a peer reviewed international journal | article available...
TRANSCRIPT
1 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
International Journal of Computer Science & Mechatronics A peer reviewed international journal | Article Available at www.ijcsm.in | sjif-4.454
©smsamspublications.com | Vol.3.Issue.4.2017
Experimental Instigations for 4 Stroke CI Engine by Using
Watermelon Seed Oil Methyl Ester as a Bio-Diesel
Mr.P.Sudheer
1, Mr.T.Raja
2,
1M.Tech Project, Assistant Professor
2 , Department of Mechanical Engineering,
Nova College of Engineering & Technology, IBM, Vijayawada, AP, India.
Email: [email protected], [email protected]
Abstract: The increasing industrialization and motorization of the world has led to a steep rise for the demand
of petroleum products. In the wake of this situation, there is an urgent need to promote use of alternative fuel
which must be technically feasible, economically competitive, environmentally acceptable and readily available
.The present study covers the various aspects of biodiesels fuel derived from crude watermelon seed oil and
performance and emissions study on four stroke compression ignition engine with watermelon seed oil. In the
initial stage the tests are conducted on the four stroke single cylinder water cooled direct injection Compression
Ignition engine with constant speed by using diesel and base line data is generated by varying loads with
constant speed. In second stage, experimental investigation has been carried out on the same engine with same
operating parameters by using the watermelon seed oil of methyl esters in different proportions as WMSO10,
WMSO20 and WMSO30 to find out the performance and emissions. The performance and emissions
parameters obtained by the above tests are compared with the base line data obtained earlier by using diesel and
the blend WMSO30 shows the better performance compared to other blends WMSO10, WMSO20 in the sense
of increased in brake thermal efficiency, decreased brake specific fuel consumption, decreased oxides of
nitrogen and carbon monoxide and increased carbon dioxide.
Key Words: Biofuel, BTE, BSFC, Watermelon Seed Oil of Methyl Esters.
1. INTRODUCTION: Energy is key input for
technological, industrial, social and economic
development of a nation. Five generations (125 years)
ago, wood supplied up to 90% of our energy needs.
Due to the convenience and low prices of fossil fuels
wood use has fallen globally. The present energy
scenario now is heavily biased towards the
conventional energy sources such as petroleum
products, coal, atomic energy etc., which are finite in
nature besides causing environmental pollution. Of
the available energy, the present energy utilization
pattern is heavily biased for meeting the high energy
requirement in urban and metropolitan cities.
The extensive use of energy operated devices
in domestic, industrial, transport and agricultural
sectors in urban and rural areas have resulted in
overall economic development of the society. The
electricity available for farming operations and in
rural and urban areas is been generated using the
fossil and static energy resources such as petroleum
oil, coal and atomic energy and to a limited extent by
hydropower. These all sources have a great influence
on our economy and environmental aspects. These
have resulted in serious considerations for the use and
availability of various energy resources.
Depletion of fossil fuels, unaffordability of
conventional fuels (petrol, diesel) and atmospheric
pollution lead researchers to develop alternative fuels.
Fuels derived from renewable biological resources
used in diesel engines are known as biodiesel.
Biodiesel is environmental friendly liquid fuel similar
to petrol and diesel in combustion properties.
Increasing environmental concern, diminishing
petroleum reserves and agriculture based economy of
our country are the driving forces to promote
biodiesel as an alternate fuel.
The objective of the study was to determine the
optimum blend of Karanja biodiesel and diesel oil that
ISSN: 2455-1910
2 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
would result in a better engine performance along
with minimum emission characteristics. Following
Grey-Taguchi approach, a multiresponse problem was
converted into a single one using weighting factors of
grey relational analysis. Lastly, validation of the result
was carried out by actual experimentation.
2. MATERIALS AND METHODS: In this project
we tried to investigate the potential use of Water
melon seed oil Methyl Esters as Bio-diesel. During
the course of this project we have actually prepared
Water melon seed oil Methyl Ester (WSOME) (pure
bio-diesel or B100). Various experiments were
conducted on WSOME and the results were recorded.
We collected the results of Water melon Seed Oil
Methyl Ester from various journals and research
papers. The results of WSOME were compared with
conventional diesel. A brief introduction about the
material used in this project is given below.
