. Performance reductions were found as 2.2%, 6.3% and 11.2% for B5, B20 and B50 fuels, respectively. Bsfcs were increased by 2.8%, 3.9% and 7.8% as average for B5, B20 and B50, respectively. Considerable reductions were recorded in PM and smoke emissions with the use of biodiesel. CO emissions also decreased for biodiesel blends while NOx and HC emissions increased.

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A. M. Liaquat, H. H. Masjuki, M. A. Kalam, M. Varman, M. A. Hazrat

Copyright © 2012 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. 6, N. 3 Special Section on “Regional Conference on Automotive Research (ReCAR2011)”

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The use of edible oil to produce biodiesel in many countries is not feasible in view of a big gap in the demand and supply of such oils for dietary consumption. Therefore, it should be focused on the inedible oils such as Jatropha curcas, M. indica, Ficus elastica, Azardirachta indica, Calophyllum inophyllum, neem, P. pinnata, rubber seed, mahua, silk cotton tree and tall oil microalgae whose potential availability can easily be found and these are very economical comparable to edible oils [14]. The cost of feedstocks accounts about 60–80% of the total cost of biodiesel production. Therefore, the problem of high feedstock cost can also be mitigated by the selection of non-edible vegetable oil for the production of biodiesel [15].

As Malaysia’s biodiesel production is mainly palm oil based though it has taken some initiative to introduce jatropha production in mass level. Jatropha is also getting importance for a yield factor of 1.2 tons/ha with about 0.8 kg/m2 production of seeds per year. Jatropha is a potential second generation biodiesel feedstock, though it still requires more research and development [16]. Comprehensive studies were carried out in terms of jatropha plantation, its preparation as biodiesel and its engine performance and emissions [17]-[21]. It has been also reported that among the vegetable oils, jatropha oil exhibits very good properties. It is a non-edible oil, its calorific value and cetane number are higher compared to many others. The jatropha plant can grow almost anywhere, even on gravely, sandy and saline soils. Its water requirement is very low [22]. Based on the studies available with these advantages, jatropha oil is seen as one of the best substitutes to fossil diesel supply.

Objective of the present study is to determine the suitability of using biodiesel derived from non-edible oil such as jatopha oil to investigate the effect of jatropha biodiesel addition (5%, 10%, 15% and 20% in volume) with conventional DF, on performance and emission characteristics of a DI diesel engine.

II. Experimental Methodology The schematic of the experimental apparatus is shown

in Fig. 1. The test bed contains instruments for measuring various parameters such as engine torque, fuel consumption, air flow rate, fuel and air temperatures, sound level and exhaust emissions. A one-cylinder, four-stroke diesel engine is selected for the study. It is a water-cooled, naturally aspirated DI diesel engine. Its major specifications are shown in Table I. Two fuel tanks, one for DF and another for blend fuels, were used for supplying the fuels to the test engine. The engine is coupled to an eddy current dynamometer. The essential fuel properties for the proper operation of diesel engine are given in the Table II.

In order to calculate mean values, each test was repeated three times.

In this study, engine performance test was run at 100% load keeping throttle 100% wide open. Engine test conditions were monitored by Dynomax-2000 software

through a lap top connected to engine test bed. All engine performance data were measured at “Step RPM Test” mode. Therefore, the tests were conducted at the engine speeds ranging between 1500 and 2400 rpm with intervals of 100 rpm conditions.

Fig. 1. Schematics of diesel test engine and setup

TABLE I SPECIFICATIONS OF THE TEST ENGINE

Engine Type 4-Stroke DI Diesel Engine Number of cylinders One

Aspiration Natural aspiration Cylinder bore x stroke (mm) 92 x 96

Displacement (L) 0.638 Compression ratio 17.7

Maximum engine speed (rpm) 2400 Maximum power (kW) 7.7 Injection timing (deg.) bDTC 17.0

Injection pressure (kg/cm2) 200 Cooling system Radiator cooling

Power take-off position Fly wheel side

TABLE II FUEL PROPERTIES

Parameters JB5 JB10 JB15 JB20 DF Kinematic viscosity

@ 400C (mm2/s) 3.42 3.46

3.51 3.53 3.39

Heating value (J/kg) 45.41 45.11 44.84 44.67 45.55 Density @ 400C

(gm/cm3) 0.83 0.832 0.832 0.834 0.82

Flash point (K] 350 356 360 368 345 Cetane number - 49 - 51 - In order to examine the emission characteristics, a

portable BOSCH exhaust gas analyzer (model ETT 0.08.36) was used to measure the concentration of exhaust gases of the test engine such as hydrocarbon (HC) in part per million (ppm) while carbon monoxide (CO) and carbon dioxide (CO2) in percentage volume (%vol).

