Final Report DP - I

8/10/2019 Final Report DP - I

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I

Dissertation Phase-I Report on

Experimental investigation of Droplet Ignition of Biodiesel

and its blends

Prepared By

Vimal D. Sonara

M.E. 3rd

(Automobile Engineering)

Enrollment No. 120150735004

Guided By

Dr. Pravin P. Rathod

Associate Professor,

Mechanical Engineering Department,

Government Engineering College, Bhuj

December 2013

Mechanical Engineering Department

Government Engineering College- BhujBhuj - 370001


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II

Government Engineering College- Bhuj

Bhuj 370001

CERTIFICATE

This is to certify that the work presented in the report of dissertation phaseI entitled

Experimental investigation of Droplet Ignition of Biodiesel and

its blends

By

Vimal D. Sonara

Enrollment No.: 120150735004

In a manner sufficiently to warrant its acceptance as a partial fulfillment of the course of the

third semester of Master of engineering in Mechanical Engineering (with specialization in

AUTOMOBILE ENGINEERING).

Signature and Name of Guides:

Prof. Dr. Pravin. P. Rathod

Associate Professor

Date:

Place:

Signature and Name of

Head of Department

Signature and Name of Principal


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II

TABLE OF CONTENTS

Title Page I

Certificate Page II

Table of Contents III

List of Figures V

List of Tables VI

Abstract VII

Chapter 1 INTRODUCTION 1

1.1 Bio-Diesel 1

1.1.1 Bio-Diesel Basic 1

1.2.1 Bio-Diesel in world 2

1.2.2 Bio-Diesel in India 3

1.2.3 Bio-Diesel Production in India 3

1.2 Bio Diesel to meet Emission Norms 4

Chapter 2 DIESEL COMBUSTION 5

2.1 Heat Release Rate 5

2.2 Ignition Delay 6

2.2.1. Ignition delay correlations 8

Chapter 3 LITERATURE REVIEW 9

3.1 Review of Various Literature 9

3.2 Objective of Study 14

Chapter 4 EXPERIMENTAL DETAILS. 18

4.1 Sub Systems of Experimental work 18

4.1.1 Droplet Formation 18

4.1.2 Furnace Chamber 18

4.1.3 Proposed Specification for Furnace Chamber 19

4.1.4 Observation & Photographic Recording System 20

4.2 Properties of Bio-Diesel under Investigation 20

Chapter 5 WORK PLAN 21

5.1 Objectives achieved and to be achieved: 21

LIST OF PUBLICATIONS 21REFERENCES 22


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III

Appendix A ABBREVIATIONS 24


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IV

LIST OF FIGURES

Figure No. Title of figure Page

No.

Fig.2.1 Typical HRR plot 5

Fig. 2.2 Illustration of the effect of ignition delay on the HRR 6

Fig. 4.1 Schematic of Furnace Chamber 19


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V

LIST OF TABLES

Table No. Title Details Page No.

1.1Estimated Bio-diesel Requirements for Blending with

Diesel3

1.2 Annual Production of Non-edible Oil Seeds in India 4

3.1 Review of various Literature 9

4.1 Proposed specification of furnace 19

4.2Comparison of properties Diesel, Jatropha and Neem

Bio-Diesel with its blend with Diesel20

5.1 Work plan for the dissertation work 21


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VI

ABSTRACT

Biodiesel is one of the part solutions in alleviating the worlds dependence on fossil fuels due

to the rapid depletion of non-renewable petroleum resources. Biodiesel is an alternative fuel

produced from renewable resources with potential to substantially reduce emission associated

with petroleum diesel usage.

Combustion and Ignition analysis of Biodiesel and its blends with diesel gives insight into it.

Diesel droplet ignition reveals stages of combustion and droplet vaporization at given

condition. Further, investigation has proved the effect of Reynolds number on vaporization of

droplet at various conditions. Few of the researchers have studied the different

parameter(such as Cetane number engine power, economy, engine torque, brake specific fuel

consumption ,brake thermal efficiency, exhaust gas temperature) and also find reduction in

emission(NO,PM,CO,HC). All the fuel tested adheres to the relationship, more or less with

droplet complicated size variation and with droplet surface area d2

v/s time.

Combustion and Ignition analysis of Biodiesel and its blends with diesel gives insight into it.

