Performance and Emissions of Diesel Engine Using Bio

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Performance and Emissions of Diesel Engine
Using Bio-Diesel Blends Fuel
Al-Osaimy A. S. and Hany A. Mohamed
diesel engine was tested using karanja methyl ester
(B100) and its blends (B20, B40, B60 and B80) [3].
Many papers [4-14] studied the effect of engine load on
various performance characteristics and NOx emissions
of different bio-diesel. Although, there are an increasing
number of literatures to research engine performances and
its emissions when using bio-diesel, some resistances still
exist for using it due to a lack of more knowledge about
the influence of different bio-diesel fuels on the diesel
engines performance.
Abstract— Inflation in fuel prices and unprecedented
shortage of its supply has promoted the interest in
development of the alternative sources for petroleum fuels.
In the present work, investigations were carried out to
study the performance, emission and combustion
characteristics of castor methyl esters. The results were
compared with diesel fuel, and the selected castor methyl
ester, bio-diesel, fuel blends (10, 30, and 50 % by volume
basis). For this experiment a single cylinder, four stroke,
water cooled diesel engine was used. Tests were carried out
over entire range of engine operation at varying conditions
of load. The engine performance parameters such as
specific fuel consumption, brake thermal efficiency,
mechanical efficiency, and exhaust emission (CO, CO2, O2
SO2,and NOx) were recorded. The lower blends of bio-diesel
increases the mechanical efficiency and the specific fuel
consumption. The NOx emissions are reduced with increase
in bio-diesel concentration. The experimental results proved
that the use of bio-diesel (produced from castor oil) in
compression ignition engine is a viable alternative to diesel.
The blends of bio-diesel with small content by volume could
replace diesel to help in controlling air pollution.
Keywords— Diesel engine,
Emission, castor methyl esters.
bio-diesel,
In this paper, the performance characteristics and
combustion emissions of single cylinder water cooled
four stroke constant speed diesel engine used castor
methyl esters are studied. The performance curves are
drawn between the mechanical efficiency, break and
indicate thermal efficiency, and break specific fuel
consumption (b.s.f.c) against the break power, bP. The
tests were conducted for different blends the fuel at
different break loads. The effect of engine load on various
engine emissions were recorded for each test.
Performance,
II. EXPERIMENTAL WORK
I. INTRODUCTION
A water cooled single cylinder four stroke constant speed
compression-Ignition diesel engine is used for the present
experimental work. The engine is operated by using a
light diesel fuel, C12H26 and different blends. Main
specification of the diesel engine used for the present
work is given in the Table 1. A simple diagram for the
experimental apparatus is shown in Fig. 1. A brake
dynamo-meter equipped with the engine for measuring
the engine brake power. The inlet air temperature was
measured through the intake manifold at the edge of the
engine cylinder. The mass flow rates of the intake air
were determined by using a calibrated orifice-meter
mounted beyond the air tank through the intake manifold.
Table 2 gives the specific measurements, the type of
measuring equipment, equipment locations on the test
apparatus, and the equipment accuracy need to perform
the experimental tests. All tests measurements were taken
under steady state conditions. Through the whole
experimental tests, the engine operating speed was
adjusted to be constant of 475 rpm with varying the brake
load. Many experimental measurements at different diesel
fuels were recorded for characterizing the engine
performance at constant speed. The measured values of
the brake force, mass flow rates of both the fuel
Diesel engines used in many large-scale applications in
agriculture and transport due to high thermal efficiency
and durability. Diesel engines are typically characterized
by low fuel consumption and very low CO emissions [1],
however the NOx emissions from diesel engines still
remain high. Hence, in order to meet the environmental
legislation, it is highly desirable to reduce the amount of
NOx in the exhaust gas. Due to unstable oil price
situation in the world market as well as rapid depletion of
petroleum fuels, many countries have been looking for
alternative energy to substitute petroleum products.
Vegetable oil is one of the alternatives which can be used
as fuel in engines [2].
Bio-diesel, as an alternative fuel of diesel, is known as
fatty acid methyl or ethyl esters from vegetable oils or
animal fats. Bio-diesel fuels represents a more sustainable
source of energy. Therefore, more researches are focused
on the bio-diesel engine performances and its emissions
in the past 10 years. A single-cylinder, 4-stroke, DI, WC
Mechanical Engineering Dept., College of Engineering, Taif
University, Taif, 888, Saudi Arabia
22
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consumption and intake air were recorded. The brake
power, the brake thermal efficiency and the brake specific
fuel consumption are calculated for each test point. The
exhaust emissions of the carbon dioxide, CO2, carbon
monoxide, CO, oxygen, O2, sulfur oxide, SO2, and
Nitrogen oxide, NOx are recorded for each test point.
