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Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 3, Issue 5, May 2013)
Performance and Emission Studies of Sesame Oil Methyl Ester in Compression Ignition Engine
Prof Nikhil A Bhave1, Prof Vivek M Ugare2, Prof Amol M Andhare3
1,3
Assistant Professor at Shri Ramdeobaba College of Engineering and Management, Nagpur 2 Research Scholar at Vesvesvaraya National Institute of Technology, Nagpur So there is an intense of an alternative fuel which can replace fossil fuels. Fossil fuels are mainly used in automobile sector on large scale which mainly use diesel. Compression ignition engines are employed particularly in the field of heavy transportation and agriculture on account of their higher thermal efficiency and durability. However, diesel engines are the major contributors of oxides of nitrogen and particulate emissions. Fuel which is renewable in nature is need of present day which will also lead to lesser emissions. Oil as a substitute for diesel have been tested by researchers. But it is having major drawbacks gum formation, flow, atomization and high smoke and particulate emissions. So a transesterified oil can be a major substitute for diesel which can be referred to as Bio-diesel. India is the 2nd largest producer of sesame oil all over the world producing about 6,80,00 tons of oil per year. India is the 3rd largest producer of sesame seeds but 2nd largest producer of oil just because of the faulty harvesting practices associated with the seed production. This considerably increases the cost of seed as well as oil production. Sesame being a sub continental shrub can grow anywhere in waste lands, low laying plane and region with scarcity of water. Thus cultivation can done on large scale to facilitate oil production. Once the large scale production of oil is made possible, 45% of seed production can be converted to oil. This can be converted into bio-diesel by the process of transesterification process and thus india can get self-sufficient on itself because huge economy can be saved which is basically potentially spent for purpose of importing petroleum. Even a small reduction in petroleum can cost to save India millions. K. Purushothaman, G. Nagarajan investigated Performance, emission and combustion characteristics of a compression ignition engine operating on neat orange oil. Results indicated that the brake thermal efficiency was higher compared to diesel throughout the load spectra. Carbon monoxide (CO) and hydrocarbon (HC) emissions were lower and oxides of nitrogen (NOx) were higher compared to diesel operation. 344
AbstractThe present work deals with preparation of Bio diesel from Sesame oil, optimization of bio diesel yield, comparing its properties with conventional diesel and carrying out performance and emission tests for Bio diesel and various blends of Bio diesel with conventional diesel. Sesame oil methyl ester was prepared by transesterification process. It involves the reaction of sesame oil with methanol in presence of sodium hydroxide as catalyst and maintaining the reaction temperature at 60 C. The Bio diesel yield obtained was about 99%. 0.9% molar concentration of sodium hydroxide and 1:6 molar ratio between oil and alcohol give maximum yield. The sesame oil methyl ester thus obtained was sent for investigating various physical and chemical properties. Most of the properties were found to be superior to conventional diesel and in accordance with ASTM standards. Bio diesel shows excellent stability against oxidation.The further study included the performance and emission test of conventional diesel, SOME, and various blends of SOME with diesel on Direct Injection Kirlosker engine. KeywordsBio-diesel, Alternative renewable Fuel, Compression Ignition Engine, Sesame Oil Methyl Ester, Ester Optimisation, Performance, Emission
I. INTRODUCTION India is a developing country. In the current scenario, Indias oil consumption by end of 2007 is expected to reach 136 million tonne(MT), of which domestic production will be only 34 MT. India will have to pay an oil bill of roughly $50 billion, assuming a weighted average price of $50 per barrel of crude. In 2003-04, against total export of $64 billion, oil imports accounted for $21 billion. India imports 70% of its crude needs mainly from gulf nations. The majority of India's roughly 5.4 billion barrels in oil reserves are located in the Bombay High, upper Assam, Cambay, Krishna-Godavari. In terms of sector wise petroleum product consumption, transport accounts for 42% followed by domestic and industry with 24% and 24% respectively. India spent more than Rs.1,10,000 crore on oil imports at the end of 2004. Focusing our attention on the fossil fuels, World oil and gas reserves are estimated at just 45 years and 65 years respectively. Coal is likely to last a little over 200 years.
