Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
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Transcript of Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
8/20/2019 Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
http://slidepdf.com/reader/full/performance-testing-of-diesel-engine-using-kme-and-dee-blends-with-kerosene 1/5
IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm
A Publisher for Research Motivation........ Email: [email protected]
Volume 3, Issue 6, June 2015 ISSN 2321-6441
Volume 3, Issue 6, June 2015 Page 1
ABSTRACT
The scarcity of traditional fuel such as petrol, diesel etc. may raises the problem of vanishing it in very early years. So the
Biodiesel extracting from edible and non edible seeds like kusum(Schlichera Oleosa), palm, jetrofa e tc. Are great substitute for
diesel after blending in suitable proportional in diesel. Physicochemical properties characterization a mixture of biodiesel and
kerosene were carried out to investigate their potential use as a substituted diesel fuel for domest ic purposes. Biodiesel is mixed
with kerosene to bring many of the beneficial characteristics to be a substituted diesel fuel. Overall physicochemical
characteristics of blending fuel were reduced by the increasing of kerosene concentrations. Kerosene can play a role as a
diluents agent to reduce the characteristic of cold flow properties of biodiesel with Diethyl ether as an additive.
Keywords: Biodiesel, Kusum methyl ester, Diethyl ether (DEE), transesterification
1.INTRODUCTION
Today, the world has two main problems viz. fossil fuel deficiency and environmental degradation. Petroleum is the
largest single source of energy consumed by the world’s population, exceeding coal, natural gas, nuclear, hydro and
renewable. This increasing demand of petroleum’s is 30% by the year of 2020. That’s why, The shortage of petroleum
resources, environmental pollution, energy security, and continuous increasing petroleum costs encourage new studies
or researches to develop alternative renewable fuels. So biodiesel made up from animal fats, seeds of jetrofa, palm,
kusum etc are the substitutes for the petroleum. Diesel fuels are on the heavy end of a barrel of crude oil. This gives
diesel fuel its high BTU content and power, but also causes problems with diesel vehicle operation in cold weather
when this conventional diesel fuel can gel. Similarly, one limitation to the use of biodiesel is the fact that it tends to gel
at low temperatures. Some types of biodiesel freeze at higher temperatures than others, depending on the level of
saturated components in the fuel.
Gelling can be reduced by adding a winterizing agent formulated for biodiesel and diesel fuels. So four parameters like
as pour point, flash point, fire point, cloud point. The leading options to handle cold weather with diesel fuel and
biodiesel are:
Blending with kerosene and kusum methyl ester (KME),
Utilization of an additive that enhances cold flow properties,
Utilization of oxygenated agent Diethyl-Ether (DDE),
This experiment intended to investigate the utilization of a mixture of biodiesel (KME) and kerosene as a substituted
diesel with certain ratio and also to support Government of India for biofuel program and energy security.
2.THE OBJECTIVE OF EXPERIMENT
The purpose of this experiment is to gather data on the effect of introducing the amounts of kerosene into biodiesel as
substituted diesel fuel, particularly for the cold flow characteristics.
3.MATERIALS AND METHODS
3.1 Materials
The biodiesel used for this experiment was produced from kusum oil as feedstock transesterification processing and the
process is conducted at my home by using methanol. Kerosene was obtained by purchasing from market.
3.2 Kusum Oil Extraction
Kusum seeds were collected from local market. Two methods were adopted for extraction of kusum oil from kernel. Bymechanical extraction method these kusum seeds were mechanically processed by using mechanical Expeller to extract
oil followed by filtration. The recovery of oil was calculated to be near about 30%. In n-hexane Solvent extraction
method by using a Soxlet apparatus the oil recovery was 38%. The extraction was carried out in the Renewable Energy
Performance Testing of Diesel Engine Using
KME and DEE Blends with Kerosene: A Review1Pratik K.Channe , Rajesh K. Kulkarni
2
1P.G. Student, Department of Mechanical Engineering, P.R.Pote College of Engineering, Amravati, Maharashtra, India
2Assistant Professor, Department of Mechanical Engineering, P.R.Pote College of Engineering, Amravati, Maharashtra,India
8/20/2019 Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
http://slidepdf.com/reader/full/performance-testing-of-diesel-engine-using-kme-and-dee-blends-with-kerosene 2/5
IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm
A Publisher for Research Motivation........ Email: [email protected]
Volume 3, Issue 6, June 2015 ISSN 2321-6441
Volume 3, Issue 6, June 2015 Page 2
Lab, Petroleum diesel was purchased from nearby fuel filling station. Apparatus used for oil extraction are shown in
Fig.