APRIL 2015
Fuel mass flow
Scale & s. watch
Fuel tank
± 5 gram/s
Exhaust temp.
K thermocouple
Exh. manifold
± 0.6 °C
Air mass flow
Air flow meter
Air outlet
± 2%
Cool water flow
Flow meter
Water line
± 1.5%
III. EXPERIMENTAL RESULTS AND DISCUSSION
Bio-diesel Fuel Production
Based on the uncertainty values located in Table 2 and
from the uncertainty analyses, the measurements of the
power out, coolant, and exhaust met the desired level of
accuracy. For this reason, no changes need to be made to
the equipment for measuring the engine torque or speed
that is used to calculate power output.
The source of the alternative biofuels used in the present
work is extracted of from Castor oil by transesterification process. The trans-esterification process
were carried out using castor oil and methanol in the
presence of potassium hydroxide as a catalyst. Nuclear
magnetic resonance (NMR) test was conducted to ensure
that the reaction gives good results of glycerol and methyl
ester (biofuel). The bio-diesel fuel was produced by
mixing biofuel with different amounts of diesel.
Improvement of bio-diesel was done by using variable
blending ratios: (B10, B30, and B50). Thermophysical
and chemical characteristics such as flash point, firing
point, and calorific value for the bio-diesel fuel used in
the present work were presented in [15 ].
Variation of Thermal and Mechanical efficiencies with
Brake Horsepower
Figure 2 shows the variation of the brake thermal
efficiency with the dimensionless brake power, bP, for
different diesel fuels. It is shown that the brake thermal
efficiency variation with the brake power for different
diesel fuels represents a parabolic curves. The peak
values of the brake thermal efficiency for all fuels almost
correspond to 1.25 bP value. It is also shown that the
commercial petrol diesel fuel generates the higher values
of the brake thermal efficiency. While, the brake thermal
efficiency are reduced with increasing the blend ratio of
the bio-diesel fuel. The maximum reduction in the brake
thermal efficiency due to using the blends of bio-diesel
fuel of B10 and B30 of about 2 % along the bP range.
Table1: Diesel engine specifications.
Engine type
Diesel- crossly I.H.D.4
Cycle
Four strokes
Speed
475 rpm
Normal rating(brake power)
10.3 kw (14 bHP)
Cylinder bore , D
146.05 mm (5.75in)
Piston stroke, L
279.40 mm (11 in)
Compression ratio, rv
14.185
Ratio of connecting rod length to
4.196
crank radius, L/R
Connecting rod length
586 mm (23.07 in )
Figure 3 shows the variation of the indicate thermal
efficiency with the dimensionless brake power, bP, for
different diesel fuels. It is shown that the indicate thermal
efficiency decreasing with the brake power for different
diesel fuels with a parabolic curve. It is also shown that
the commercial petrol diesel fuel generates higher values
of the indicate thermal efficiency. While, the indicate
thermal efficiency is reduced with increasing the blend
ratios of the bio-diesel fuel.
Figure 4 shows the variation of the mechanical efficiency
with the dimensionless brake power, bP, for different
diesel fuels. It is shown that the mechanical efficiency has
a linearly increasing with the brake power for different
diesel fuels. It is also shown that using the blends of biodiesel fuel approximately generate higher mechanical
efficiency values compared with the using commercial
petrol diesel fuel. This result is attributed due to higher
viscosity of the bio-diesel fuel.
Fig.1: Schematically drawing for the experimental apparatus.
Table 2 : Measurements, Equipment, Locations and Accuracies.
Measurement
Equipment
Location
Accuracy
Brake torque
Dynamometer
Driveshaft
± 0.5 Nm
Engine speed
Dynamometer
Driveshaft
± 0.5 rpm
Brake power
Dynamometer
Driveshaft
± 0.08 kW
Intake air temp.
K thermocouple
Intake manifold
± 0.6 °C
Fuel in temp.
K thermocouple
Supply line
± 0.6 °C
Fuel out temp.
K thermocouple
Return line
± 0.6 °C
Coolant in temp.
K thermocouple
Inlet water line
± 0.6 °C
Cool. out temp.
K thermocouple
Exit water line
± 0.6 °C
Assessment
Engine power will decrease with the increase of content
of bio-diesel which is commonly agreed with the other
authors work [3, 4, 7,16–26]. The lower heating value of
bio-diesel is attributed to the decrease in engine power.
While, the mechanical efficiency values increase with
increase of content of bio-diesel due to higher viscosity
of the bio-diesel fuel.
