Experimental Investigation on Reduction in Exhaust Emissions of CI Engine by Mixed treatment of EGR, Catalytic Converter and Air-Dilution System using Blends of Jatropha Biodiesel

IJSRD - International Journal for Scientific Research & Development| Vol. 1, Issue 3, 2013 | ISSN (online): 2321-0613

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Experimental Investigation on Reduction in Exhaust Emissions of CI Engine by Mixed treatment of EGR, Catalytic Converter and Air-

Dilution System using Blends of Jatropha Biodiesel

Keyur C. Patel1 Dr. Pravin P. Rathod2 Prof. J. J. Goswami3

1PG Student 2Associate Professor 3Associate Professor 1, 2, 3 Mechanical Engineering Department

1, 2, 3 Government Engineering College, Bhuj-370 001 (Kutch-Gujarat-INDIA)

Abstract—Today world faces two major crises, depletion of fossil fuel and environmental degradation. So for solve both problems, renewable alternative fuel should be necessary with minimum impact on environment. There are many alternative fuels in the world likes biodiesel, alcohols, pyrolysis oil, CNG, LPG etc. But among all of them biodiesel is a most one. In this content, Biodiesel was used as an alternative fuel. But with the use of biodiesel increasing in NOx emission so to comply with upcoming stringent emissions pre and post treatment are necessary to reduce emissions. In these experiment blends of biodiesel are used such as B0, B5, B10, B15, B20, B25 and B30. In these experimental performance parameters such as brake thermal efficiency, brake specific fuel consumption was measured and emission parameters like CO, HC, CO2, NOx, smoke and odour are measured. With used of EGR NOx is reduced but HC, CO and smoke are increased so to reduced exhaust emission, three combined systems were used such as Air Dilution system for smoke and odour, EGR for NOx and Catalytic Converter for HC and CO emissions. It has been noticed that emissions such as CO, HC, smokes, odour and NOx significantly decreased by use of three combined system such as air dilution system, EGR and catalytic converter. Highest brake thermal efficiency observed with B30 blend and lowest NOx emissions observed for B20.

Keywords: Jatropha Biodiesel, EGR, Catalytic Converter, Air Dilution system, Exhaust Emissions.

I. INTRODUCTION Presently world is confronted with two major crisis of fossil fuel depletion and environment degradation. And the other hand diesel engines are widely used in compare to gasoline engine because of their better fuel economy and higher power with lower maintenance cost. The application of diesel engine in electric power generation, construction, agricultural, industrials field and transportation sector. About 4 to5 % higher use of diesel engine than gasoline engine, these wide uses of diesel engine leads to increase the demand of petroleum which is derived from fossil fuel and also lead to increasing environmental pollution. So for solve both problems of depletion of fossil fuel and environmental pollution from exhaust gas emission have led search for renewable alternative fuel with lower environmental pollution. There are many renewable energy source in world but among them bio-fuel is one of the most important [1].Bio-fuel has received wide attention because the produce less emissions of exhaust gases which is responsible for

global warming, promote rural development and contribute toward the main goal of energy security [2].Another most important advantage of biodiesel is that it can be used in engine without any modification. India has to begin use of biodiesel as a substitute for a conventional diesel by certain percentage. Biodiesel can be produce from vegetable oil (edible or non edible), algae and animal fats. Use of non edible vegetable oil is most preferable to produce biodiesel because non edible oil is cheaper than edible oil and also the higher productivity than edible oils, jatropha curcas is an example which produces 1590 kg of oil per hectare [3].

There are many experimental works done in past on biodiesel and its blends, which show significant reduction observed in HC, CO, and smoke emissions but increased NOx emissions. Emission of NOx is higher for biodiesel and its blends than conventional diesel fuel due to the extra oxygen molecules in biodiesel [5].There are many methods such as injection retarding, humid air injection, exhaust gas recirculation (EGR) to reduce NOx emissions, among all of them EGR is commonly adopted to reduce NOx emissions. Many past research work reported that with the use of EGR there is a significant reduction achieved in NOx emissions but negative impact is that other emissions such as HC, CO and smokes are increased [6]

So that means additional reduction is mandatory to comply with upcoming stringent emissions norms. There are many various exhaust pre and post treatment such as EGR, catalytic converter, diesel particulate filter, soot trap etc can be used combine to bring emissions at minimum level. As the past research work reported that with the use of combine oxidation catalytic converter and EGR, there were significant reduction observed in HC, CO, NOx and PM [15].Odour and smoke emissions reduced by air-dilution systems [8, 12]. Therefore it can be possible to achieve minimum level of emissions of CO, HC, NOx, smokes and odour by combine use of three different exhausts treatments system such as EGR, catalytic converter and air-dilution systems.