Figure 1 Mechanical Expeller for Kusum oil extraction
3.3Methods
Transesterification
The trans-esterification is two stage process i) Acid catalysed esterification and ii) Alkaline catalysed trans-
esterification to convert esterifies oil in to methyl ester and glycerol. The esterifies oil (below 4% FFA) was taken for
transesterification in the quantity of 1000 ml. 5 g of KOH was dissolved in to 250 ml of methanol and continuously
stirred for 15 minute. After that this mixture was dissolved in to the 1000 ml of oil. This solution was then continuously
heated and stirred at constant temperature of 55-60˚C for 2 hours. After the reaction is over, solution was allowed to
settle down for 24 hours. Glycerine settles at the bottom and kusum methyl ester rises at the top. Methyl ester was then
separated and purified with warm water. Transesterification.
Figure 2 Biodiesel with Glycerine
3.4 Blend preparation
Biodiesel blending with kerosene was carried out in the following ratios (Diesel:KME:kerosene:DEE), i.e. 0:100:0:0,
75:25:0:0, 65:35:0:0, 70:20:10:0, 70:20:5:5 and 65:20:5:10.Blending processing of biodiesel and kerosene fuel was
Conducted by mixing biodiesel and kerosene through proportional blending or with certain ratio (5-10 %) in
laboratory.
The mixture of biodiesel and kerosene were characterized for their properties such as density, viscosity, flash point, pour point, cloud point, and cetane number. The results were compared with the standard or regulated specification for
diesel fuel.
8/20/2019 Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
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IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm
A Publisher for Research Motivation........ Email: [email protected]
Volume 3, Issue 6, June 2015 ISSN 2321-6441
Volume 3, Issue 6, June 2015 Page 3
Figure 3 Biodiesel blends preparation
4.TEST ENGINE AND FUEL PROPERTIES
The experiments were carried out on a naturally aspirated, water-cooled, 4-cylinder, direct-injection diesel engine. Thespecifications of the engine are shown. The densities of the three fuels were measured at 20 °C. Other properties of the
fuels were obtained either from the literature or from fuel specifications.
4.1 Engine Specification
Engine soft configuration data
Engine Power : 7.5kW
Operating Speed : 1500 RPM
Orifice Diameter : 24MM
Dynamometer Arm Lengh : 150MM
Dia. Of Cylinder (Bore) : 73MM
Lengh Of Piston (Stroke) : 88.9MM
Connecting Rod Lengh : 165MM
Compression Ratio : 23:1Engine Stroke : FOUR
No. Of Cylinders : FOUR
Speed Type : VARIABLE
Cooling Type : WATER
Dynamometer Type : EDDY CURRENT
Fuel Density : 820 kg/m3
Calorific Value : 44800 kJ/kg
Orifice Coefficient Of Discharge : 0.62
Specific Heat Of Water : 4.185kJ/kg-K
Water Density : 1000 kg/m3
Clearance Volume : 10cc
Figure 4 Engine Test Rig
8/20/2019 Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
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IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm
A Publisher for Research Motivation........ Email: [email protected]
Volume 3, Issue 6, June 2015 ISSN 2321-6441
Volume 3, Issue 6, June 2015 Page 4
5.RESULTS AND DISCUSSION
5.1 Properties of biodiesel and diesel
Table 1: Properties of biodiesel and diesel
Sr.No.
Fuel(Diesel:KME:kerosene:DEE)
Viscosity(in cSt)
Density(kg/m3)
FlashPoint
(0C)
FirePoint
(0C)
CalorificValue
(kJ/kg)
1 0:100:0:0 13.5 845 155 160 38356
2 75:25:0:0 4.0 840 89 95 41990
3 65:35:0:0 4.6 842 87 93 41870
4 70:20:5:5 3.8 836 88 90 42455
5 65:20:5:10 3.7 830 84 86.6 42610
6 70:20:10:0
3.5 825 85 88 41900
7 100:0:0:0
3.2 820 83 65 42800
Followings are the reviews of some research work that is undergone by researchers on biodiesels.
5.2 Viscosity
The viscosity of liquid (resistance offered by the inner layer of flow to the upper layer of liquid ) fuel is an important
characteristic because it determines the flow through pipelines, injector nozzles and formation of fuel in cylinder. From
the Table 1, it was observed that viscosity get regularly decreases as increasing proportion biodiesel-kerosene blend.
