NEW TECHNIQUE FOR USING THE JATROPHA AND KARANJA OIL IN DIESEL ENGINE

By M.KARTHIKEYAN M.E. AUTOMOBILE ENGINEERING MADRAS INSTITUTE OF TECHNOLGY ANNA UNIVERSITY

INTRODUCTION
To solve both the energy concern and environmental concern, the renewable energies with lower environmental pollution impact should be necessary. Biodiesel is renewable and environmental friendly alternative diesel fuel for diesel engine. Biodiesel has higher viscosity, density, pour point, flash point and cetane number than diesel fuel. Also the energy content or net calorific value of biodiesel is about 12% less than that of diesel fuel on a mass basis.

ENGINE SETUP

ENGINE SPECIFICATION
 Engine manufacturer  Bore& stroke  Number of cylinders  Compression ratio  Speed  Cubic capacity  Method of cooling  Fuel timing  Clearance volume  Rated power  Nozzle opening pressure :Kirloskar oil engines ltd :87.5 x 110 (mm) :1 :17.5: 1 :1800 rpm :0.661 litres :water cooled :27 by spill (btdc) :37.8 cc :8 hp :200 bars

TEST METHOD
The engine was operated initially on diesel for warm up and then with Jatropha and karanja oil blends. The experiment aims at determining appropriate proportions of biodiesel and diesel for which higher efficiency was obtainable. Hence experiments were conducted for different proportions of biodiesel mixed with diesel. The blends were in the ration 20%, 40%, 60%, 80% and 100% with diesel. First these blends were tested at normal injection timing 27 BTDC at constant injection pressure 200 bars and with a constant compression ratio 17.5. Then for the best efficiency blend, the tests were conducted at three different injection timings 30 BTDC and 33BTDC and above procedure was followed.

RESULTS AND DISCUSSION

BRAKE THERMAL EFFICIENCY

BRAKE THERMAL EFFICIENCY

By advancing the injection timing, the combustion start earlier than for standard injection timing. Hence more amount of energy available from fuel is utilized for engine power output. This is the reason for the improved thermal efficiency of the engine.

SPECIFIC ENERGY CONSUMPTION

SPECIFIC ENERGY CONSUMPTION

By varying the injection to 30 BTDC, B20 for both EEOJ and EEOK blends having lesser specific energy consumption due to availability of time in better fuel mixing properties and spray characteristics. Similarly further increase in injection timing leads to decrease in the specific energy consumption of B40 blends of EEOJ and EEOK.

CARBON MONOXIDE EMISSIONS

CARBON MONOXIDE EMISSIONS

By advancing the injection timing to 30 BTDC, the HC emissions for B100 of EEOJ, EEOK and its blends with diesel decreases from B100 to B20. This is due to complete oxidation of carbon monoxide to carbon dioxide will occurs. If the injection timing is further advanced to 33 BTDC the B20 blend having more CO emission and others blends of EEOJ and EEOK having lesser CO emissions when compared to diesel.

CARBON DIOXIDE EMISSIONS

CARBON DIOXIDE EMISSIONS

By varying the injection timing to 30 BTDC the carbon dioxide emissions are increases from B100 to B20 for both the oils of EEOJ and EEOK, with diesel at the least. This is due to complete oxidation of carbon monoxide to carbon dioxide taking place. Further advancing the injection timing to 33 BTDC B40 nearly equal to diesel and CO2 emissions increases from B100 to B20.

CARBON DIOXIDE EMISSIONS

In general, bio diesel themselves are considered carbon neutral because, all the CO2 released during combustion has been sequestered from the atmosphere during the process of photosynthesis for the growth of vegetable oil crops, which are later processed into fuel. Hence, bio diesel also helps to mitigate global warming, as carbon dioxide levels are kept in balance.

UNBURNED HYDRO CARBON EMISSIONS

UNBURNED HYDRO CARBON EMISSIONS

The HC emission for diesel at maximum load was 499 ppm where as for B100 of EEOJ and EEOK were 543 ppm and 548 ppm respectively at an injection timing of 27 BTDC. However, HC emission was lower for blended fuels (B20 & B40) as compared to B100 and diesel at full load. When blend ratio increases from B20 to B40, HC emission decreases by 1.3%. This is due to the fact that cetane number of ester based fuels is higher than that of diesel.

UNBURNED HYDRO CARBON EMISSIONS

The effect of shorter delay period resulting in lowers the HC emission. In addition, the intrinsic oxygen contained by the esters was responsible for the reduction in HC emission. It is clear from figures at B40 blend of EEOJ produces lower HC emission compared to EEOK at full load condition.

SMOKE EMISSIONS

SMOKE EMISSIONS
It is clearly observed from the fig that the smoke emissions are reduced with advance injection timing in normal diesel engine. At this same injection timing, smoke emissions for B20 blends of EEOJ and EEOK at 30 BTDC are 27.34 HSU and 34.11 HSU respectively. When injection timing advanced to 33 BTDC the smoke emissions of B40 blends decreases to 34 HSU and 38.99 HSU for EEOJ and EEOK respectively.