Diesel droplet ignition reveals stages of combustion and droplet vaporization at given

condition. Further, investigation has proved the effect of Reynolds number on vaporization of

droplet at various conditions. Few of the researchers have studied the different

parameter(such as Cetane number engine power, economy, engine torque, brake specific fuel

consumption ,brake thermal efficiency, exhaust gas temperature) and also find reduction in

emission(NO,PM,CO,HC). All the fuel tested adheres to the relationship, more or less with

droplet complicated size variation and with droplet surface area d2 v/s time.

Combustion characteristics as well as engine performance are measured for different

biodieseldiesel blends. It has been shown from reviewed literature that delay period was

measured and correlated for different blends. The effect of delay period with temperature and

equivalence ratio will be found out.


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Page 2

animals, and these too are renewable. Used cooking oils are mostly plant based, but may also

contain animal fats. Used cooking oils are both recycled and renewable. The Bio-Diesel

manufacturing process converts oils and fats into chemicals called long-chain mono alkyl

esters, or Bio-Diesel. These chemicals are also referred to as fatty acid methyl esters (FAME)

and the process is referred to as trans esterification. Roughly speaking, 100 pounds of oil or

fat are reacted with 10 pounds of a short-chain alcohol (usually methanol) in the presence of a

catalyst (usually sodium hydroxide [NaOH] or potassium hydroxide [KOH]) to form 100

pounds of Bio-Diesel and 10 pounds of glycerin. Glycerin is a sugar, and is a co product of

the Bio-Diesel process.

1.2.1 Bio-Diesel in World

A volumetric blend of 20% bio-diesel with 80% petroleum diesel has demonstrated

significant environmental benefits in US with a minimum increase in cost for fleet operations

and other consumers[1]

. Bio-diesel is registered as a fuel and fuel additive with the US

Environmental Protection Agency and meets clean diesel standards established by the

California Air Resources Board. Neat (100%) bio-diesel has been designated as an alternative

fuel by the Department of Energy and the Department of Transportation of US[1]

. Studies

conducted with bio-diesel on engines have shown substantial reduction in Particulate matter

(25 50%)[1]. However, a marginal increase in NOx (1-6%) is also reported; but it can be

taken care of either by optimization of engine parts or by using De-NOx catalyst[1]

(De-NOx

catalyst will be necessary for Bharat-III / IV compliant engines). HC and CO emissions were

also reported to be lower. Non-regulated emissions were also found to be lower. Bio-diesel

has been accepted as clean alternative fuel by US and its production presently is about 100

million Gallons[1]

. Each State has passed specific bills to promote the use of bio-diesel by

reduction of taxes. Sunflower, rapeseed etc. is the raw material used in Europe whereas soya

bean is used in USA. USA uses blend of 20% bio-diesel with 80% petroleum diesel and pure

bio-diesel, France uses 5% bio-diesel with 95% petroleum diesel as mandatory in all diesel

fuel[1]

. The viscosity of bio-diesel is higher (1.9 to 6.0 cSt) and is reported to result into gum

formation on injector, cylinder liner etc. if used in neat form[1]

. However, blends of up to

20% bio-diesel should not give any problem. While an engine can be designed for 100% bio-

diesel use, the existing engines can use 20% bio-diesel blend without any modification and

reduction in torque output. In USA, 20% bio-diesel blend is being used; while in European

countries 5 -15% blends have been adopted[1]

.


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Page 3

1.2.2 Bio-diesel in India

About 400 wild species found in India produce non edible oils that can be converted to bio-

diesel[1]

. A salient feature of Indias bio fuel program is to only utilize wastelands, degraded

forest, and non-forest lands for cultivation of oil seed plants. Of about 55 million ha of

wastelands in India, about 32 million ha are suitable for bio-diesel production[1]

. Suitability

here refers only to physical suitability; access to land for bio fuel plantations depends on a

number of factors including climatic and soil conditions, access to infrastructure such as

roads and electricity, as well as the ownership of the land. The available information about

wasteland suitability for oil seed plantations is incomplete, and a proper wasteland mapping

exercise should precede any major bio-diesel development program in India. The demand of

Diesel (H.S.D) is projected to grow from 39.81 Million Metric Tonne in 2001-02 to 52.32

