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Atmospheric Environment
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h i g h l i g h t s
The renewable source of energy has been harnessed from pine oilediesel blends.
BTE and heat release rate were increased with the reduction in fuel consumption.
The NOX emission is reduced by implementing SCR and catalytic converter.
Smoke, CO and HC for B50 were reduced by 70.1%, 67.5% and 58.6%.
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 10 June 2013
Received in revised form
25 July 2013
Accepted 28 July 2013
In this work, we propose pine oil biofuel, a renewable fuel obtained from the resins of pine tree, as a
potential substitute fuel for a diesel engine. Pine oil is endowed with enhanced physical and thermal
properties such as lower viscosity and boiling point, which enhances the atomization and fuel/air mixing
process. However, the lower cetane number of the pine oil hinders its direct use in diesel engine and
hence, it is blended in suitable proportions with diesel so that the ignition assistance could be provided
by higher cetane diesel. Since lower cetane fuels are prone to more NOX formation, SCR (selective catalyst
reduction), using urea as reducing agent, along with a CC (catalytic converter) has been implemented in
the exhaust pipe. From the experimental study, the BTE (brake thermal efciency) was observed to be
increased as the composition of pine oil increases in the blend, with B50 (50% pine oil and 50% diesel)
showing 7.5% increase over diesel at full load condition. The major emissions such as smoke, CO, HC and
NOX were reduced by 70.1%, 67.5%, 58.6% and 15.2%, respectively, than diesel. Further, the average
emissions of B50 with SCR and CC assembly were observed to be reduced, signifying the positive impact
of pine oil biofuel on atmospheric environment. In the combustion characteristics front, peak heat
release rate and maximum in-cylinder pressure were observed to be higher with longer ignition delay.
2013 Elsevier Ltd. All rights reserved.
Keywords:
Pine oil
Diesel engine
SCR
Catalytic converter
Combustion
Urea
Emission
Environment
1. Introduction
In recent times, researchers have contemplated on using plant
based biofuels such as eucalyptus oil and ethanol as potential
substitute for diesel in diesel engine (Anandavelu et al., 2011;
Giakoumis et al., 2013; Hansen et al., 2005; Tamilvendhan and
Ilangovan, 2011). As opposed to biodiesel, which are synthesized
from oil extracted from seeds, these biofuels are synthesized from
plant parts and have lower viscosity. In a comparison, the atomization and spray characteristics of these fuels are superior to
191
Table 1
Property comparison of pine oil with other fuels.
Property
Diesel
Ethanol Eucalyptus
oil
Density at 15 C
in kg m3
Kinematic viscosity
at 40 C in
106 m2 s1
Flash point in C
Boiling point in C
Gross caloric
value in kJ kg1
Sulfur content in %
ASTM D1298
875.1
822
789
890
ASTM D445
1.3
3.6
1.2
ASTM D92
ASTM D1160
ASTM D240
52
74
13
150180 180e340 78
42,800
42,700
26,800
54
175
43,270
ASTM D5453
ASTM D976
ASTM G72
300
Calculated cetane
index
Self-ignition
temperature C
250
425
Less
than 15
300e330
192
Fig. 1. Schematic diagram of the experimental setup with SCR (selective catalytic reduction) and CC (catalytic converter) assembly.
193
Table 2
Engine specication.
Type
No of cylinders
Bore
Stroke
Compression ratio
Rated power
Rated speed
Dynamometer
Start of injection
Injection pressure
Type of injection
No of nozzle holes
Lubricating oil
Accuracy
% uncertainty
Measurement technique
Load
Speed
Burette fuel
measurement
Time
Manometer
10 N
10 rpm
0.1 cc
0.2
0.1
1
0.1 s
1 mm
0.2
1
CO
HC
NOX
Smoke
EGT indicator
Pressure pickup
Crank angle encoder
0.02%
10 ppm
12 ppm
0.1HSU
1 C
0.1 kg
1
0.2
0.1
0.2
1
0.15
0.1
0.2
Fig. 2. Investigation of (a) Heat release rate (b) Ignition delay (c) In-cylinder pressure
at full load condition.
194
oil and its blends exhibit different pattern from that of diesel,
owing to its distinct properties. Among the blends, B50 shows a
higher peak heat release rate of 153.06 kJ m3 deg at full load
condition. However, with the decrease of pine oil proportion, peak
heat release rate drops, with B10 exhibiting a lower peak heat
release rate of 99.21 kJ m3 deg. Pine oil blends have longer
ignition delay due to their lower cetane number leading to
accumulation of combustible mixture in combustion chamber and
thereby, the magnitude of peak heat release rate was noted to be
higher than diesel. Similar to this, many researchers have reported higher premixed burning rate due to longer ignition delay,
when using lower cetane fuels (Kannan and Anand, 2011).