Figure 1.1 Watermelon crop and seeds
Pre-treatment of watermelon seed oil: This is done
so as to achieve the highest glycerin quality through
reduction of the 68 impurities, improving the
availability of the apparatus through reduction of the
gums and the resulting caking in the thermal glycerin
process. For higher economy of the apparatus through
discharging less phosphate into the waste water,
higher glycerin yield due to a lower material organic
non-glycerol (MONG) content through lowest free
fatty acid content and to obtain an optimum cold
stability of the biodiesel through reduction of the wax
content in the extracted oil, pre-treatment is carried
out on oils that have high free fatty acid content in
other to enhance optimum separation of the vegetable
oil into its corresponding esters.
Table 2 Fuel Properties of Biodiesel Produced from
watermelon Seed Oil Properties Produced
Biodiesel
ASTMD Standard
(ASTMD975)
Conventional
(ASTMD6751)
Specific Gravity 0.89 0.85 0.88
Density (g/cm3) 0.8 0.82 - 0.845 0.86 - 0.90
Kinematic
Viscosity
(mm2/sec)
1.05 2–3 1.9 – 6.0
Free Fatty Acid
(mg/g)
1.683 0.27 0.50max
Acid Value
(mgKOH/g)
3.66
Saponification
value (mg/g)
154
Iodine Value
(gI2/100g)
0.867 128.5 130max
Moisture Content
(%)
0.025 0.05 max 0.05max
Biodiesel Yield
(%)
49.8 Reported value Reported value
Properties Watermelon
Seed Oil
ASTMD Standard
Specific Gravity 0.944 0.916
Density (g/cm3) 1.38 0.918 –
0.926
Kinematic Viscosity (mm2/sec) 1 35
Free Fatty Acid (mg/g) 5.048 25max
Saponification value (mg/g) 191.89 189 – 198
Iodine Value (gI2/100g) 157.15 123
Oil Yield (%) 48 <0.09
Moisture Content (%) 5.8
Peroxide Value (mMol/Kg) 8 < 9
Acid Value (mgKOH/g) 10.096 10
3 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Flash Point (°C) 107 60–80 130–170
Fire point (°C) 123 68 100-170
Cloud Point (°C) -1 -15 to -5 -3 to -12
Pour Point (°C) -3 -35 to -15 -15 to 10
Refractive Index 1.46 1.664 1.245 –1.675
Cetane Number 44.47 40 – 55 47 - 65
3. EXPERIMENTAL SETUP AND
PROCEDURE: Using WMS Oil tests are to be
conducting on different equipment’s, to be found
some of the fuel properties. Later performance and
emission tests were conducted on 4- stroke single
cylinder water cooled CI engine coupled with a rope
brake dynamometer, with the help of Smoke meter
and multi gas analyzer. Experimental set up consists
of a water cooled single cylinder vertical CI
engine(Diesel Engine) coupled to an Electrical
loading to absorb the power produced necessary loads
are induced to apply on the engine. A fuel measuring
system consists of a fuel tank mounted on a stand,
burette and a three way cock. Air consumption is
measured by using a mild steel tank which is fitted
with an orifice and a U-tube water manometer that
measures the pressures inside the tank. For measuring
the emissions the gas analyzer is connected to the
exhaust flow.
Figure 2.1: 4- Stroke diesel engine
2.3 Description of the engine:
The engine is 4-stroke single cylinder (CI Engine)
diesel engine, fuel injection into compressed air. The
engine flywheel is connected to electrical
dynamometer for loading the engine. The brake power
from the engine can be calculated by electrical
alternator with rheostat loading along with volt meter
and ammeter. The air intake tank, fuel measuring
system, cooling water flow rate and temperature
measurement, speed indicator, manometer have been
provided for completeness of the test rig. All
measuring instrumentations are provided on an
independent panel.
2.4 Procedure
Note down engine specifications and ambient
temperature.
Fill the fuel tank with clean fuel.
Check the sufficient lubrication oil in the oil
sump (crank case).
Check the sufficient cooling water circulation
(say about 100 LPH) in the Rota meter being
circulated through engine.
Connect the control panel to electrical mains
230 V.
Keep the engine exhaust valve to open
position by operating the lever provided on
engine head.
Start the engine by cranking the crankshaft
and simultaneously closing the exhaust valve
lever provided on engine head.