II. EXPERIMENTAL SET UP AND PROCEDURE

A. Properties of test fuel

Jatropha biodiesel is a chosen as a test fuel, because it is non-edible. The current experimental study focused to use Jatropha biodiesel as a blend with conventional diesel to improve its properties to be nearer to conventional diesel fuel. The blending percentage denoted by B0, B5, B10, B15,

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Experimental Investigation on Reduction in Exhaust Emissions of CI Engine by Mixed treatment of EGR, Catalytic Converter and Air-Dilution System using Blends of Jatropha Biodiesel

(IJSRD/Vol. 1/Issue 3/2013/0089)


B20, B25 and B30. Table 1 show the properties of different blends of biodiesel and diesel.

Property

Diesel

B5

B10

B15

B20

B25

B30

Viscosity at 40o C,

cSt 2.54 2.76 3.03 3.29 3.62 3.76 3.92

Density(Kg/ m3) 836 838.3 841 842.6 844.3 852.4 858.3

Calorific Value

(MJ/Kg-1)

43500

43210

42920

42630

42340

42050

41760

Table. 1: Diesel and Biodiesel Properties Comparison

B. EGR system:

The concentration of NOx in the exhaust is closely associated to the peak cycle temperature. There are different methods by which peak cycle temperature can be reduced and NOx emission can be controlled. One of them exhaust gas recirculation (EGR) is commonly used to reduce NOx emission. The amount of EGR is calculated using equation as follows: EGR % = (MEGR/ Mi) × 100 MEGR = Mass of recalculated gas / Mass of total intake air of cylinder.

C. Air dilution system:

An air dilution system which can be decreased exhaust odour. In this system, exhaust gas is diluted with fresh air and odour is reduced. Exhaust gas and fresh air are mixed in the tunnel in a cross flow type mixing process. This system can also used as alone or with any other exhaust after treatment. Air dilution system consists of a blower and a tunnel. In the air dilution system, there are two inlet passage for entering exhaust gas and fresh air and one outlet pipe (divergent type) for releasing diluted exhaust to atmosphere. With this air dilution system smoke opacity can be also decreased. As in past experiments author used this air dilution system and in this experiment follow the same method for air dilution systems. In this experiment air dilution tunnel is made by wood 90×30×30 cm [12].

D. Experimental set up and procedure:

The experimental installation for present work consists of 2-cyllinder, water cooled, and common rail DI diesel engine. The specification of this engine given in table 2.3.The test engine was connected to hydraulic dynamometer. All experimental readings were taken after 20 minutes of engine start, to stabilize the engine and there was no almost any fluctuation of exhaust emission. Experimental test carried out at four different loads such as 4, 6, 8, and 10 kg. Stop watch and fuel level indicator was used to measure the fuel consumption. An Indus 5 PEA 205 gas analyzer was used to measure exhaust emissions of NOx, HC, CO, CO2. Smoke was measured by numerical smokes scale level method. 0 for no smoke and 9 for highest smoke used, fig. 2.1 show the smoke level scales and table 2.2 described the smoke level [8]. A ph meter was used to measure the ph value of exhaust gases and correlate the odour to the ph values of exhaust gases.

