Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review

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IPASJ International Journal of Mechanical Engineering (IIJME)Web Site: http://www.ipasj.org/IIJME/IIJME.htm

A Publisher for Research Motivation........ Email: [email protected]

Volume 3, Issue 6, June 2015 ISSN 2321-6441

Volume 3, Issue 6, June 2015 Page 1

ABSTRACT

The scarcity of traditional fuel such as petrol, diesel etc. may raises the problem of vanishing it in very early years. So the

Biodiesel extracting from edible and non edible seeds like kusum(Schlichera Oleosa), palm, jetrofa e tc. Are great substitute for

diesel after blending in suitable proportional in diesel. Physicochemical properties characterization a mixture of biodiesel and

kerosene were carried out to investigate their potential use as a substituted diesel fuel for domest ic purposes. Biodiesel is mixed

with kerosene to bring many of the beneficial characteristics to be a substituted diesel fuel. Overall physicochemical

characteristics of blending fuel were reduced by the increasing of kerosene concentrations. Kerosene can play a role as a

diluents agent to reduce the characteristic of cold flow properties of biodiesel with Diethyl ether as an additive.

Keywords: Biodiesel, Kusum methyl ester, Diethyl ether (DEE), transesterification

1.INTRODUCTION

Today, the world has two main problems viz. fossil fuel deficiency and environmental degradation. Petroleum is the

largest single source of energy consumed by the world’s population, exceeding coal, natural gas, nuclear, hydro and

renewable. This increasing demand of petroleum’s is 30% by the year of 2020. That’s why, The shortage of petroleum

resources, environmental pollution, energy security, and continuous increasing petroleum costs encourage new studies

or researches to develop alternative renewable fuels. So biodiesel made up from animal fats, seeds of jetrofa, palm,

kusum etc are the substitutes for the petroleum. Diesel fuels are on the heavy end of a barrel of crude oil. This gives

diesel fuel its high BTU content and power, but also causes problems with diesel vehicle operation in cold weather

when this conventional diesel fuel can gel. Similarly, one limitation to the use of biodiesel is the fact that it tends to gel

at low temperatures. Some types of biodiesel freeze at higher temperatures than others, depending on the level of

saturated components in the fuel.

Gelling can be reduced by adding a winterizing agent formulated for biodiesel and diesel fuels. So four parameters like

as pour point, flash point, fire point, cloud point. The leading options to handle cold weather with diesel fuel and

biodiesel are:

Blending with kerosene and kusum methyl ester (KME),

Utilization of an additive that enhances cold flow properties,

Utilization of oxygenated agent Diethyl-Ether (DDE),

This experiment intended to investigate the utilization of a mixture of biodiesel (KME) and kerosene as a substituted

diesel with certain ratio and also to support Government of India for biofuel program and energy security.

2.THE OBJECTIVE OF EXPERIMENT

The purpose of this experiment is to gather data on the effect of introducing the amounts of kerosene into biodiesel as

substituted diesel fuel, particularly for the cold flow characteristics.

3.MATERIALS AND METHODS

3.1 Materials

The biodiesel used for this experiment was produced from kusum oil as feedstock transesterification processing and the

process is conducted at my home by using methanol. Kerosene was obtained by purchasing from market.

3.2 Kusum Oil Extraction

Kusum seeds were collected from local market. Two methods were adopted for extraction of kusum oil from kernel. Bymechanical extraction method these kusum seeds were mechanically processed by using mechanical Expeller to extract

oil followed by filtration. The recovery of oil was calculated to be near about 30%. In n-hexane Solvent extraction

method by using a Soxlet apparatus the oil recovery was 38%. The extraction was carried out in the Renewable Energy

Performance Testing of Diesel Engine Using

KME and DEE Blends with Kerosene: A Review1Pratik K.Channe , Rajesh K. Kulkarni

2

1P.G. Student, Department of Mechanical Engineering, P.R.Pote College of Engineering, Amravati, Maharashtra, India

2Assistant Professor, Department of Mechanical Engineering, P.R.Pote College of Engineering, Amravati, Maharashtra,India







Lab, Petroleum diesel was purchased from nearby fuel filling station. Apparatus used for oil extraction are shown in

Fig.