Switch on rotary switch and toggle switch
towards generator load test side
Load the engine by operating load bank switch
to get load up to 75% of maximum load
capacity. Maximum 3 rheostat switch should
be made on
Take down the manometer reading for air
consumption, volt meter and amps meter
readings for load on the engine and 20cc of
fuel consumption.
Repeat the procedure for different loads to
conduct the load test. Each time note down the
manometer reading fuel consumption reading
and rpm.
Note down the temperature readings for final
reading to calculate heat balance sheet at full
load.
In the present time four stroke engines is very
popular in automobile industries. Today we will
learn about how four stroke petrol and diesel
engine works. In most of car, buses, bikes, and
scooters, we are using four stroke engines because
of its higher millage and sufficient power (torque).
A four stroke engine means that the piston passes
two times from top dead center to bottom dead
center and crankshaft revolves two complete
revolutions in one power stroke (one time of fuel
burns).
In present time two types of four stroke engines
used in automobile. These are
1. Spark ignition engine (petrol engine)
2. Compression ignition engine (diesel engine)
How Does Four Stroke Petrol Engine Work?
Four stroke spark ignition engine widely used in
bikes, sport cars because of its higher speed. In
this type of engine combustion of fuel ignite by
4 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
the spark generate by an external spark plug. So it
is known as spark ignition engine. This engine
used petrol as the fuel because of its combustion
temperature and other characteristics are suitable
for this engine. So it is also known as the petrol
engine.
4. SMOKE METER: Netel’s smoke meter Model
NPM-SM-111B has been designed and developed to
get an accurate reading of diesel engine smoke
emissions, like smoke density (HSU), absorption co-
efficient (K) obtain.
Figure 2.6 Smoke meters
AUTO EXHAUST GAS ANALYZER: Gas
analyzer is mainly used to know the emissions. Gas
analyzer measures the concentration of CO, CO2, and
O2 in volume percentages and the concentration of HC
and NOx in parts per million (ppm). The system uses
a non-dispersive infrared system for determining the
concentration CO, CO2, and HC, and performs the
measurement of O2 and NOx by electro chemical
cells. It is shown in plate 4.8.
6
Figure 2.7: Auto Exhaust Analyzer
Modern auto-body shops depend on exhaust
gas analyzers as an affordable and essential way to
verify the functionality of the vehicles in their shop.
In their most simple form, exhaust gas analyzers
effectively sample and measure the various gasses
present and provide the operator with an end reading.
When it comes to exhaust pipe systems, exhaust gas
analyzers can locate carbon monoxide and identify
sources that may lead to fire if fuel is inadvertently
released. More complex models can also play a key
role in determining engine efficiency.
If fuel is not supplied to the engine in correct
proportions to air, engine efficiency is compromised,
and the engine will either eat up a lot more fuel or
cease to run because of a lack of power. Exhaust gas
analyzers can provide appropriate feedback to a
mechanic concerning the status of the engine, which
in turn allows the mechanic to troubleshoot the
problem quickly.
In terms of size and range of functions,
exhaust gas analyzers are available in very simple and
affordable forms as well as more expensive and
complex. When selecting an exhaust gas analyzer,
making sure its specifications meet your needs is
essential—a more expensive and complicate analyzer
may not be the best choice in all cases.
Basic exhaust analyzers can cost between
$250 and $300, and are easy to use and set up.
Because they are the most basic in terms of function,
they are generally only used to identify leaks in an
exhaust or engine system.
More sophisticated exhaust gas analyzers are
typically priced around $1,000 and offer a variety of
additional features. Some models can even use smoke
to identify and locate leaks—for the most part, models
in this price range tend to be highly automated which
allows the user to simply focus on the end results and
readings.
High-end models models—costing an upwards
of $10,000—identify leaks quickly and efficiently,
and provide a complete analysis of the results. Often
times they can easily be connected to a printer and a
modem, thus enabling printed results and interaction
with a remote computer, which grants the operator
fast access to the data and possible solutions.