Numerical Scale Verbal description of smoke

0 No smoke 1 Very slight smoke 2 Slight smoke 3 Moderate smoke

4-6 Strong smoke 7-9 Very strong smoke Table. 2: Smokes level scale

Fig. 1: Smoke Level Scale

Fig. 2: Experimental setup

Fig. 3: schematic diagram of Experimental set up

(1)Test Engine (2) Hydraulic Dynamometer (3) Fresh Air in (4) EGR system (5) Catalytic converter (6)Air dilution

system (7)Gas analyzer (8)Exhaust Gas. Engine name Kirlosker

Engine no. 19.8004/9074 Cylinder number 2

RPM 1500 BHP 10 KW 7.4

Fuel injection system Common rail Valve no. 2/cylinder

Bore X stroke 80mm X 101mm Displacement 1004 cc

Table. 3: Engine Specification




E. Sensual Assessment:

Sensual assessment is one method used to check odour intensity of exhaust gas. In the past research work, nose is used to detect smell of exhaust gas and odour level scale is used to evaluate the odour level of exhaust gases [9]. In this experiment follow the same method to evaluate the odour level of exhaust gas. Odour level scale is in table 2.4 as follow. Odour level Verbal Description

1 Not detectable No odour 2 Slight Odour but not uncomfortable 3 Moderate Uncomfortable odour

4 Strong Irritating odour, not possible to exposure for long time

5 Very strong Very irritating odour, not possible to exposure even for 2 sec.

Table. 4: Odur rating scale A difference of one point is reported as equivalent change in the concentration of odourus gases. So that means one point change in odour level scale is a significant change in exhaust odour. In this study, 5 assessors are used and average value of odour level from these 5 assessors is used in this study. Odour level range is about 0.25 points among the human assessors for replication of data [9]. In this study exhaust gases is poured in 5L bag and then assesors examine the odour level.

In past research works used Instrumental method to avoid sensual error and for to correlate instrumental result and sensual results. A digital ph meter is used to measured ph value. In this study follow same instrumental method [8]. In the exhaust gas main component is aldehyde and also organic acids effect on the exhaust gases. Organic acids or aldehydes condensed in aqueous solution and change the ph value of exhaust gas so the ph value of exhaust gas is one indicator to evaluate the odour level. In this study bag sampling method is used to determine the ph value as other past experiments done for measured the ph value of exhaust gas, this study followed same method. [9] 5 L volume bag is used for sampling and sampling time is about 7 sec , after sampling 25 cc of water filled into bag to make solution and then solution cooled to about -10o C about 5 min to absorb odourus contents in solution. After that ph value measured of exhaust gas solutions [12]

III. RESULT AND DISCUSSION

A. Performance analysis:

1) Brake thermal efficiency without EGR:

Figure 4 presents the effect of using different diesel-biodiesel blends on brake thermal efficiency. As shown in this figure, the brake thermal efficiency increases as the biodiesel blend percentage increases. The brake thermal efficiency is always found to be higher with tested different blends as compared with diesel. This is because of the fuel properties such as viscosity and density. BTE increased with increasing load for all blends and neat diesel fuel. The brake thermal efficiency of engine operating with bio-diesel blend B30 mode was higher by 7.01, 15.54, 16.42, 23.94 % at 2.13, 3.19, 4.26, and 5.32 Kw load condition than in compare to diesel mode. About 15 % higher thermal efficiency observed with B30 than diesel fuel.

BRAKE TH. EFFICIENCY Vs LOAD

LOAD IN KG

4 6 8 10

BRA

KE

THER

MA

L EF

FICI

ENCY

10

12

14

16

18

20

22

24

26

28

30

B0

B5

B10

B15

B20

B25

B30

Fig. 4: Brake Thermal Efficiency without EGR

2) Brake thermal efficiency with EGR

When EGR introduced to diesel engine BTE is decreased due to oxygen available for combustion get decreased due to replace by exhaust gas and also dilution of fresh air with exhaust gas and lower flame velocity and lead to incomplete combustion. In compare to without EGR, BTE of B0 is decreased about 2 to 3 % at tested load conditions in compare to B0 without EGR. And for B30 BTE decreased about 2 % at 2.13, 3.19, 4.26 and 5.32 kw load conditions in compare to B30 without EGR.

Fig. 5: Brake Thermal Efficiency with EGR

3) Brake Specific Fuel Consumptions:

The fuel consumption of the engine was increased with increasing amount of Bio-diesel blends in diesel. It can be due to fact that engine consume more fuel with diesel-biodiesel blends than neat diesel to developed same power output. It may be due to low calorific value of diesel-biodiesel blends. Due to the increasing fuel consumption, brake specific fuel consumption is decreased with bio-diesel blends at increased rated power. Highest reduction of BSFC is found with B30, it was about 11 % at tested load condition in compare to diesel fuel.