MMT in 2006-07 @ 5.6% per annum [1]. Our crude oil production as per the Tenth Plan

working Group is estimated to hover around 33-34 MMT per annum even though there will

be increase in gas production from 86 MMSCMD (2002-03) to 103 MMSCMD in (2006-07)

[1]. Only with joint venture abroad there is a hope of oil production to increase to 41 MMT by

(2016-17) and the gas production would decline by this period to 73 MMSCMD[1]

. The

increasing gap between demand and domestically produced petroleum is a matter of serious

concern. Targets need to be set up for bio-diesel production to achieve blending ratios of 5,

10 and 20% in phased manner. The estimated bio-diesel requirements for blending with

petro-diesel over the period of next 5 years are given in Table 1.1[1]

.

Table 1.1 Estimated Bio-diesel Requirements for Blending with Diesel[1]

Year

Diesel

Demand

MMT

Bio-

diesel@5%

MMT

Area

@5%

Mha

Bio-

diesel@10%

MMT

Area

@10%

Mha

Bio-

diesel@20

MMT

Area

@20%

Mha

2001-02 39.81 1.99 - 3.98 - 7.96 -

2006-07 52.33 2.62 2.19 5.23 4.38 10.47 8.76

2011-12 66.90 3.35 2.79 6.69 5.58 13.38 11.19

1.2.3 Bio-diesel production in India

The annual estimated potential of bio-diesel is about 20 million tonnes per annum[1]

. Wild

crops cultivated in the wasteland also form a source of bio-diesel production in India and

according to the Economic Survey of Government of India, out of the cultivated land area;

about 175 million hectares are classified as waste and degraded land[1]

. Table 1.2 below


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2.0 Diesel Combustion

While diesel engines are well known, an in-depth understanding of how a diesel engine

works is required to understand this topic. Some aspects are introduced here, but for a more

detailed description see the long report. The diesel engine is a form of compression ignition,

internal combustion engine. First built by Rudolph Diesel in 1894, the original version ran on

peanut oil. Diesels quickly evolved to use petroleum based diesel, which burnt more

completely with less soot than vegetable oils. Diesels use some of the heavier fractions from

distillation of crude oil and the fuel is generally composed of blends of C 11 to C

hydrocarbon chains.

2.1 Heat Release Rate

One of the most common measures used in analyzing diesel combustion and ignition delay is

the heat release rate (HRR), due to the large amount of information gained from it and the

simple pressure diagnostics required to determine it. An example of a typical HRR plot is

shown in Fig.2.1, showing the three major zones commonly associated with DI diesel

engines. After fuel injection begins and before combustion, the fuel takes a short time to

ignite. During this ignition delay fuel vaporizes and mixes with air, after igniting this mixture

burns rapidly causing what is known as the premixed burn spike[17]

. Once this prepared

mixture has combusted, the burning rate is controlled by mixing of the fuel jet and fresh air.

This period is called the diffusion flame, and lasts until the injector closes.

Fig.2.1 typical HRR plot [17]


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Page 6

2.2 Ignition delay

Ignition delay is commonly defined as the time between the start of injection (SOI) and the

start of combustion (SOC). These two points in the engine cycle are rather arbitrarily defined.

For example, experimental measurements for the start of injection often use Hall Effect

transducers to measure needle lift, or monitor fuel rail pressure for a drop corresponding with

injection.

Fig. 2.2: Illustration of the effect of ignition delay on the HRR[17]

Start of combustion (SOC) is also rather arbitrary with many defining it as the first moment of

positive heat release, while researchers with visual access usually use the start of luminousflame. Ignition delay is an important tuning parameter. If a fuel is injected and then

undergoes a delay before ignition, the fuel evaporates and mixes with the air charge in the

cylinder. After ignition, this premixed charge burns very rapidly, producing high pressures.