6. EXPERIMENTAL OBSERVATION: The
engine was first operated on diesel fuel with no load
for few minutes at rated speed of 1500 rpm until the
cooling water and lubricating oil temperatures comes
to certain temperature. The same temperatures were
maintained throughout the experiments with all the
fuel modes. The baseline parameters were obtained at
the rated speed by varying 0 to 100% of load on the
engine. The diesel fuel was replaced with the
Watermelon seed oil biodiesel (BD10) and test was
conducted with the blend of 90% diesel and 10%
biodiesel by varying 0 to 100% of load on the engine
with an increment of 20%. After the Watermelon seed
oil biodiesel, the test was conducted with the blend of
80% diesel and 20% biodiesel (BD20).After the
Watermelon seed oil biodiesel, the test was conducted
with the blend of 70% diesel and 30% biodiesel
(BD30). The directly blended fuel does not require
any modifications to diesel engines. Hence direct
blending method was used in this test. The tests were
conducted with these three blends by varying the load
on the engine.
5 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
The brake power was measured by using an electrical
dynamometer. The mass of the fuel consumption was
measured by using a fuel tank fitted with a burette and
a stop watch. The brake thermal efficiency and brake
specific fuel consumption were calculated from the
observed values. The exhaust gas temperature was
measured by using an iron-constantan thermocouple.
The exhaust emissions such as carbon monoxide,
Carbon Dioxide, Nitrogen Oxides, hydrocarbons and
unused Oxygen were measured by exhaust analyzer
and the smoke capacity by smoke meter. The results
from the engine with a blend of diesel and biodiesel
and compared with the baseline parameters obtained
during engine fueled with diesel fuel at rated speed of
1500 rpm. A well-designed experiment could produce
significantly more information with fewer runs
compared to an unplanned experimentation.
Accordingly, Taguchi’s parameter design method was
adopted to understand the effect of different input
parameters on response. However, conventional
Taguchi method could effectively establish optimal
parameter settings for single performance
characteristics. Since multiple performance
characteristics with conflicting goals were present,
Grey-Taguchi method was adopted to generate a
single response from different performance
characteristics.
3.2 FORMULAE
1. Fuel consumption ( mf )
Where T=time taken for F.C cc of fuel
consumption
Mass of fuel consumption per min,
The fuel consumption per hour is given by,
TFC = mf x 60 kg/hr
2. Power(𝐁𝐏) =V ×I
1000× 0.9Kw
Where V=Voltage
I=Current
3. Actual volume flow rate of air, (Va)= Cd
x A0 x √ (2xgxha) m3/s
Where
Cd = co-efficient of discharge of orifice
meter = 0.62
A0 = area of orifice = (π/4) d02 m
2.
do= orifice diameter, m = 0.018 m
g = acceleration due to gravity = 9.81
m/s2
ha = pressure head in terms of ‘m’ of
air = ρwhw/ρa m
ρw = density of water =1000 kg/m3
hw = difference of manometer
readings= h1-h2
ρa = density of atmosphere = 1.169
kg/m3
4. Mass flow rate of air (ma) = Va xρa x
3600 kg/hr.
5. Swept volume of engine (Vs)= ( π/4) D2
L m3
Theoretical volume flow rate of air, Vs
= = (π/4) D2 L (N/2 x60) m
3/s
Where D = cylinder bore = 0.08 m
L= stroke = 0.011 m
6. Indicated power (IP) = (BP + FP) kW
Where FP = friction power from Willan’s
line graph kW
7. Brake specific fuel consumption (BSFC)
= (TFC/BP) kg/kW-hr
8. Indicated specific fuel
consumption(𝐈𝐒𝐅𝐂) = (TFC/BI)kg/kW-
hr.
9. Brake thermal efficiency (𝛈𝐛𝐭𝐞) =𝐵𝑃×100
𝑚𝑓×𝐶𝑣 .
Where Cv = calorific value of the fuel in
kJ/Kg
10. Indicated thermal efficiency(𝛈𝐢𝐭𝐞) =IP×100
mf×Cv .
11. Mechanical efficiency (𝛈𝐦𝐞𝐜𝐡)= (BP /
IP) x 100 %
12. Volumetric efficiency (𝛈𝐯𝐨𝐥)= (Va/Vs) x
100 %
13. Air fuel ratio (A/F) = ma/mf
3.3 EXPERIMENTAL OBSERVATIONS FOR
CI Engine (Diesel Engine)
Experiments were conducted on the specified
diesel engine at constant speed using diesel and note
down the observation at ¼ load, spring balance
reading, speed, time taken for 10cc of fuel
consumption and the manometer readings. With the
help of smoke meter and multi gas analyzer note
down exhaust emissions were recorded in the form of
tables. By varying loads in steps 1/2, 3/4 and full
loads note down all the readings in diesel engine,
smoke meter and gas analyzer, observations are
tabulated in tables.
