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Comparative study between Simarouba and Jatropha Biodiesel in a direct injection diesel engine with diesel
1Shailesh M Golabhanvi, 2Vivekananad Navadagi
1Department of Mechanical Engineering, G H Rasoni College of Engineering & Management, Ahmednagar, Maharshtra, India
2Department of Mechanical Engineering, Dhole Patil College of Engineering, Pune, Maharashtra, India Email: 1[email protected], 2[email protected]
Abstract— Biodiesel has become more attractive recently because of its environmental benefits and the facts that it is made from renewable resources. These concerns have increased the interest in developing second generation biofuels produced from non-food feedstocks such as no edible oils which potentially offer greatest opportunities in the longer term.
Index Terms—Jatropha biodiesel, Simarouba biodiesel, diesel engine, transesterification, performance and combustion characteristics
I. INTRODUCTION
The continuous rise in global prices of crude oil,increasing threat to environment due to exhaust emissions, the problem of global warming and the threat of supply fuel oil instabilities have adversely impacted the developing countries, more so to the petroleum importing countries like India.
In the present work, the performance of single cylinder direct injection diesel engine using simarouba biodiesel (SOME) as well as JOME fuel was evaluated for its performance, emission and combustion characteristics.
The properties of SOME thus obtained are comparable with ASTM biodiesel standards. The produced SOME is blended with diesel (Simarouba-S20, S40, S60, S80 and S100) were tested for their use as a substitute fuel for diesel engine. Tests have been conducted at different blends of biodiesel with standard diesel, at an engine speed of 1500 rpm, fixed compression ratio 16.5:1, fixed injection pressure of 200bar and varying brake power.
The performance parameters evaluated includes brake thermal efficiency, specific fuel consumption, exhaust gas temperature, Break mean effective pressure, Air fuel ratio, Mechanical efficiency, Volumetric efficiency and also combustion and emission characteristics against varying Brake Power(BP).
II. MATERIALS AND METHOD
Based on the availability of biodiesel, the properties like
Table-1 Fuel properties
Properties Diesel
fuel
SOME JOME
Kinematic viscosity at 40oC (cst)
3.0 4.7 5.97
Calorific value(KJ/Kg)
42680 37933 39415
Density (Kg/m3) 830 865 0.899
Flash point (oC) 51 160 162
Fire point(OC) 57 165 168
III. EXPERIMENTATION
A. Engine components
The various components of experimental set up are shown below
Fig-1 Experimental set up Table-2 Fuel properties
PT Pressure transducer N Rotary encoder Wt Weight F1 Fuel flow F2 Air flow
F3 Jacket water flow F4 Calorimeter water flow
Table-3 Fuel properties
Manufacturer Kirloskar oil engines Ltd, India Model TV-SR, naturally aspirated
Engine Single cylinder, DI
Bore/stroke 87.5mm/110mm
C.R. 16.5:1
Speed 1500r/min, constant
Rated power 5.2kw
Working cycle four stroke
Injection pressure 200bar/23 def TDC Type of sensor Piezo electric Response time 4 micro seconds Crank angle sensor 1-degree crank angle
Resolution of 1 deg 360 deg with a resolution of 1 deg
IV. RESULTS AND DISCUSSIONS
A. Brake thermal efficiency:
Fig-2 Variation of brake thermal efficiency with brake power for simarouba biodiesel
The above fig shows that the variation of brake thermal efficiency (BTE) with Brake power for different blends.
Brake thermal efficiency is defined as the ratio between the brake power output and the energy of the fuel combustion. Graph shows as the Brake power increases the brake thermal efficiency increases to an extent and then decreases slightly at the end. The brake thermal efficiency reduces due to heat loss and increase in power developed with increase in brake power. The decrease in brake thermal efficiency for higher blends may be due to the combined effect of its lower heating value and increase in fuel consumption. The curve S80 is running nearer to the Diesel curve, which shows S80 blend can be a favourable to existing diesel engine.
Fig-3 Variation of brake thermal efficiency with brake power for jatropha biodiesel
The variation of Brake thermal efficiency with Brake power for diesel, and jatrophabiodiesel and its blend are shown in abovefig. It shows that brake thermal efficiencies of all the blends are slightly lower at almost all load levels. Among the blends J25 is found to have the maximum thermal efficiency of 24.2% at a brake power of 4.7 kW while for diesel it is 23.25%.
B. Specific fuel consumption:
Fig-4 Variation of specific fuel consumption with brake power for simarouba biodiesel
The variation of specific fuel consumption with respect to brake power is presented in Fig-4 for different blends
& diesel. In diesel engine due to less temperature initial combustion takes with maximum fuel consumption. At higher brake power the SFC decreases. This may be due to fuel density, viscosity and heating value of the fuels.
The curve S80 is almost tracing the path of diesel curve
& this indicates blend S80 can be a favorable to existing diesel engine.
Fig-4 Variation of specific fuel consumption with brake power for jatropa biodiesel
The variation of specific fuel consumption with Brake power for diesel, and jatropha biodiesel oil and it’s blends are shown in fig 4 Specific fuel consumption for jatropha biodiesel blends are higher than diesel for certain lower loads, but for higher loads, consumption rate remains almost constant as evident from the graph.