Fig. 6: Brake Specific Fuel Consumption without EGR




4) Brake Specific Fuel Consumption with EGR: BSFC WITH EGR

LOAD IN KG

4 6 8 10

BSFC

IN K

G/KW

HR

0.2

0.3

0.4

0.5

0.6

0.7

0.8

B0

B5

B10

B15

B20

B25

B30

Fig. 7: Brake Specific Fuel Consumption with EGR

After the introducing EGR to engine BSFC increased for all blends and neat diesel. For B0 BSFC increased about 2 to 3 %than B0 without EGR and for B30 about 1 to 2 % at 2.13,3.19, 4.26 and 5.32 kw load condition than B30 fuel mode without EGR.

B. Emissions Analysis

1) CO2 emissions without any systems:

CO2 emission from the diesel engine with different bio-diesel blends were shown in Figure 8. The CO2 increased with increasing load condition for diesel and bio-diesel blended fuel. The jatropha bio-diesel blends follows same trend of CO2 emissions which was higher than in case of diesel. More CO2 in exhaust is indication of complete combustion, highest CO2 found with B30 which is about 7 % higher than neat diesel at tested load condition.

Fig. 8: CO2 Emissions without Any Systems.

2) CO2 Emissions with EGR:

When EGR is introduced in diesel engine oxygen availability is decreased, thus oxidizing of CO to CO2 decreased as well but in jatropha biodiesel blends include more oxygen molecule so for blends CO2increased with increasing jatropha biodiesel concentration in diesel. For diesel CO2 increased 56 % at tested load condition in compare to diesel mode without EGR. When for B30 it was about 62 % increased at all operating condition and higher

than in compare of B30 mode without EGR and BO mode with EGR. 3) NOx Emissions without Any System:

Fig. 9 shows the variation of NOx emissions for different biodiesel blends and neat diesel. NOx emission of biodiesel blends is higher than diesel due to the more oxygen molecules in biodiesel. Due to the more oxygen contents, they contribute to NO to oxidizing and form NOx. For biodiesel blends lowest NOx emission observed with B20 which is nearer to diesel fuel. NOx emissions increased for B20 about 1 to 2 % at tested load conditions in compare to neat diesel fuel. However increasing NOx concentration is the main problem n biodiesel blends and it can be reduce by making suitable change in the engine parameter or with using different pre-post treatment.

LOAD IN KG

4 6 8 10

NO

x E

MIS

SIO

NS

IN

PP

M

920

940

960

980

1000

1020

1040

1060

1080

1100

B0

B5

B10

B15

B20

B25

B30

Fig. 9: NOx Emissions without Any Systems

4) NOx emissions with EGR

EGR is one of the techniques to reduce NOx emission. In EGR exhaust gas is recalculated in intake with fresh air, because of this flame temperature reduce so formation of NOx is decreased. NOx decreased with increasing EGR rate. In this experiment only 15 % exhaust gas is recalculated. Figure 3.8 show the variation of NOx emissions of diesel fuel and different biodiesel blends. After EGR used NOx emission decreased about 35 % for both fuel neat diesel and B20.

LOAD IN KG

4 6 8 10

NO

x IN

PPM

450

500

550

600

650

700

750

800

B0

B5

B10

B15

B20

B25

B30

Fig. 10: NOx Emissions with EGR




5) NOx emissions with all systems (EGR +catalytic

converter + Air dilution system)

LOAD IN KG

4 6 8 10

NO

x IN

PPM

400

450

500

550

600

650

700

750

800

B0

B5

B10

B15

B20

B25

B30

Fig. 11: NOx Emissions with all Systems

(EGR + catalytic converter + Air dilution systems) Fig. 11 represent the variation of NOx emission with total attachment of all systems such as air dilution system, EGR, and Catalytic converter. About 40 % NOx decreased with total attachment of all systems such as EGR, catalytic converter and air dilution system than without any systems for both B0 and B20 fuel. 6) CO Emissions without Any System