SMOKE EMISSIONS
It is clearly observed from the fig that the smoke emissions are reduced with advance injection timing in normal diesel engine. At this same injection timing, smoke emissions for B20 blends of EEOJ and EEOK at 30 BTDC are 27.34 HSU and 34.11 HSU respectively. When injection timing advanced to 33 BTDC the smoke emissions of B40 blends decreases to 34 HSU and 38.99 HSU for EEOJ and EEOK respectively.

SMOKE EMISSIONS
The experimental results clearly prove that the smoke emissions decrease with advancing the injection timing, because of the higher combustion chamber temperature. At the same time NOx produced from the engine and exhaust gas temperature are higher than that of the diesel. The other possible reason is a diffusion combustion part becomes less significant and thus smoke is lowered.

OXIDES OF NITROGEN EMISSIONS

OXIDES OF NITROGEN EMISSIONS

It is clearly observed from the figure that advancing the injection timing increases the NOx emission of B40 blends. When injection timing is advanced to 30 BTDC, the NOx emission of B20 blends increases to 655 ppm and 655 ppm for EEOJ and EEOK respectively. Further injection timing advanced to 33 BTDC, the NOx emission of B40 blends increases to 731 ppm, 769 ppm for EEOJ and EEOK respectively.

OXIDES OF NITROGEN EMISSIONS

It is clearly observed from the figure that advancing the injection timing increases the NOx emission of B40 blends. When injection timing is advanced to 30 BTDC, the NOx emission of B20 blends increases to 655 ppm and 655 ppm for EEOJ and EEOK respectively. Further injection timing advanced to 33 BTDC, the NOx emission of B40 blends increases to 731 ppm, 769 ppm for EEOJ and EEOK respectively.

OXIDES OF NITROGEN EMISSIONS

The experimental results clearly proved that, when the injection timing was advanced, an increase in the NOx emissions for all the fuel mixture was observed. This is due to combustion starts earlier, and thus the residual time of the burning mixture in the cylinder and combustion temperature is increased, thus allows the NOx formation reaction to proceed.

CONCLUSION

ENGINE PERFORMANCE AND EMISSIONS AT 27 BTDC

Almost same power output is noticed in all blends with slightly reduced thermal efficiency, because of reduced calorific values of the bio diesel fuels. The engine performance with bio diesel up to blends was nearly similar to that of diesel. Slightly higher specific fuel consumption was observed at full load for B40.

ENGINE PERFORMANCE AND EMISSIONS AT 30 & 33 BTDC

The 3 advance gave best result for bio diesel and 6 BTDC crank angle degrees produced high exhaust gas temperature and higher levels of NOx formation. When engine was operated at an advanced injection timing of 33 BTDC the engine knocked severely due to rapid burning. This severe knocking caused higher rate of pressure and temperature raises that led to increase of NOx level due to advancing the injection timing and subsequent improvement of the combustion characteristics.

ENGINE PERFORMANCE AND EMISSIONS AT 30 & 33 BTDC

Up to 40% of bio diesel blends with diesel can be used in a diesel engine without any modification in injection timing and without sacrificing the power output. Bio diesel from Jatropha and Karanja oil is a promising alternative fuel for diesel engines. The entire test characteristics of bio diesel and its blends with diesel demonstrate that almost all the important properties of bio diesel and its blends are in very close association with the diesel making it applicable in compression ignition engine for partial replacement of diesel fuel.

REFERENCES
Agarwal D. and Agarwal A.K. (2007a) Performance and emission characteristics of Jatropha oil (preheated and blends) in a direct injection compression ignition engine. International Journal of Applied Thermal Engineering, Vol.27, pp. 2314-2323. Narayana Reddy J. and Ramesh A. (2006) parametric studies for improving the Performance of a Jatropha oil-fueled compression ignition engine, International Journal of Renewable Energy, Vol. 31, pp. 1994-2016. Murugasen A., Umarani C., Subramanaiam R. and Neduchezhian N. Bio diesel as an Alternative Fuel for Diesel Engine A Review, International Journal of Renewable and Sustainable Energy Review 2007. Paramanik K. (2003) Properties and use of jatropha curcas oil and diesel fuel blends in a compression ignition engine, International Journal of Renewable Energy. Vol. 28. Pp. 239-248.

REFERENCES
Abdul Kalam A.P.J. (2007) Energy independence from plant earth, Inaugural Address on 94th Indian Science Congress, Annamalai University,. Chidambaram, p.3. Senthil P. K., Jayaraj S. (2009) Performance and Emission Studies on a 4 Stroke Diesel Engine using Methyl Ester of JME Oil with EGR, M.E., Thesis, Anna University, CHENNAI. Murugesan A. (2009) Experimental and theoretical Investigation of using Biodiesel in Diesel Engines; Ph.D., Thesis. Anna University, CHENNAI.

Sundarapandian and Devaradjane, Performance and Emission Analysis of Bio Diesel Operated CI Engine, Journal of Engineering, Computing Architecture.

THANK YOU