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The dynamometer shaft is attached with RPM indicator. A series of thermocouples are attached to measure the temperatures of jacket water at inlet and outlet, calorimeter water inlet and outlet and exhaust gas temperature before calorimeter and after calorimeter. Pressure transducer is attached to the engine side. Separate air flow orifice plate is attached to the air side along with the pressure transducer which gives pressure of air at inlet to engine. AVL five gas analyser is used separately to note the exhaust gases such as CO, CO, HC, NOx and O. Similarly an AVL Smoke meter is also used separately to measure smoke opacity. The detail specifications of 5 gas analyser and smoke meter are given in appendices A & B respectively. The computer attached herewith is using Windows 98 operating system. This system is loaded with software called ENGINE SOFT which gives the performance and combustion analysis at different parameters. 346
This particular software is pre-loaded with all the required parameters measured and constant both. The control panel has different switches on it. An on/off power switch, digital rpm indicator, digital temperature indicator and digital fuel indicator. A knob is provided at centre of the panel to adjust the load on the output shaft. Fuel is feed to the engine through Bolsh fuel injector. The inlet to the fuel injector is attached to the burette. The burette is externally attached to the fuel tank by means of a pipe separated by a key. The fuel tank having capacity of around 5 litres sends fuel to burette. This helps in measurement of fuel consumption. No engine modification done. The experimental Set-up for doing performance and emission test on the Bio-diesel is shown in figure [2].The technical details of engine used are mentioned in following Table [1].
KIRLOSKAR TV1 VERTICAL, FOUR STROKE, CI, WATER-COOLED, SINGLE CYLINDER, HAND START 87.5mm110mm 662cc 17.5:1 5.2KW @ 1500 rpm 20-20.5 MPa 23 BEFORE TDC
One liters of oil & 255ml methanol is measured using conical flask accurately and 4.6 grams of NaOH is weighed by digital weighing apparatus.
TABLE II OPTIMISATION OF SOME YIELD(WITH DIFFERENT MOLAR CONCENTRATIONS OF OIL AND METHANOL)
BORESTROKE CUBIC CAPACITY COMPRESSION RATIO RATED OUTPUT FUEL INJECTER PRESSURE INJECTION TIMING NO OF VALVES VALVE TIMING INLET VALVE OPENS BTDC INLET VALVE OPENS ABDC EXHAUST VALVE OPENS BBDC EXHAUST VALVE OPENS ATDC GOVERNER TYPE CLASS OF GOVERNING
OIL (ml)
CHOH (ml)
NaO H (% MOL)
YIELD (ml)
1 1 1 1 1 1
1:7 1:8
Remark
Very less soap formed Less soap formed More soap formed
III. PROCEDURE AND OBSERVATIONS First of all the saponification value of oil is being found out by simple titration of potassium hydroxide solution with one gram of oil. The saponification value of oil corresponds to the presence of fatty oil. This gives the molecular weight of oil. This molecular weight is used in further calculation of reactants in mass balance equation. Similarly the Acid Value of oil is determined. If the Acid Value is much below unity, single stage base tranesterification could be carried out. If the Acid value is greater than unity then a two stage transesterification has to be adopted. The single stage being acid transesterification followed by base catalysed transesterification. In present investigation, the situation is optimized for different molar ratio between oil and methanol and catalyst concentration as shown in Table [2] and Table [3]. The ester yield was found to be maximum in case of 1:6 oil to methanol molar concentration and 1% molar catalyst. Assuming procedure for 1:6 molar ratio for oil to methanol and catalyst concentration of 1% molar. 347
1:6 1:6 1% 1.1% 9.20 10.12 982 977
Sesame oil is preheated at the temperature of 120C for 90 minutes in a flat bottom flask by means of magnetic flux heater so that water from oil should get vaporised. Magnetic stirrer stirs the oil continuously during the period of heating. Now heating is stopped and oil is made to cool with constant stirring upto 60C. In a separate closed glass bottle, sodium hydroxide is made to dissolve in methanol with constant stirring for 15 mins. This makes a highly reactive protonic species Sodium methoxide is put into the oil at 60C slowly with constant stirring. Now the mixture is maintained at temperature of 60C for more 60 minutes with rigorous stirring. The methanol vaporised due to heating is cooled by condenser and sent back flat bottom flask.
IV. RESULTS AND INFERENCES Experiments were initially carried out on the engine at all load to create baseline data.The engine was stabilised before taking all the readings. Various blends of different proportions of Sesame Oil Methyl Ester (SOME) and diesel ranging from 20% to 100% were used to run this single cylinder engine. The results found out when test conducted on said engine are as follows: The figure [3] shows the variation of brake thermal efficiency with brake power. At peak load, the brake thermal efficiency for diesel is found to be 29.12% while that for SESOME is 29.91%. This may be attributed to be better combustion occurrence in engine. The SOME contains oxygen which may have facilitated better combustion.