The specific fuel consumption for biodiesel is 0.46Kg/kW-hr at full load and for diesel at full load is 0.37 Kg/kW-hr
C. Mechanical efficiency:
Fig-5 Variation of mechanical efficiency with brake power for simarouba biodiesel
The variation of mechanical efficiency with brake power, for diesel and jatropha biodiesel blends are as shown in fig 6. The mechanical efficiency of diesel is slightly higher than the jatropha biodiesel. From the graph it is evident that with increase in the concentration of Jatropha biodiesel in neat diesel decreases the mechanical efficiency. Mechanical efficiency of both diesel and biodiesel are equal at 25% of blend.
Fig-6 Variation of mechanical efficiency with brake power for jatropha biodiesel
The variation of mechanical efficiency with brake power, for diesel and Simarouba biodiesel blends are as shown in fig 5. The mechanical efficiency of diesel is slightly higher than the Simarouba biodiesel. From the graph it is evident that with increase in the concentration of Simarouba biodiesel in neat diesel decreases the mechanical efficiency. Mechanical efficiency of both diesel and biodiesel are equal at 20% of blend.
D. Air fuel ratio
Fig-7 Variation of air fuel ratio with brake power for
simarouba biodiesel
The variation of air fuel ratio with brake power for diesel and simarouba biodiesel blends are shown in fig- 7. It can be observed that air fuel ratio of pure diesel is slightly higher than other Simarouba biodiesel and its blends, and we can also see that the air fuel ratio decreases as the load increases. The airfuel ratio for diesel and biodiesel are equal at 20% blend. The air-fuel ratio for diesel is 20.1 at full load and at 25% blend of biodiesel is 16.99 at full load.
Fig-8 Variation of air fuel ratio with brake power for simarouba biodiesel
The variation of air fuel ratio with brake power for diesel and jatropha biodiesel blends are shown in fig-8.
It can be observed that air fuel ratio of pure diesel is slightly higher than other Jatropha biodiesel and its blends, and we can also see that the air fuel ratio decreases as the load increases. The airfuel ratio for diesel and biodiesel are equal at 25% blend. The air-fuel ratio for diesel is 25.2 at full load and at 25% blend of biodiesel is 23.8 at full load.
E . Exhaust gas temperature
Fig-9 Variation of exhaust gas temperature with brake power for simarouba biodiesel
The variation of Exhaust gas temperature with respect to brake power is presented in above fig-9 for different blends & diesel. The engine starts running with low temperature at low load. As the load increases the temperature inside the engine increases exponentially till it reaches full load. This rise of temperature is because of continuous flow of exhaust gas through outlet port.
Exhaust gas or flue gas is emitted as a result of the combustion of fuels such as natural gas, gasoline, petrol, biodiesel blends, diesel fuel, fuel oil or coal. According to the type of engine, it is discharged into the atmosphere through an exhaust pipe, flue gas stack or propelling nozzle. It often disperses downwind in a pattern called an exhaust plume.
Fig-10 Variation of exhaust gas temperature with brake power for jatropha biodiesel
The variation of exhaust gas temperature with brake power for diesel, and other blends of jatropha biodiesel are shown in fig-10, the exhaust gas temperature of all the biodiesel are lower than the diesel as it is evident from the graph. The exhaust gas temperature of all the blends and 100 percent diesel increase as the load increases. It is observed that, at full load the exhaust gas temperature is maximum, this is because; at full load the chemically correct ratio of air and fuel is used, due to chemically correct ratio of air and fuel, high heat is generated inside the cylinder.
F . Cylinder pressure v/s crank angle
Fig-11 Variation of exhaust gas temperature with brake power for jatropha biodiesel
In a CI engine the cylinder pressure is depends on the fuel-burning rate during the premixed burning phase, which in turn leads better combustion and heat release.
The variation of cylinder pressure with respect to crank angle for diesel and 40% blend of Simarouba biodiesel are presented in above Fig. Peak pressures of 44.54 bar and 43.69 bar are found for pure diesel and S40 respectively. From the test results it is observed that the peak pressure variations are less Since the properties such as calorific value, viscosity and density are brought closer to diesel after Transesterification of the vegetable oil, no major variation in the pressures are found.
Fig-12 Variation of exhaust gas temperature with brake power for jatropha biodiesel.
The variation of cylinder pressure with respect to crank angle for diesel and 25% blend of Jatropha biodiesel are presented in Figure-10. Peak pressures of 44.6 bar and 45.38 bar are found for pure diesel and J25 respectively.
IV. CONCLUSION
A single cylinder compression ignition engine was operated successfully using methyl ester of Simarouba oil as the soul fuel. The following conclusions are made based on the experimental results.
1. SOME as well as JOME satisfies the important fuel properties as per ASTM specification of Biodiesel.
2. Methyl ester of Simarouba oil (S80) results in a nearly equal in thermal efficiency as compared to that of diesel.
3. Methyl ester of Jatropha oil (J25) results in a nearly equal in thermal efficiency as compared to that of diesel.
4. The exhaust gas temperature is decreased with the methyl ester of Simarouba as well as Jatropha oil as compared to diesel.
5. The specific fuel consumption of diesel is almost equal S80 at lower loads but at higher loads the SFC of all simarouba blends is equal to diesel.
6. Specific fuel consumption for jatropha biodiesel blends are higher than diesel for certain lower loads, but for higher loads, consumption rate almost equal to the diesel fuel.
7. The air fuel ratio of diesel is observed that higher than that of the other blends of simarouba oil as well as jatropha oil and air fuel ratio of diesel and other blends of simarouba oil and jatropha oil decreases as the load inceases.
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