Apparently, the longer ignition delay of pine oil is evident from
Fig. 2a, where the SOC (start of combustion) is noticed to be
10 CA (crank angle) BTDC (before top dead center) for diesel,
while that of B10 and B50 were found at 8 CA BTDC and 6 CA
BTDC respectively. For better clarity and understanding, the
ignition delay of various pine oil blends at full load condition has
been discerned in Fig. 2b. In addition to lower cetane number of
pine oil, the notion that less viscous fuels have lower bulk
modulus and compressibility (Rakopoulos, 2012) could have
triggered late injection of pine oilediesel blends, inciting late SOC.
Interesting observation could be noticed from in-cylinder
pressure curve for pine oilediesel blends, which is drawn with
respect to crank angle at maximum loading condition, and is shown
in Fig. 2c. B50 depicts a higher peak in-cylinder pressure than other
blends and diesel, which is believed to be due to its enhanced
vaporization and combustion. The combustion characteristics of
the engine are dependent on the fuel properties such as viscosity,
boiling point, surface tension and oxygen content. In this case, the
lower viscosity and boiling point of pine oil supports more complete combustion and hence, the peak in-cylinder pressure of B50
was perceived to be higher. Further, pine oil possess a comparable
caloric value with diesel and this in-turn, does not cause a drop in
peak in-cylinder pressure or maximum heat release rate like other
lower cetane fuels ethanol and methanol. As with the case of lower
cetane fuels, the reported results of higher peak heat release rate
and peak in-cylinder pressure are in compliance with the results
obtained by Anandavelu et al. (2011), when they experimented
lower cetane eucalyptus oil in a diesel engine.
4.2. Investigation of performance parameters
In general, diesel engine manifests a scenario of fuel atomization, vaporization, fuel air mixing and combustion until all essential
fuel for a particular loading condition and speed has been utilized
completely (Heywood, 1988.). When the viscosity of the fuel is
lower, the dispersion of fuel into ne droplets is more pronounced,
as pointed out from the experimental study of Hazar (2010).
Therefore, the lower viscosity of pine oil causes ne dispersion of
fuel droplet, enhancing the fuel air mixing and combustion process.
For this reason, the BTE of the engine for B50 was found to be 7.5%
higher than diesel at full load condition, as noticed from Fig. 3a. In
another consideration, presence of inbuilt oxygen in pine oil would
have promoted the combustion, increasing the BTE of the engine.
Further, Rakopoulos et al. (2010), in their study on less viscous and
lower cetane fuel, highlighted the longer ignition delay as the key
factor to the accumulation of fuel air mixture and subsequent
constant volume combustion, leading to higher BTE which is very
relevant to our study with lower cetane pine oil biofuel.
In case of other alternate liquid fuels such as biodiesel or
ethanol, which possess lower caloric value, the BSFC of the engine
is bound to increase with the increase in proportion of either biodiesel or ethanol. For example, Abd Alla et al. (2002) accounted for
higher BSFC with the increase in ratio of ethanol in diesel and
Fig. 3. Investigation of (a) BTE (brake thermal efciency) (b) BSFC (brake specic fuel
consumption) (c) EGT (exhaust gas temperature).
195
Fig. 4. Investigation of (a) NOX (oxides of nitrogen) emission (b) Smoke emission.
196
AV
EB50 ED
ED
5. Conclusion
Pine oil has been utilized as renewable fuel in the current
research work and from the basic experimental investigation, B50
was observed to emit less CO, HC and smoke emission. Though
greener to environment, the deleterious NOX emission persisted
and hence an after treatment technique, SCR CC assembly, was
implemented to reduce the overall emissions. By this measure,
NOX emission was mitigated, while all other emissions such as CO,
HC and Smoke were substantially reduced. The underlying signicance and highlights of the present study are summarized as
follows,
Fig. 5. Investigation of (a) CO (carbon monoxide) emission (b) Fuel to air equivalence
ratio (c) HC (hydrocarbon) emission.
1. Despite the lower cetane number of pine oil, the other advantages of pine oil such as lower viscosity and boiling point, and
comparable caloric value with diesel has had a positive impact
on combustion, performance and emission characteristics of
the engine.
2. The BTE of the engine, for B50, was noted to be 7.5% higher than
diesel, whereas, emissions such as smoke, CO, HC and NOX were
observed to be 70.1%, 67.5%, 58.6% and 15.2% lower than diesel
at full load condition.
3. Though the SOC is delayed by few degrees than diesel, the
maximum heat release rate and in-cylinder pressure of B50
was found to be higher
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