While doing experiments fill the fuel into the
tank mounted on panel frame, on engine check the
lubricating oil in the engine sump with help of dip
stick and set optimum flow rate of water in Rota
meter.
min/1000
6010kg
Tm ff
6 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Table: 3.1Experimental Observations for Diesel
(D100)
Table: 3.2 Experimental Results Using Diesel
(D100)
Table: 3.3 Experimental Observations of Exhaust
Emissions D (100)
S.N
o
Loa
d
(%)
Kavg
(absorptio
n
coefficient
)
Smoke
densit
y
(HSU)
CO
(%)
HC
(ppm
)
CO
2
(%)
O2
(%)
NOx
(ppm
)
1 25 1.06 36.6 0.0
8 55 3.2
21.5
8 131
2 50 1.45 46.39 0.0
7 51 4.5
21.3
7 340
3 75 2.25 61.99 0.0
6 54 6.2
20.9
1 743
4 100 3.7 79.6 0.0
7 57 8.5
18.6
2 1234
3.4 EXPERIMENTAL OBSERVATIONS FOR
BLEND WMSO 10
Experiments were conducted on the specified
diesel engine at constant speed using WMS Oil 10
blend and note down the observation at ¼ load, spring
balance reading, speed, time taken for 10cc of fuel
consumption and the manometer readings. With the
help of smoke meter and multi gas analyzer note
down exhaust emissions were recorded in the form of
tables. By varying loads in steps 1/2,3/4 and full loads
note down all the readings in diesel engine ,smoke
meter and gas analyzer observations are tabulated in
tables .
While doing experiments fill the WM10 fuel
into the tank mounted on panel frame, on engine
check the lubricating oil in the engine sump with help
of dip stick and set optimum flow rate of water in
Rota meter.
Table: 3.4 Experimental Observations Using
WMSO10
Table: 3.5 Experimental Results Using WMSO10
Table: 3.6Experimental Observations of Exhaust
Emissions Using WM10 S.N
o
Loa
d
(%)
Kavg
(absorptio
n
coefficien
t)
Smok
e
densit
y
(HSU)
CO
(%)
HC
(ppm
)
CO
2
(%)
O2
(%)
NOx
(ppm
)
1 25 0.44 17.23 0.1
0 59 3.1 18.3 168
2 50 0.72 26.62 0.0
8 57 4.5
17.6
7 360
3 75 1.26 41.82 0.0
6 55 6.4
16.1
1 754
4 100 1.94 56.57 0.0
6 53 8.7
14.7
9 1180
3.4 EXPERIMENTAL OBSERVATIONS FOR
BLENDWMS 20
Experiments were conducted on the specified
diesel engine at constant speed using WMSO 20
blend and note down the observation at ¼ load,
spring balance reading, speed, time taken for 10cc
of fuel consumption and the manometer readings.
With the help of smoke meter and multi gas
analyzer note down exhaust emissions were
recorded in the form of tables. By varying loads in
steps 1/2, 3/4 and full loads note down all the
readings in diesel engine, smoke meter and gas
analyzer, observations are tabulated in tables.
While doing experiments fill the WMSO 20
fuel into the tank mounted on panel frame, on
engine check the lubricating oil in the engine
sump with help of dip stick and set optimum flow
rate of water in Rota meter.
Table: 3.7 Experimental Observations for Using
WMSO 20
S.NO Load (%) Load
(Watts)
Speed
(rpm)
Time for
fuel consumption
‘10’cc
(sec)
Manometer
reading
‘hw’
(m)
1 25 620 1500 55 0.069
2 50 1185 1500 46 0.067
3 75 1900 1500 37 0.062
4 100 2513 1500 28 0.055
S.
No
BP
(k
W)
FP
(k
W)
IP
(k
W)
ηmec
h
%
ηBT
E
%
ηITE
%
ηVol
%
BSFC
(kg/k
W-hr)
ISFC
(kg/k
W-hr)
A/F
(kg
of
air/
kg
of
fuel
)
1 0.6
7
1.8
1
2.4
7
27.
71
11.
22
40.
41
77.
95 0.748 0.210
43.
65
2 1.3
0
1.8
1
3.1
0
42.
10
18.
02
43.
17
78.
02 0.457 0.196
36.
93
3 2.1
0
1.8
1
3.9
0
53.