PROPERTY DENSITY (Kg/m) SPECIFIC GRAVITY VISCOSITY (mm/sec)AT 0C ACID VALUE (mg KOH/grm) IODINE VALUE SAPONIFICATION VALUE FLASH POINT (C) POUR POINT (C) CLOUD POINT (C)
DIESEL
SESAME OIL 920 0.920 32.5 0.0567 105 190 260 -3.9 -9.4
SOME
CALORIFIC VALUE(kJ/Kg)
42227
39349
40210
For same brake power, the brake thermal efficiency was found to be higher for all the blends SOME. This may be due to the superior oxygenation of bio-fuel blends compared to diesel. The figure [4] shows the variation of BSEC with brake power. BSEC is found to decrease with increase in load. The specific fuel consumption of ester was generally higher than diesel mainly due to low volatility and high fuel flow rates due to high density of SOME. The BSEC value for all types of blends is found to be lower except for neat SOME compared to mineral diesel. But the values of BSEC are in close accordance with that of mineral diesel.
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Following figure [5] shows the variation of brake specific fuel combustion with brake power. The BSFC shows a decreasing trend as the brake power increases. This is because of increase in fuel consumption rate. B100 showed an increased bsfc(655.56 gm/KWhr) compared to diesel (611.1 gm/KWhr)and all other blends. Figure [6] shows the exhaust gas temperature variations for SOME and its blends with load. It is observed that the exhaust gas temperature increases with load as more fuel is burnt at higher loads to meet the power requirements. It is also observed that the exhaust gas temperature increases with percentage of methyl ester in the fuel for all the loads. This may be due to the oxygen content of the methyl esters, which improves combustion. Also the poor fuel atomization and vaporization due to higher viscosity of the methyl esters and their blends results in late burning of injected fuel and higher exhaust gas temperature.
In case of various blends of SOME blends being tested by smoke meter, the smoke was drastically reduced in case of SOME. As the load increases smoke also increases but very less compared to mineral diesel as shown in Figure [7]
The figure [8] shows the variation of carbon dioxide with load. The carbon dioxide emission of SOME were slightly reduced compared to mineral diesel. The CO emissions decrease with increase in ester content in diesel. Carbon dioxide emissions were found to be close to diesel emissions in case of B40 blend.
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The figure [10] shows the variation of unburnt hydrocarbon emissions with brake power. HC emissions were found to increase for all the types of blends. But the B40 blend was having similar emission trend with respect to mineral diesel. Due to higher viscosity and density of SOME, the fuel flow rates are higher. Higher fuel entry in combustion chamber may create richer mixtures at localised spots in the combustion chamber which may remain unburnt. Due to lesser calorific value, combustion temperatures are also less which may trigger UNHCs.
V. CONCLUSIONS The present investigation was about the preparation of SOME, Studying and comparing various properties of SOME with mineral diesel and carrying out performance and emission tests on SOME. SOME was prepared in the laboratory. The yield of 99% SOME can be obtained with 1:6 molar ratio between oil and methanol, 0.9% molar NaOH, reaction time of 60 minutes and reaction temperature of 60C. Various properties such as Density, specific gravity, viscosity, acid value, iodine value, saponification value, flash point, pour point, cloud point and calorific value. All the values are found to be in accordance with ASTM standard for Diesel. The performance test revealed that SOME can be a potential alternative for mineral diesel with superior performance. The Brake Thermal Efficiency for B40 was found to be 29.81% with diesel having 29.12%. The brake thermal efficiency was increased by about 2.64% for SOME. . The Brake Specific fuel consumption was found to be 593.62 Kg/kWhr for B40 compared to diesel with 611.31 Kg/kWhr. The Brake Specific fuel consumption was found to be decreased by 2.89% for B40. The Brake Specific Energy Consumption was found to be less for B40 24.601 MJ/kWhr compared to mineral diesel with 25.81 MJ/kWhr. Thus Brake Specific Energy Consumption was found to decrease by 4.68% compared to diesel. 350
The figure [11] shows the variation of NOx with respect to brake power. For all the load the NOx emissions were found to be drastically reduced for all blends of SOME.
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