The CO emission from the engine fuelled with bio-diesel blended fuels is shown in Figure 3.10. CO emissions are a forming incomplete combustion of fuel. However, if combustion complete than CO is oxidizing to CO2. CO emission of diesel is low because diesel fuel combustion occurs with lean mixture. Show the Figure 3.10 CO emission of jatropha biodiesel blends lower at all operating condition than diesel, expected due to the extra oxygen molecules in jatropha biodiesel blends, which complete fuel combustion and help to CO to oxidizing to CO2. Higher CO reduction observed with B30 fuel mode which is about 9 % at tested load condition in compare to diesel fuel.

LOAD IN KG

4 6 8 10

CO IN

PER

ECEN

TAGE

2.8

3.0

3.2

3.4

3.6

3.8

4.0

4.2

4.4

B0

B5

B10

B15

B20

B25

B30

Fig. 12: CO Emissions without Any Systems.

7) CO emissions with EGR

Figure 3.11 represents the variation of CO emissions of neat diesel fuel and different biodiesel blends. CO emission increased while 15 % EGR is introduced, it may due to decreased oxygen availability for combustion process. As the use of EGR to contribute to decreased AFR consequently, CO increased. It could be due to incomplete

combustion, accordance to CO emission phenomena. CO emissions are increased by about 31 to 36 % for both fuel neat diesel and B30, but still lower emissions of CO of biodiesel blends than neat diesel. These increased in CO emissions decreased by used of catalytic converter.

LOAD IN KG

4 6 8 10

CO E

MIS

SION

IN P

ERCE

NTAG

E

4.2

4.4

4.6

4.8

5.0

5.2

5.4

5.6

5.8

B0

B5

B10

B15

B20

B25

B30

Fig. 13: CO Emissions with EGR

8) CO Emissions with Catalytic Converter After the EGR introducing exhaust gas pass through

catalytic converter. Catalytic converter is a device which is reduced HC and CO emissions. HC and CO reduction with catalytic converter is mainly depending on the condition of

catalytic converter and exhaust temperature. Figure 14 show the variation of CO emissions of neat diesel fuel and

different biodiesel blends. Lowest CO emissions observed with B30 and CO emissions decreased by increasing blend percentage than in compare to diesel fuel. For B0 and B30 with catalytic converters, CO emissions decreased by about

2 to 3 % at tested load condition in compare to CO emissions with EGR of both fuel B0 and B30.

LOAD IN KG

4 6 8 10

CO IN

PERC

ENTA

GE

4.2

4.4

4.6

4.8

5.0

5.2

5.4

5.6

B0B5B10B15B20B25B30

Fig. 14: CO Emissions with Catalytic Converter

O Emissions with all Systems (EGR + Catalytic converter + Air Dilution):

CO EMISSIONS WITH ALL SYSTEM

LOAD IN KG

4 6 8 10

CO E

MIS

SION

S IN

PERC

ENTA

GE

4.0

4.2

4.4

4.6

4.8

5.0

5.2

5.4

B0

B5

B10

B15

B20

B25

B30

Fig. 15: CO Emissions with All Systems




Fig. 15 show the variation of Co emissions of different blended fuel and pure diesel. For B0 fuel and B30 fuel CO emission with air dilution system decreased by about 3 to 4 % at tested load condition in compare to CO emission with catalytic converter of B0 and B30. With the combine catalytic converter and air-dilution CO decreased by about 5 to 6 % for B0 and B30 than in compare to CO emission of B0 and B30 respectively with EGR.

9) HC Emissions without Any Systems

The unburned hydrocarbon from the diesel engine with different biodiesel blends is shown in Figure 16. HC emissions were increasing with increased load condition for all diesel and Biodiesel blends. The HC emission exhausts gas was gradually decreased with increasing bio-diesel proportion in blends and which is lower for biodiesel blends than neat diesel. Higher reduction achieved with B30 mode which is about 2 % than in compare to neat diesel fuel.