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0.6
0.25
I.thermal eff.
b.thermal eff.
0.5
0.2
0.15
0.4
0.3
0.2
Diesel
B10
B30
B50
0.1
0.1
Diesel
B10
B30
B50
0
0.5
1
1.5
2
bP
Fig.2: Dimensionless brake thermal efficiency against the
brake power, bP, for various fuels.
0
0.5
1
1.5
2
bP
Fig.3: Dimensionless brake thermal efficiency against the
brake power, bP, for various fuels.
1
Mechanical eff.
0.8
0.6
0.4
0.2
Diesel
B30
B10
B50
0
0
0.5
1
bP
1.5
2
Fig.4: Mechanical efficiency against the brake power, bP, for various fuels.
observed that the petrol diesel fuel achieves the lowest
values of the b.s.f.c. while the bio-diesel fuels give higher
values increased with the grade of the blends. It is also
shown that the i.s.f.c. values parabolically increase with
increase the bP. It is observed lower values of the i.s.f.c.
is achieved with reducing the grade of the bio-diesel fuel
blends and the lowest values were recorded for petrol
diesel fuel.
Variation of Specific Fuel Consumption with Break
Power
Figures 5 and 6 show the variation of dimensionless brake,
b.s.f.c. and indicate specific fuel consumption against the
brake power. It is shown that the variation of the b.s.f.c.
represents a parabolic curves with optimum value at
brake power of about 1.25 for all fuels. It can be
0.055
0.05
Diesel
B10
B30
B50
Diesel
B10
B30
B50
0.04
i.s.f.c.
b.s.f.c.
0.045
0.03
0.035
0.02
0.025
0.01
0.5
1
1.5
2
0
1
1.5
bP
Fig.6: Brake specific fuel consumption against the brake
power, bP, for various fuels.
bP
Fig.5: Brake specific fuel consumption against the brake
power, bP, for various fuels.
24
0.5
2
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achieved by using the bio-diesel fuels with increasing the
bP.
Assessment
Figures 8, 9 and 10 show an increase in the carbon
dioxide, CO2, sulfur dioxide, SO2, and carbon monoxide,
CO, emissions with increase the bP for all fuels. It is
shown that the lower values of these emissions are
recorded by using the petrol diesel fuel and retarding
growth with increase the grade of the blends.
Figure 11 shows a parabolic variation in the nitrogen
oxides, NOx, emission with the bP for all fuels. Peak
values for all fuels are observed at bP of about 1.25. This
figure shows a reduction in the nitrogen oxides, NOx,
emission with increasing the grade of the blends of the
bio-diesel fuel. Lower nitrogen oxides, NOx, emission is
clearly observed by using the bio-diesel fuel compared
with that obtained by using the petrol diesel fuel.
Most of researches [3-5, 9-12, 16, 18-20, 22, 25-28]
agreed that the fuel consumption of an engine fueled with
bio-diesel becomes higher because it is needed to
compensate the loss of heating value of bio-diesel.
Variation of
Brake Power
the Product gases
Emission with the
Figure 7 shows a reduction in the Oxygen, O2, emission
with increased the bP for all fuels. Small deviations of the
oxygen emissions between all fuels are recorded at low
brake load of bP less than one. From the other hand, it is
clearly shown lower in the oxygen emissions for petrol
diesel fuel compared with bio-diesel fuels for bP more
than 0.7. This means no complete combustion was
Fig.8: CO2 emission versus dimensionless brake
power for varies fuels.
Fig.7: O2 emission versus dimensionless brake power for
varies fuels.
Fig. 9: SO2 emission versus dimensionless brake power for
varies fuels.
Fig.10: CO emission versus dimensionless brake power for
varies fuels.
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Fig. 11: NOX emission versus dimensionless brake power for varies fuels.
Assessment
Increased CO2 emission in the case of bio-diesel agrees
with some authors reported [29, 30]. The significant
increase in CO emissions for bio-diesel agrees with some
authors reported [30-32]. The primary reasons given by
some authors include the higher viscosity and the poor
spray characteristic for bio-diesel, which lead to poor
mixing and poor combustion.
NOx formation increases as load is increased agrees with
other authors work [4-14], which is as the results of
higher combustion temperature due to higher engine load.
On the other hand, the increasing content of bio-diesel in
the blends resulted in the reduced NOx emissions, agree
with observation of other authors [3,11,14,16, 25, 27] .
6.
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Based on analysis above, the following conclusions can
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V. CONCLUSION
1.
can be recommended as an alternative fuel for diesel
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For environmental and economic reasons, more
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CO2, SO2, and CO emissions increases when using
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The NOx emissions will decrease when using biodiesel.