The emissions of different pollutants were measured at speeds 2300 rpm under 100% and 80% throttle position.

To measure the noise level, NI Sound Level Measurement System was adopted. In this regard, the PCB 130 Series of Array Microphones (microphone model 130D20) was employed.

All of PCB microphones come with certificate of

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calibration and compliance with ISO 9001, and ANSI/NCSL Z540-1-1994. In this research work, sound level was measured at different brake mean effective pressures (bmep) such as 0.98 bar, 1.48 bar, 1.97 bar, 2.46 bar and 2.95 bar respectively.

Sound level were taken from five directions at 1 meter away from the test engine bed such as front, rear, left, right and top.

III. Results and Discussions

III.1. Engine Performance

III.1.1. Engine Torque

The effects of jatropha biodiesel addition (% in volume) on the engine torque with respect to the engine speed are shown in Fig. 2.

Fig. 2. Variation of engine torque with respect to engine speed Considering torque performance with all the blend

fuels tested, it can be said that the trend of these parameters as a function of speed is almost similar to net DF.

Torque initially increases with increasing of engine speed until it reaches a maximum value and then decreases with further increasing engine speed. There are two main factors due to which the torques of the engine decreased.

The first one is considered to be the lowered volumetric efficiency of the engine due to the increase in the corresponding engine speed.

The second one is thought to be the augmentations in the mechanical losses [23].

The maximum torque values were observed at 2200 rpm of engine, for all test fuel samples. However, the torque of the engine fuelled with DF is higher than that of blend fuels.

The reason for the reduction of torque with blends can be attributed to the lower heating value of the fuel.

Over the entire speed range, the average torque reduction compared to DF is found as 0.63% for JB5, 1.63% for JB10, 2.57% for JB15 and 3.11% for JB20.

III.1.1.1. Engine Brake Power

The variation in the brake power of the test engine as a function of the engine speed for DF, JB5, JB10, JB15 and JB20 are presented in Fig. 3.

It can be seen that brake power increases with increasing engine speed until 2200 rpm and then power starts to decrease due to the effect of higher frictional force.

The engine brake power for DF was found higher than those obtained for blends.

The lower brake power by all blend fuels as compared to DF is mainly due to their respective lower heating values.

Average power reduction over the entire speed range compared to diesel fuel for JB5, JB10, JB15 and JB20 found as 0.67%, 1.66%, 2.62% and 3.08% respectively.

Fig. 3. Variation of brake power with respect to engine speed

III.1.1.2. Brake Specific Fuel Consumption (Bsfc)

Fig. 4 shows the bsfc of DF and blend fuels as a function of engine speed at various mixing ratios. The bsfc is a parameter that reflects how good the engine performance is. The bsfc for the tested fuels is found slightly higher than that for DF. These increased fuel consumptions for blend fuels are because they contain oxygen content in the fuels, which result in the lower heating value [19].

The lower heating values and higher densities of those fuels require larger mass fuel flows for the same energy output from the engine, leading to the increase of the brake specific fuel consumption to compensate the reduced chemical energy in the fuel [24], [25].

However, it has been observed that at some lower engine speeds for blend fuels, the bsfc values were lower than that of DF.

The reason for lower fuel consumption for blend fuels may be because of the improved combustion due to the inherently oxygen containing [6].

Over the entire speed range, the average increase in bsfc value compared to DF is found as 0.54% for JB5, 1.004% for JB10, 1.41% for JB15 and 2.24% for JB20.

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Fig. 4. Variation of bsfc with respect to engine speed

III.2. Engine Exhaust Emissions

III.2.1. Hydrocarbon (HC) Emission

The effects of jatropha biodiesel addition on the HC emissions at 2300 rpm at 100% and 80% throttle position are shown in Fig. 5. As reported by other authors, the oxygenated compounds available in the blends improve the fuel oxidation reducing HC emissions [26]. When the oxygen content of fuel blend is increased, it requires less oxygen for combustion. However, oxygen content of fuel is the main reason for more complete combustion and HC emission reduction. Another, higher cetane number of blends reduce the combustion delay, and such a reduction has also been related to decreases in HC emissions [27[-[29]. In Fig. 5, it can be seen that average reduction in HC compared to DF for JB5, JB10, JB15 and JB20 at 2300 rpm and at 100% throttle position, was found as 8.96%, 11.25%, 33.33% and 39.60%, whereas, at 80% throttle position, reduction was 15.64%, 29.82%, 42.25% and 49.86% respectively.