94
23.
68
43.
91
77.
29 0.347 0.195
29.
65
4 2.7
7
1.8
1
4.5
8
60.
76
23.
88
39.
31 77 0.347 0.212
38.
14
7 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Table: 3.8 Experimental Results Using WMSO 20
Table: 3.9 Experimental Observations of Exhaust
Emissions Using WMSO 20
S.n
o
Loa
d
(%)
Kavg
(absorption
coefficient
)
Smoke
densit
y
(HSU)
CO
(%)
HC
(ppm
)
CO
2
(%)
O2
(%)
NOx
(ppm
)
1 25 0.48 18.64 0.0
9 56 3.1
18.6
2 158
2 50 0.84 30.31 0.0
8 48 4.6
17.5
0 367
3 75 1.81 54.08 0.0
6 47 6.4
16.5
1 762
4 100 1.95 56.76 0.0
6 40 8.6
15.1
5 1177
3.5 EXPERIMENTAL OBSERVATIONS FOR
BLEND WMSO 30
Experiments were conducted on the specified
diesel engine at constant speed using WMSO 30
blend and note down the observation at ¼ load, spring
balance reading, speed, time taken for 10cc of fuel
consumption and the manometer readings. With the
help of smoke meter and multi gas analyzer note
down exhaust emissions were recorded in the form of
tables. By varying loads in steps 1/2, 3/4 and full
loads note down all the readings in diesel engine,
smoke meter and gas analyzer, observations are
tabulated in tables.
While doing experiments fill the WM30 fuel into
the tank mounted on panel frame, on engine check the
lubricating oil in the engine sump with help of dip
stick and set optimum flow rate of water in Rota
meter
Table: 3.10 Experimental Observations Using
WMSO 30
Table: 3.11 Experimental Results Using WMSO 30
S.NO Load
(%)
Load
(watts)
V *
I
Sped
(rpm)
Time for fuel
consumption
‘10’cc(sec)
Manometer
reading
‘h’ (m)
1 25 620 1500 82 0.050
2 50 1185 1500 49 0.049
3 75 1900 1500 37 0.048
4 100 2513 1500 28 0.049
S.N
O
BP
(k
W)
FP
(k
W)
IP
(k
W)
ηmec
h
%
ηBT
E
%
ηITE
%
ηvol
%
BSF
C
(kg/k
W-
hr)
ISFC
(kg/k
W-
hr)
A/F
(kg
of
air/
kg
of
fuel
)
1 0.6
8
0.8
9 1.5
87
42.
84
17.
52
40.
51
65.
94 0.515 0.223
54.
40
2 1.3
1
0.8
9 2.2 59.
54
20.
10
33.
85
66.
74 0.449 0.267
32.
74
3 2.1
1
0.8
9 3.0
70.
33
24.
15
26.
24
66.
74 0.374 0.262
24.
54
4 2.7
9
0.8
9 3.6
8
75.
81
25.
02
33.
08
65.
41 0.361 0.273
18.
81
S.NO Load
(%)
Load
(Watts)
V * I
Sped
(rpm)
Time for fuel
consumption
‘10’cc(sec)
Manometer
reading ‘h’
(m)
1 25 620 1500 78 0.051
2 50 1185 1500 71 0.049
3 75 1900 1500 64 0.045
4 100 2513 1500 57 0.043
8 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Table: 3.12 Experimental Observations of Exhaust
Omissions Using WMSO 30 S.n
o
Loa
d
(%)
Kavg
(absorption
coefficient
)
Smoke
densit
y
(HSU)
CO
(%)
HC
(ppm
)
CO
2
(%)
O2
(%)
NOx
(ppm
)
1 25 0.41 16.16 0.0
9 60 3.0
18.1
8 183
2 50 0.62 23.40 0.0
8 48 4.5
17.5
6 375
3 75 1.32 43.31 0.0
6 53 6.30
16.3
0 746
4 100 2.37 63.90 0.0
6 51 8.70
14.9
5 1210
4. RESULTS: The experiments are conducted on the
four stroke single cylinder water cooled diesel engine
at constant speed (1500 rpm) with varying 0
to100%loads with diesel and different blends of
WMSO like WMSO 10, WMSo20, WMSO 30. The
performance parameters such as brake thermal
efficiency and brake specific fuel consumption were
calculated from the observed parameters and shown in
the graphs. The other emissions parameters such as
exhaust gas emissions such as Carbon monoxide,
hydrocarbons, and oxides of nitrogen, carbon dioxide,
unused oxygen and smoke were represented in the
form of graphs from the measured values. The
variation of performance parameters and emissions
are discussed with respect to the brake power for
diesel fuel, diesel-biodiesel blends and obtained
optimum blend are discussed in below article.