The blends of bio-diesel with small content by
volume could replace diesel to help in controlling air
pollution. Overall, bio-diesel with a small blends
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APRIL 2015
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Appendix
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Nomenclature
Symbol
Quantity
CO
Carbon monoxide
CO2
Carbon dioxide
Cp
Specific heat at constant pressure
D
Bore of the engine cylinder
FA
Fuel air ratio
HV
Fuel heating value
L
Stroke length
L/R
Connecting rod length over crank radius
ma
Air mass flow rate
mf
Fuel mass flow rate
N
Engine speed
NOX
Nitrogen oxide
O2
Oxygen
rv
Compression ratio
SO2
Sulfur oxide
Ta
Inlet air temperature
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development from high acid value polanga seed oil and
performance evaluation in a CI engine” Fuel, 86, 2007, pp 448–
454.
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compression ignition engine characteristics using methyl and ethyl
esters of Karanja oil”, Renew Energ, 34, 2009, pp 1616–21.
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M. Nassibe, “Production and characterization of bio-diesel fuels
from castor oil utilizing methanol”, International Research Journal
of Engineering Science, Technology and Innovation (IRJESTI),
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[17] Hazar H., “Effects of biodiesel on a low heat loss diesel engine”,
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Abbreviations
Symbol
bP
b.thermal eff.
b.s.f.c.
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Renew Energ, 34, 2009, pp 989–993.
iP
i. thermal eff.
i.s.f.c.
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and NOx emissions from oxygenated biofuels and blends with
diesel fuel”, Trans ASABE, 49, 2006, pp 589–595.
SCDI
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“Biodiesel as alternative fuel: experimental analysis and energetic
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Unit
%
%
kJ/kg K
mm
mf/ma
kJ/kg
mm
kg/s
kg/s
rpm
PPM
%
PPM
K
Quantity
Dimensionless brake power , bP/maCpTa
Brake thermal efficiency, bP/mf.Cp.HV
Dimensionless brake specific fuel consumption,
FA/bP
Dimensionless indicate power, iP/maCpTa
Indicate thermal efficiency, iP/mf.Cp.HV
Dimensionless indicate specific fuel
consumption, FA/iP
Single cylinder diesel engine
Authors' profile:
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diesel engine”, Renew Energ, 35, 2010, pp 157–163.
Associate Professor Dr. Eng. Ali S. Al-osaimy:
Associate Professor Dr. Al-Osaimy A. S. is
the dean of faculty of Engineering, Taif
University. He was graduated from
University of Pittsburgh 2000. His field of
interest is Fluid Mechanics and heat
transfer. for more information please visit
web page: http://www.tu.edu.sa/
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ester”, Energ Convers Manage, 46, 2005, pp 2373–2386.
[27] Utlu Z, Koc¸ ak MS., “The effect of biodiesel fuel obtained from
waste frying oil on direct injection diesel engine performance and
exhaust emissions”, Renew Energ, 33, 2008, pp 1936–1941.
Prof. Dr. Hany A. Mohamed:
Borne on 1956 Assiut, Egypt, B.Sc. on 1979.
Assiut University, M.Sc. on 1985, Assiut
University. Ph.D on 1991, Prague Technical
University, Czech Republic. Thermodynamics
Professor on 2006 at Assiut University. Scientific
Distinction Prize for the best Engineering research,
Assiut University on 2005. Encouragement State
Prize in the Engineering sciences from the Egypt Ministry of the
Higher Education and Scientific Research on 2004. Fifty five research
papers in the fields of Thermal Engineering, Turbomachinery, Fluid
Mechanics, and Conventional and Nonconventional Energy. Member
of the Standing Scientific Committee to upgrade the professors and
associate professors of power engineering, automotive and aerospace,
at Egyptian Ministry of Higher Education. Member of the Standing
Scientific Committee for scientific engineering to upgrade the
professors and associate professors, at Egyptian Atomic Energy
Authority. E-mail: hany_ahmed_mohamed@yahoo.com
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performance characteristics and pollutant emissions”, Fuel, 88,
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emission evaluation of a diesel engine fueled with methyl esters of
rubber seed oil”, Renew Energ, 30, 2005, pp 1789–1800.
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Ntziachristos L, Bakeas E, et al. “Effects of biodiesel on passenger
car fuel consumption, regulated and non-regulated pollutant
emissions over legislated and real-world driving cycles”, Fuel, 88,
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of a DI diesel engine fuelled with biodiesel blends during the
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[32] Sahoo PK, Das LM, Babu MKG, Arora P, Singh VP, Kumar NR,
et al., “Comparative evaluation of performance and emission
27