Fig. 5. HC emissions at 2300 rpm engine speed

III.2.2. Carbon Monoxide (CO) Emission

Figs. 6 shows the variations of CO emissions at 2300 rpm at 100% and 80% throttle position. For blend fuel

mixtures CO emission was lower than that of DF, because blend fuels contain some extra oxygen in their molecule that resulted in complete combustion of the fuel and supplied the necessary oxygen to convert CO to CO2 [30]. In another study, it has been reported that blend fuels have some higher cetane munber, which results in the lower possibility of formation of rich fuel zone and thus reduces CO emissions [31]. As compared to DF, average reduction in CO at 2300 rpm and at 100% throttle position was found as, 17.23% for JB5, 25.90% for JB10, 35.21% for JB15 and 46.44% for JB20, whereas, at 80% throttle position, reduction in CO was observed as 20.70 for JB5, 33.24% for JB10, 42.27% for JB15 and 52.62% for JB20 respectively.

Fig. 6. CO emissions at 2300 rpm engine speed

III.2.3. Carbon Dioxide (CO2) Emission

The carbon dioxide (CO2) emissions for using DF and biodiesel blend fuels at 2300 rpm speed at 100% and 80% throttle conditions are shown in Fig. 7.

Fig. 7. CO2 Emissions at 2300 rpm

It can be seen that the CO2 emission compared to DF decreased for all the blend fuels. This may be attributed to the fact that blend fuels have a lower elemental carbon

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to hydrogen ratio than DF. The burning of blend fuels with air will therefore form lower CO2 emission than DF. As shown in Fig. reduction in CO2 compared to DF at 2300 rpm and at 100% throttle position was found as 18.71% for JB5, 20.83% for JB10, 22.93% for JB15 and 32.31% for JB20, whereas, at 80% throttle position, reductions was observed as 4.98% for JB5, 10.0% for JB10, 13.65% for JB15 and 22.51% JB20 respectively.

III.3. Engine Noise Emission

The emission of noise is different from that of air pollutants or climate gases, as noise effects are restricted to the time of emission [32]. The diesel engine is known to produce much more noise than that produced by the spark ignition engine [33]. The maximum pressure rise rate is a measure of the combustion noise and it is directly related to it. Higher pressure rise rate produces higher combustion noise and vice versa. The reduction in

the ignition delay period causes the maximum pressure rise rate (dp/dӨ) to decrease so the engine will be running more smoothly especially at higher engine speeds due to increase in the mixing between air and fuel which makes the combustion to start smoother and hence decreases the ignition delay period [34]. Therefore shorter ignition delay reports for biodiesel and blends have been investigated by many authors [35]-[37]. In Figs. 8 (a) –(e), the sound level at different directions of test bed using jatropha biodiesel blend fuels and DF in the engine showed that among all the directions (front, rear, left right and top), only front side from each sample produced the highest level of the sound. Therefore in Fig. 8(f), only front side has been selected for all fuel samples. It can be seen from Fig. 8(f), that the sound level for all blend fuels is decreased compared to DF and increased as the load (bmep) increased for each fuel sample.

(a) (b)

(c) (d)

(e) (f)

Figs. 8. Sound level at different directions with different percentage of jatropha biodiesel

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Lower sound level compared to DF may also be attributed due to some higher viscosities of blend fuels which produced lubricity and damping and thus resulted in decrease of sound level. Secondly, higher cetane number of blend fuels may decrease the ignition delay which causes the maximum pressure rise rate to decrease so the engine produced lower sound level.

Besides, it was noted that engine noise emissions were reduced as the per cent of biodiesel increased in the blends which increased the fuel oxygen content in blend fuels and finally it improved combustion efficiency.

IV. Conclusion In this study, the engine performance and emission

characteristics were investigated using biodiesel obtained from non-edible oil such jatropha oil and were compared with diesel fuel (DF). The experimental result of this research work can be summarized as follows.

Engine torque and brake power for all blend fuels were decreased when compared to DF, mainly due to their respective lower heating values. The bsfc values for biodiesel blends were higher than that of DF due to lower heating values and higher densities. It is also noted that at some lower engine speeds, the bsfc values for blend fuels were found lower than that of DF because of the improved combustion due to the inherently oxygen containing.

In case of engine exhaust gas emissions, reduction in HC, CO and CO2 were found for all blend fuels compared to DF. Besides, blend fuels produced lower sound levels in comparison with the DF due to many factors including increase in oxygen content, reduction in the ignition delay, higher viscosity, lubricity etc. However, JB20 shows reduced sound level.

Acknowledgements The authors would like to acknowledge University of

Malaya for the financial support through project No. UM.C/HIR/MOHE/ENG/O7, UMRG grant No. RG040-09AET., PPP, No. PS114/2010A and PS090/2009C.

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