Figure 1 Mechanical Expeller for Kusum oil extraction

3.3Methods

Transesterification

The trans-esterification is two stage process i) Acid catalysed esterification and ii) Alkaline catalysed trans-

esterification to convert esterifies oil in to methyl ester and glycerol. The esterifies oil (below 4% FFA) was taken for

transesterification in the quantity of 1000 ml. 5 g of KOH was dissolved in to 250 ml of methanol and continuously

stirred for 15 minute. After that this mixture was dissolved in to the 1000 ml of oil. This solution was then continuously

heated and stirred at constant temperature of 55-60˚C for 2 hours. After the reaction is over, solution was allowed to

settle down for 24 hours. Glycerine settles at the bottom and kusum methyl ester rises at the top. Methyl ester was then

separated and purified with warm water. Transesterification.

Figure 2 Biodiesel with Glycerine

3.4 Blend preparation

Biodiesel blending with kerosene was carried out in the following ratios (Diesel:KME:kerosene:DEE), i.e. 0:100:0:0,

75:25:0:0, 65:35:0:0, 70:20:10:0, 70:20:5:5 and 65:20:5:10.Blending processing of biodiesel and kerosene fuel was

Conducted by mixing biodiesel and kerosene through proportional blending or with certain ratio (5-10 %) in

laboratory.

The mixture of biodiesel and kerosene were characterized for their properties such as density, viscosity, flash point, pour point, cloud point, and cetane number. The results were compared with the standard or regulated specification for

diesel fuel.







Figure 3 Biodiesel blends preparation

4.TEST ENGINE AND FUEL PROPERTIES

The experiments were carried out on a naturally aspirated, water-cooled, 4-cylinder, direct-injection diesel engine. Thespecifications of the engine are shown. The densities of the three fuels were measured at 20 °C. Other properties of the

fuels were obtained either from the literature or from fuel specifications.

4.1 Engine Specification

Engine soft configuration data

Engine Power : 7.5kW

Operating Speed : 1500 RPM

Orifice Diameter : 24MM

Dynamometer Arm Lengh : 150MM

Dia. Of Cylinder (Bore) : 73MM

Lengh Of Piston (Stroke) : 88.9MM

Connecting Rod Lengh : 165MM

Compression Ratio : 23:1Engine Stroke : FOUR

No. Of Cylinders : FOUR

Speed Type : VARIABLE

Cooling Type : WATER

Dynamometer Type : EDDY CURRENT

Fuel Density : 820 kg/m3

Calorific Value : 44800 kJ/kg

Orifice Coefficient Of Discharge : 0.62

Specific Heat Of Water : 4.185kJ/kg-K

Water Density : 1000 kg/m3

Clearance Volume : 10cc

Figure 4 Engine Test Rig







5.RESULTS AND DISCUSSION

5.1 Properties of biodiesel and diesel

Table 1: Properties of biodiesel and diesel

Sr.No.

Fuel(Diesel:KME:kerosene:DEE)

Viscosity(in cSt)

Density(kg/m3)

FlashPoint

(0C)

FirePoint

(0C)

CalorificValue

(kJ/kg)

1 0:100:0:0 13.5 845 155 160 38356

2 75:25:0:0 4.0 840 89 95 41990

3 65:35:0:0 4.6 842 87 93 41870

4 70:20:5:5 3.8 836 88 90 42455

5 65:20:5:10 3.7 830 84 86.6 42610

6 70:20:10:0

3.5 825 85 88 41900

7 100:0:0:0

3.2 820 83 65 42800

Followings are the reviews of some research work that is undergone by researchers on biodiesels.

5.2 Viscosity

The viscosity of liquid (resistance offered by the inner layer of flow to the upper layer of liquid ) fuel is an important

characteristic because it determines the flow through pipelines, injector nozzles and formation of fuel in cylinder. From

the Table 1, it was observed that viscosity get regularly decreases as increasing proportion biodiesel-kerosene blend.

Kerosene can be as diluents to reduce the viscosity.