The effect of rapid burning can easily be seen in heat release rate diagrams, where the later

the premixed combustion peak occurs the larger it is, as illustrated in Fig.2.2 This rapid

combustion produces regions of high temperature which cause large NOx emissions through

the thermal NO mechanism and also produce large peak pressures. The rapid pressure rise

causes noisy engine running and also means that the design of the engine has to cope with a

higher peak pressure. To break down the ignition delay further, it is known that in a perfectly

prepared mixture suddenly raised to auto ignition conditions (temperature, pressure, etc.),

there will be a delay before ignition. This is referred to as the chemical portion of the ignition

delay and is the time required to form the reactive species from unreactive sources. However,

the fuel and oxidizer require preparation before these chemical processes can occur. The fuel

must vaporize and form a mixture within certain limits of fueltoair equivalence ratio. In a

diesel engine, the fuel is injected as a liquid spray into hot gas. It then breaks up and forms

droplets that greatly enlarge the fuels surface area, which in turn speeds the evaporation rate.


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Page 7

The time taken for this preparation is referred to as the physical delay. Obviously the physical

delay depends on the fuel injection system, in cylinder conditions and fuel physical

properties. The chemical delay is assumed to be dependent only on fuel properties,

combustion chamber conditions and equivalence ratio.

The ignition delay of a compression ignition (CI) engine is defined as the time (or crank

angle) interval between the start of injection and start of combustion[17]

. This delay is due to

physical and chemical processes that takes place before a significant fraction of the chemical

energy of the injected liquid fuel is released. The physical processes are: atomization of

liquid fuel jet, evaporation of fuel droplets and mixing of fuel vapour with air. The chemical

processes are pre combustion reactions of fuel, air, residual gas mixture that leads to auto

ignition. These processes are affected by engine design, operating variables and fuel

characteristics. Ignition quality of CI engine fuels are rated by its Cetane number and the

ignition delay of CI engine fuel is inversely proportional to its Cetane number. Ignition delay

of CI engine plays a significant role in combustion and emission characteristics of the engine.

As the delay period increases the maximum rate of pressure rise increases and also engine

noise. This will lead to engine knocking which reduce the engine life. Longer delay period

will retard the start of combustion closer to TDC and major portion of the fuel gets burned

during expansion stroke of the piston which reduces the power developed in the engine. Thisalso increases the BSFC and smoke emission of the engine. Shorter delay period increases the

compression work against products of combustion which increase the combustion

temperature and hence the NOx formation. As longer as well as shorter delay period leads to

considerable side effects, the CI engine has to operate with optimum delay period for

effective functioning of the engine. Ignition delay of CI engine was affected by both fuel

characteristics and engine design & operating parameters. As the engine combustion and

emission characteristics are influenced by ignition delay, its role is vital in diesel engine

research. Research on reduction of diesel engine pollutants is progressed significantly to

meet the stringent emission norms. Any methodology proposed for reducing the diesel engine

pollutants has an effect on ignition delay of the engine. Research works have been carried out

to reduce the diesel engine pollutants by modifying fuel injection timing. Effect of fuel

injection timing on diesel engine pollutants fuelled with diesel and Bio-Diesel were

investigated by many researchers.

In their work engine pollutants were obtained for different fuel injection timings andoptimised injection timing was suggested for each fuel tested on the engine. Research work


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Page 8

conducted with different compression ratio suggested an optimum compression ratio by

considering emission and performance of the engine. The effect of fuel injection pressure on

engine emission and combustion characteristics and suggested optimum fuel injection

pressure for the engine. From these experimental results it was inferred that the diesel engine

design parameters have a significant influence on the performance, emission and combustion

characteristics. It was also inferred that optimised engine parameters were proposed for each

test fuels tested on the engine by the expense of severe experimental work and considerable

amount of energy and time. Although various optimum engine design parameters were

suggested to control the emission of a diesel engine, these parameters were restricted to a

specific engine and for a specific fuel. Optimised design parameters of the engine may not be

applicable for other fuels to be tested on the same engine since their characteristics will be

different. Also the performance of the fuel will be different when the fuel was tested in

another engine of different size which requires another series of experimental work to get an

optimised result. In order to reduce the number of experimental work to be conducted a

simple correlation relating fuel characteristics and engine design parameters would be

preferable to evaluate the engine combustion and emission characteristics fuelled with diesel

and Bio-Diesel. Engine emission and combustion parameters can be obtained from the

correlation for a chosen fuel which will be helpful to predict the optimum condition before

testing in the engine. As the ignition delay has an influence on the formation of diesel engine

pollutants, this correlation will be a platform to predict the engine emission characteristics

and also the obtained ignition delay can be used to develop a correlation to predict engine

emission characteristics.