Figure 4.1: 4-Stroke Engine
First, let’s consider a practical example. Suppose we’re
evaluating a gasoline-fueled racing power plant on an
engine dynamometer. At wide-open throttle, full load,
and constant rpm (using race gas), the “chemically
correct” baseline BSFC was some time ago considered
to be 0.500 pounds of fuel flow/horsepower-hour. The
variation of Indicated Specific Fuel Consumption with
brake power is observed that from the graphs WMSO
30 line varies similar with the diesel. At full load ISFC
of diesel is 0.214 kg/kW-hr and for WMSO 30 are0.138
kg/kW-hr. The ISFC of bio-diesel is increases as
compared with diesel at full load condition. A/F for
diesel is 34.14, where as in case of WMSO 30 42.02
from that it is observed increase in A/F was negligible
(8.2) compare with diesel at full load condition.
When discussing engine tuning the 'Air/Fuel
Ratio' (AFR) is one of the main topics. Proper AFR
calibration is critical to performance and durability of
the engine and it's components. The AFR defines the
ratio of the amount of air consumed by the engine
compared to the amount of fuel.
The smoke is formed due to incomplete combustion in engine. The smoke density is lower for
WMSO 10 and WMSO 20 compared to WMSO 30 and
D100.The maximum smoke density recorded for the
diesel was 79.6HSU, 56.57 HSU for WMSO 10, 56.76
HSU for WMSO 20 and 63.90 HSU for WMSO 30 at
maximum load. The decrease in smoke density of
WMSO 10, WMSO 20and WMSO 30 is 28.93%,
28.69% and 19.72% respectively compared with diesel
fuel at full load. The smoke density increased with the
load for diesel fuel and diesel blends. The smoke
opacity of the pure biodiesel was higher than those of
all the other fuels used generally. Smoke opacity of the
blends WMSO 10, WMSO 20 and WMSO 30 were
lower than those of the diesel fuel at all loads on the
engine.
S.N
O
BP
(k
W)
FP
(k
W)
IP
(k
W)
ηmec
h
%
ηBT
E
%
ηITE
%
ηvol
%
BSFC
(kg/k
W-hr)
ISFC
(kg/k
W-hr)
A/F
(kg
of
air/
kg
of
fuel
)
1 0.6
8
0.4
2 1.0
8
63.
23
26.
84
42.
45
66.
54 0.327 0.206
85.
86
2 1.3
1
0.4
2 1.7
1
76.
95
39.
38
51.
24
65.
74 0.222 0.171
65.
18
3 2.1
1
0.4
2 2.5
1
50.
11
54.
17
59.
38
65.
41 0.162 0.148
55.
55
4 2.7
9
0.4
2 3.1
9
57.
05
55.
29
63.
29
64.
04 0.158 0.138
42.
02
9 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Figure 4.2: Variation of Brake Thermal Efficiency
with Brake Power Using WMSO Blends
Figure 4.3: Variation of Mechanical Efficiency with
Brake Power Using WMSO Blends
Figure 4.4: Variation of Brake Specific Fuel
Consumption with Brake Power Using WMSO
Figure 4.4: Variation of Carbon Monoxide with
Brake Power Using WMSO Blends
Figure 4.5: Variation of Carbon Dioxide with Brake
Power Using WMSO
Figure 4.6: Variation of Oxides of Nitrogen with Brake
Power Using WMSO Blends
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0
5
10
15
20
25
30
35
40B
rake
Th
erm
al E
ffic
ien
cy (
%)
Brake Power (kW)
D 100
M10
M20
M30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0
10
20
30
40
50
60
70
80
90
100
Me
ch
an
ica
l E
ffic
ien
cy (
%)
Brake Power (kW)
D 100
M10
M20
M30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
BS
FC
(K
g/k
W-h
r)
Brake Power (kW)
D 100
M10
M20
M30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0.00
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
0.10
0.11
0.12
Ca
rbo
n M
on
oxid
e (
%)
Brake Power (kW)
D 100
M10
M20
M30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0
1
2
3
4
5
6
7
8
9
10
Ca
rbo
n D
ioxid
e (
%)
Brake Power (kW)
D100
M10
M20
M30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0
200
400
600
800
1000
1200
1400
1600
NO
x (
pp
m)
Brake Power (kW)
D 100
M10
M20
M30
10 | P a g e ©smsamspublications.com http://ijcsm.in
Vol.3.Issue.4.2017
Figure 4.7: Variation of Hydrocarbons with Brake
Power Using WMSO Blends
5. CONCLUSION: In this investigation experiments
were conducted on four stroke single cylinder water
cooled CI Engine (diesel engine) at constant speed
using WMSO blends and determine how an engine
will operate with an alternative fuel.