5.3 Pour point

Pour point and cloud point have been routinely used to characterize the cold flow operability of diesel fuels in the

petroleum industry. It was observed that pour point get regularly decreases as increasing proportion biodiesel-kerosene

blend. The pour point of biodiesel-kerosene oil blends at all proportions (0:100:0:0, 75:25:0:0, 65:35:0:0, 70:20:10:0,

70:20:5:5 and 65:20:5:10) were found to meet the specification requirement of diesel fuel. Addition of kerosene can

reduce the pour point of biodiesel. From this comparison of pour point it’s suggest that the above blends can be used

directly as a fuel in high speed diesel engines with consideration of other properties.

5.4 Brake thermal efficiency

The brake thermal efficiency of CI engine is lower than that of the corresponding diesel fuel at all the engine speed.

Thermal efficiency of preheated Kusum oil was found slightly lower than diesel. The possible reason may be higher

fuel viscosity. Higher fuel viscosity results in poor atomization and larger fuel droplets followed by inadequate mixing

of vegetable oil droplets and heated air. However, thermal efficiency for preheated Jatropha oil was higher than

unheated Jatropha oil. The reason for this behavior may be improved fuel atomization because of reduced fuel viscosity

(Agarwal D. and Agarwal A., 2007).

5.5 Exhaust gas temperature

Experimental study of preheated Kusum oil shows the variation of exhaust gas temperature for diesel and Kusum oil

(unheated and preheated). Result shows that the exhaust gas temperature increases with increase in brake power for

each fuel. (Agarwal D. and Agarwal A., 2007).The variation of exhaust temperature with brake power for Diesel and

other oils in the test engine. Exhaust temperature of Neem, Mahua and Castor are almost same as that of diesel in themid range of load. This is an indication of lower exhaust loss and could be possible reason for higher performance.

Exhaust temperature of Linseed is much higher than diesel (M.C.Navindgi et.al,2012).

5.6 Smoke emission

Smoke emission using Jatropha oil was greater than that of diesel. Heating the Jatropha oil result in lower smoke

emission compared to unheated oil but it is still higher than diesel (Agarwal D. and Agarwal A., 2007). For preheated

RRO blends the smoke emissions decrease with the preheating. The most sufficient decreases were observed for

rapeseed oil blends. The lowest smoke densities were obtained with preheated O50 and O20. The average smoke

densities were decreased by 9.4%, 20.1% and 26.3% for DF, O20 and O50, respectively. This may be due to the

reduction in viscosity and subsequent improvement in spray (Hazar H. and Aydin H., 2010).

5.7 Air – Fuel Ratio

The air-fuel ratio is found to reduce with the increasing proportion of KSOME in the fuel blends with diesel because of

increase in BSFC for the same level of power output in comparison with diesel. Diesel fuel operation had the highestair-fuel ratio throughout the load range. The trends of the graphs showed an increase in air-fuel ratio with increase in

percentage of diesel fuel in the blends. In case of diesel engine the air-fuel ratio should be near to the chemically correct







ratio when operating at full load. However, poor fuel distribution and limited air mixing may result in objectionable

smoke if operated near the chemically correct air-fuel ratio.

6.CONCLUSION

Based on the comparative study of the reviewed paper for the performance and emissions of vegetable oil (Bio diesel), it

is concluded that the vegetable oil represents a good alternative fuel for diesel and therefore must be taken into

consideration in the future for transport purpose. Thus a number of conclusions are drawn from the studies of various

experimental results. Thermal efficiency, and exhaust temperature increases while other performance parameter like

BSFC is decreased for preheated vegetable oil fuelled engine compared to unheated vegetable oil. Only problem is that

viscosity is somewhat greater than the diesel.Except NOx the other emission characteristics such as HC, CO and CO2

are decreased due to preheating of the fuel. Preheating by exhaust gases could be one feasible solution to overcome the

problem of high viscosity which is being the major cause of many problems identified by several researchers.

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AUTHOR

Pratik Channe received the B.E.degree in Mechanical Engineering from SGBAU, Amravati in 2013

and doing M.E. in Thermal Engineering of same university, During 2013-2015, he stayed in P.R.Pote

College of Engineering,Amravati for this research work.

Documents

Performance Testing of Diesel Engine Using KME and DEE Blends with Kerosene: A Review