LOAD IN KG

4 6 8 10

HC IN

PPM

1380

1390

1400

1410

1420

1430

B0

B5

B10

B15

B20

B25

B30

Fig. 16: HC Emissions without any systems

10) HC Emissions with EGR

LOAD IN KG

4 6 8 10

HC E

MIS

SION

IN P

PM

1400

1420

1440

1460

1480

1500

1520

B0

B5

B10

B15

B20

B25

B30

Fig. 17: HC Emissions with EGR

Figure 17 show variation of HC emissions of different biodiesel blends and neat diesel. It is observed that HC emission increased with EGR and with increasing load condition for all fuels neat diesel and all blended fuel. After the introducing EGR, HC emission of B30 and B0 increased about 4 to 5 % than in compare to respective B30 and B0 fuel without EGR systems. But for B30 fuel with EGR, HC emissions still lower than B0 fuel with EGR. 11) HC Emissions with Catalytic converter:

Fig. 18 show the variation of HC emission with Catalytic converter for neat diesel and different biodiesel blends. Diesel oxidation Catalytic converter (DOC) which is used for reduce HC and CO concentration. After the using DOC emission of HC for B30 and B0 fuel reduced by about 3 %

than in compare to respectively B30 fuel and B0 fuel with EGR at tested load conditions.

LOAD IN KG

4 6 8 10

HC E

MIS

SION

S IN

PPM

1415

1420

1425

1430

1435

1440

1445

1450

B0

B5

B10

B15

B20

B25

B30

Fig. 18: HC Emissions with Catalytic Converter

12) HC Emissions with All systems (EGR + Catalytic

converter + Air Dilution systems): CO EMISSIONS WITH ALL SYSTEM

LOAD IN KG

4 6 8 10

CO E

MIS

SION

S IN

PER

CENT

AGE

4.0

4.2

4.4

4.6

4.8

5.0

5.2

5.4

B0

B5

B10

B15

B20

B25

B30

Fig. 19: HC Emissions with All Systems

Air dilution is one of the techniques to reduce emission in which exhaust gas mixed with fresh air in tunnel with the attachment of blower to provide more fresh air. Figure 3.17 show the variation of HC emissions of diesel fuel and different biodiesel blends. Lowest HC emissions observed with B30 fuel. For the B0 fuel and B30 fuel, HC emissions reduced with air dilution by about 0.4 and 0.8 % at tested load condition than in compare to respectively HC emissions of B0 and B30 with catalytic converter. With combine used of Catalytic converter and air dilution system, HC emission decreased by 3 to 4 % for both fuel B0 and B30 than in compare to HC emissions of B0 and B30 fuel with EGR.

13) Smokes Emissions without any Systems: SMOKE LEVEL WITHOUT ANY SYSTEMS

LOAD IN KG

3 4 5 6 7 8 9 10 11

SMOK

E SC

ALE

LEVE

L

0

2

4

6

8

10

B0

B5

B10

B15

B20

B25

B30

Fig. 20: Smoke levels without Any Systems




Smoke level measure by smoke scale level method. For this numerical scale 0 for no smoke to 9 for highest smoke was used. Figure 20 show the smoke level for biodiesel blend was lower than pure diesel at all operating condition. Lower the smokes for biodiesel blends, this may be due to extra oxygen amount in blends which tends to complete combustion. Smoke decreasing with increasing biodiesel amount in blends. Lowest smoke observed at B30 fuels. Smoke decreased for B30 fuel by about 50 % than in compare to neat diesel at tested load condition. 14) Smoke Emissions with EGR:

SMOKE SCALE LEVEL WITH EGR

LOAD IN KG

3 4 5 6 7 8 9 10 11

SMOK

E SC

ALE

LEVE

L

0

2

4

6

8

10

B0

B5

B10

B15

B20

B25

B30

Fig. 21: Smoke level with EGR

The smoke level of tested fuel is increased with 15 % EGR. It may be due to the recalculate exhaust gas which reduce oxygen amount for fuel combustion and lead to incomplete combustion. Figure 21 show the variation of smokes levels. For B0 fuel smoke level increased by about 19 % than in compare to B0 fuel without EGR at tested load condition. For B30 fuel smoke level increased by about 39 % at tested load condition than B30 without EGR but still lower than B0 fuel with EGR. 15) Smoke Emissions with All Systems (EGR + Catalytic