The physical and chemical properties of crude linseed
oil not suitable to used directly as CI engine fuel due
to higher viscosity and density which will result in
low volatility and poor atomization of oil during oil
injection in combustion chamber causing incomplete
combustion and carbon deposits in combustion
chamber. For this reasons Crude Watermelon seed oil
is converted to Useful Watermelon seed oil by
Transesterification process. Transesterification
process is a method to reduce viscosity of crude
Watermelon seed oil with low production cost. In
order to achieve maximum yield of Watermelon seed
oil, Transesterification of crude oil of this species was
carried out at 65-700C. It is observed base catalyst
performs better results than acid catalyst. Volatility
characteristics and fuel properties of Watermelon seed
oil are improved by the Transesterification of
vegetable oils and the blending of Watermelon seed
oil with diesel in different proportions such as WMSO
10, WMSO 20 and WMSO 30.
REFERENCES
1. EmmanuelI.Bello, TayeS.Mogaji and
MakanjuAgge, “The effects of
transesterification on selected fuel properties
of three vegetable oils.” Journal of Mechanical
Engineering Research Vol. 3(7), pp. 218-225,
July 2011.
2. Ramaraju A. and Ashok Kumar T. V,
“Biodiesel development from high free fatty
acid punnakka oil.” ARPN Journal of
Engineering and Applied Sciences, VOL. 6,
NO. 4, APRIL 2011.
3. Nagarhalli M. V., Nandedkar V. M.and
Mohite K.C, “Emission and performance
characteristics of karanja biodiesel and its
blends in a C.I. engine and its economics.”
VOL. 5, NO. 2, February 2010, ISSN 1819-
6608, ARPN Journal of Engineering and
Applied Sciences.
4. A. Siva Kumar, D.Maheswar, K.Vijaya Kumar
Reddy, “Comparision of Diesel Engine
Performance and Emissions from Neat and
Transesterified Cotton Seed Oil.” Jordan
Journal of Mechanical and Industrial
EngineeringVolume 3, Number 3, September
2009 ISSN 1995-6665 Pages 190 – 197.
5. D.Prasad, K.Kirankumar, G.V.Rao,
“Performance of Mahua Seed OilMethil Easter
as a Bio Diesel Fuel in CI Engine.” IE (I)
Journal, AG Vol 85, June 2004.
6. S. Savariraj, T. Ganapathy, and C. G.
Saravanan, “Experimental Investigation of
Performance and Emission Characteristics of
Mahua Biodiesel in Diesel Engine.” ISRN
Renewable energy Volume 2011, Article ID
405182, 6 pages.
7. S.Jindal, “Effect of engine parameters on NOx
emissions with Jatropha biodiesel as fuel.”
International Journal of Energy and
Environment, Volume 1, Issue 2, 2010 pp.343-
350.
8. Rakopoulos CD, Michos CN, Giakoumis EG.
Studying the effects of hydrogen addition on
the second-law balance of a biogas-fuelled
spark ignition engine by use of a quasi-
dimensional multi-zone combustion model.
Proc Inst Mech Eng, Part D, J Autom Eng
2008;222:2249..
9. Abu-Jrai A, Rodriguez-Fernandez J, Tsolakis
A, Megaritis A, Theinnoi K, Cracknell RF, et
al. Performance, combustion and emissions of
a diesel engine operated with reformed EGR.
Comparison of diesel and GTL fuelling, Fuel
2009;88:1031.41.
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
0
10
20
30
40
50
60
70
80
HC
(p
pm
)
Brake Power (kW)
D 100
M10
M20
M30