Kerosene can be as diluents to reduce the viscosity.
5.3 Pour point
Pour point and cloud point have been routinely used to characterize the cold flow operability of diesel fuels in the
petroleum industry. It was observed that pour point get regularly decreases as increasing proportion biodiesel-kerosene
blend. The pour point of biodiesel-kerosene oil blends at all proportions (0:100:0:0, 75:25:0:0, 65:35:0:0, 70:20:10:0,
70:20:5:5 and 65:20:5:10) were found to meet the specification requirement of diesel fuel. Addition of kerosene can
reduce the pour point of biodiesel. From this comparison of pour point it’s suggest that the above blends can be used
directly as a fuel in high speed diesel engines with consideration of other properties.
5.4 Brake thermal efficiency
The brake thermal efficiency of CI engine is lower than that of the corresponding diesel fuel at all the engine speed.
Thermal efficiency of preheated Kusum oil was found slightly lower than diesel. The possible reason may be higher
fuel viscosity. Higher fuel viscosity results in poor atomization and larger fuel droplets followed by inadequate mixing
of vegetable oil droplets and heated air. However, thermal efficiency for preheated Jatropha oil was higher than
unheated Jatropha oil. The reason for this behavior may be improved fuel atomization because of reduced fuel viscosity
(Agarwal D. and Agarwal A., 2007).
5.5 Exhaust gas temperature
Experimental study of preheated Kusum oil shows the variation of exhaust gas temperature for diesel and Kusum oil
(unheated and preheated). Result shows that the exhaust gas temperature increases with increase in brake power for
each fuel. (Agarwal D. and Agarwal A., 2007).The variation of exhaust temperature with brake power for Diesel and
other oils in the test engine. Exhaust temperature of Neem, Mahua and Castor are almost same as that of diesel in themid range of load. This is an indication of lower exhaust loss and could be possible reason for higher performance.
Exhaust temperature of Linseed is much higher than diesel (M.C.Navindgi et.al,2012).
5.6 Smoke emission
Smoke emission using Jatropha oil was greater than that of diesel. Heating the Jatropha oil result in lower smoke
emission compared to unheated oil but it is still higher than diesel (Agarwal D. and Agarwal A., 2007). For preheated
RRO blends the smoke emissions decrease with the preheating. The most sufficient decreases were observed for
rapeseed oil blends. The lowest smoke densities were obtained with preheated O50 and O20. The average smoke
densities were decreased by 9.4%, 20.1% and 26.3% for DF, O20 and O50, respectively. This may be due to the
reduction in viscosity and subsequent improvement in spray (Hazar H. and Aydin H., 2010).
5.7 Air – Fuel Ratio
The air-fuel ratio is found to reduce with the increasing proportion of KSOME in the fuel blends with diesel because of
increase in BSFC for the same level of power output in comparison with diesel. Diesel fuel operation had the highestair-fuel ratio throughout the load range. The trends of the graphs showed an increase in air-fuel ratio with increase in
percentage of diesel fuel in the blends. In case of diesel engine the air-fuel ratio should be near to the chemically correct
8/20/2019 Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review
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IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm
A Publisher for Research Motivation........ Email: [email protected]
Volume 3, Issue 6, June 2015 ISSN 2321-6441
Volume 3, Issue 6, June 2015 Page 5
ratio when operating at full load. However, poor fuel distribution and limited air mixing may result in objectionable
smoke if operated near the chemically correct air-fuel ratio.
6.CONCLUSION
Based on the comparative study of the reviewed paper for the performance and emissions of vegetable oil (Bio diesel), it
is concluded that the vegetable oil represents a good alternative fuel for diesel and therefore must be taken into
consideration in the future for transport purpose. Thus a number of conclusions are drawn from the studies of various
experimental results. Thermal efficiency, and exhaust temperature increases while other performance parameter like
BSFC is decreased for preheated vegetable oil fuelled engine compared to unheated vegetable oil. Only problem is that
viscosity is somewhat greater than the diesel.Except NOx the other emission characteristics such as HC, CO and CO2
are decreased due to preheating of the fuel. Preheating by exhaust gases could be one feasible solution to overcome the
problem of high viscosity which is being the major cause of many problems identified by several researchers.
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AUTHOR
Pratik Channe received the B.E.degree in Mechanical Engineering from SGBAU, Amravati in 2013
and doing M.E. in Thermal Engineering of same university, During 2013-2015, he stayed in P.R.Pote
College of Engineering,Amravati for this research work.