converter + Air Dilution systems): SMOKE LEVEL WITH ALL SYSTEM

LOAD IN KG

3 4 5 6 7 8 9 10 11

SMOK

E SC

ALE

LEVE

L

0

1

2

3

4

5

6

B0

B5

B10

B15

B20

B25

B30

Fig. 22: Smokes Level with All systems Fig. 22 shows the variation of smoke level of different blends and neat diesel with different load condition. Highest smoke decreased by B30 fuel by about 55 % than in compare to B30 fuel without any systems. And for B0 fuel

smokes decreased by about 40 % at tested load condition than in compare to B0 fuel without any systems. 16) Odour Emissions without any systems:

ODOUR LEVEL WITHOUT ANY SYSTEM

LOAD IN KG

3 4 5 6 7 8 9 10 11

ODOU

R LE

VEL

0

1

2

3

4

5 B0

B5

B10

B15

B20

B25

B30

Fig. 23: Odour Levels without Any Systems Fig. 23 show variation of odour levels with different biodiesel blends and neat diesel. Odour emissions increased with load condition and decreased with increasing biodiesel concentration in diesel. Lowest odour observed with 30 fuels. For B30 odour decreased by about 31 % at tested load condition than in compare to neat diesel. 17) Odour Emissions with All Systems (EGR + Catalytic

converter + Air Dilution systems):

Fig. 24 shows the variation of odour rate of different blends and diesel at different load condition. In compare to without any system odour decreased for B0 and B30 with all systems by 20 to 21% at tested load conditions.

ODOUR LEVELS WITH ALL SYSTEMS

LOAD IN KG

3 4 5 6 7 8 9 10 11

ODOU

R LE

VEL

0

1

2

3

4

B0

B5

B10

B15

B20

B25

B30

Fig. 24: Odour Levels with All Systems.

IV. CONCLUSION An experimental works was conducted to investigate the performance and emissions of jatropha biodiesel blends as a diesel substitution a DI diesel Engine. The result obtained suggest following conclusions:

1) Brake thermal efficiency of biodiesel blends found higher than neat diesel at all operating conditions. BTE increased with increasing blend percentage and increasing with load conditions. Highest BTE observed with B30 by about 15 % higher than neat diesel fuel.




Highest BSFC reduction found with B30 fuel by about 10 % higher reduction rate than neat diesel fuel. BTE slightly decreased and BSFC slightly increased When 15 % EGR introduced to tested engine for all blended fuels and diesel fuel.

2) NOx Emission is increased with increasing biodiesel proportion in diesel. For all biodiesel blends, NOxemissions higher than neat diesel fuel. Important observation found that with B20 fuel NOx emissions lower than all blended fuel and higher than diesel fuel but very nearer to neat diesel fuel. After the introducing EGR system NOx emissions reduced by about 35 % for both fuel B20 and neat Diesel fuel.

3) CO2 emission increased with increasingbiodiesel concentration in blend which shows better combustion than diesel fuel.

4) B20 blend showed higher average reduction in CO and HC emission comparison to average increase in NOx.

5) Odour is decreased with increasing with blend percentage. Higher odour reduction observed with B30 by about 31 % than neat diesel fuel. After the use of air dilution system odour reduced by about 20 to 21 % for both fuel B0 and B30.

6) HC and CO decreased with increasing biodiesel concentration in blends and which is lowered than diesel fuel. HC, CO and smokes are increased with the used of EGR systems. HC and CO reduced with used of Catalytic converter and smokes reduced with air dilution systems.

7) Smokes decreased with increasing blend percentage. Lower smoke emissions found with B30 by about 50 % than neat diesel. With use of air dilution system smoke is reduced about 55% for B30 with compared to diesel fuel without any systems.

8) CO, HC, NOx, Odour and smoke are reduced by combination of EGR, Air dilution system and catalytic converter for both fuel diesel and biodiesel blends.

9) 15 % EGR is significant to reduce NOx emission about 35% for both fuel B0 and B20.

ACKNOWLEDGEMENT We would like to sincerely acknowledge the en-courageous efforts of Mechanical Engineering Department of Government Engineering College, Bhuj and polytechnic College of Engineering, Valsad.

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