2.2.1. Ignition delay correlations

Arrhenus equation modified by EL-Bahnasy and El-Kotb[15]

has been considered, with the

help of Heywood [16] to calculate the delay period of Jatropha biodiesel blends [9] with diesel

fuels as a function of cylinder pressure, cylinder temperature, and equivalence ratio as

follows:

id = A P-n

1-m

EXP( Ea /R-T)

One can get the coefficients A, n, m and the general empirical relation of each blend. Some

equations were obtained for each blend as a function of each parameter (P, T, ).


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Page 9

3.0 Literature Review

3.1 Review of Various Literatures:

The literature reviews in with this topic is in below table with chronological order.

Author Year of

paper

published

Parameter under

observation

Objective of the

research paper

Result

C. K. LAW 1982 RECENT

ADVANCES IN

DROPLET

VAPORIZATION

ANDCOMBUSTION

of

multicomponent

fuels including the

miscible fuel

blends,

immiscible

emulsions and

coal-oil mixtures.

Understanding

the fundamental

mechanisms

governing

dropletvaporization and

combustion were

reviewed.

Topics include

the classical d2-

Law and its

limitations; the

major transient

processes ofdroplet heating

and fuel vapour

accumulation.

Droplet vaporization

and combustion was

summarized

1.Unsteadiness during

single dropletgasification has a

variety of causes

like unsteady

diffusion, Droplet

heating, Fuel vapour

accumulation,

Natural and forced

convection,

instantaneous dropletsize

2. There were two

major transient

processes involved,

namely droplet

heating which mostly

influences the initial

droplet regression

rate, and fuel vaporaccumulation

C. H. WANG,

X. Q. LIU, and

C. K. LAW[12]

1984 Combustion and

Micro explosion

of Freely Falling

Multicomponent

Droplets with

droplet of n-

hexadecane

Multicomponent

droplets freely

falling in a hot,

oxidizing gas

flow were

studied.

1.Two-compone

fuels substantiate a

three-staged

combustion

behaviour, with

diffusion being the

dominant liquid-phase

transport mechanism


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Page 10

2.Microexplosion

show that its

occurrence depends

sensitively on the

mixture concentration

as well as the stability

of the droplet

generation mode

M.

RENKSIZBUL

and

BUSSMANN[4]

1993 Multicomponent

droplet

evaporation at

intermediate

Reynolds

numbers withhydrocarbon

droplet (decane-

hexadecane)

The convective

evaporation of a

binary

hydrocarbon

droplet (decane-

hexadecane) inair at 1000 K

and at a pressure

of 10

atmospheres has

been studied

using numerical

methods.

1. At elevated

pressures, the

evaporation of

relatively heavy

hydrocarbon droplets

is essentiallycontrolled by liquid

phase heating.

2. Reynolds number

decreases largely due

to the deceleration of

the droplet, as droplet

radius varies much

more slowly.

S.C. Anthony

Lam and

Andrzej

Sobiesiak[2]

2006 Investigated on

Bio-Diesel , ultra-

low sulphur diesel

and, ethanol Bio-

Diesel droplet,

ethanol for the

droplet

combustion

Burning rate

and

temperature

histories

were

reported.

Apparatus

for

determining

droplet

diameter &thermocoupl

e

arrangement

to measure

droplet

temperature

history

Series of

frames from

a high-speed

movie

capturing the

Three stages in

droplet combustion

1. Warm-up and

combustion

2. Combustion of the

droplet with the

liquid phase boiling

3. Burn-off of

vaporized fuel.


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Page 11

entire Bio-

Diesel

burning

sequence

Changes of

dropletdiameter-

squared over

time and

temperature

Jiunn-Shyan

Huang and

Tsong-Sheng

Lee[8]

2006 Comparison Of

Single-Droplet

Combustion

Characteristics

Between Bio-

Diesel AndDiesel

Combustion

characteristics of

Bio-Diesel and

diesel was

experimentally

investigated atReynolds

numbers 93 to

192

Upper branch

(93 to 192)

Lower branch

(192 to 93)

1.Multiple state

phenomenon was

observed for Bio-

Diesel droplet at

119< Re


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Page 12

Hyun Kyu

Suh,Hyun Gu

Roh, Chang Sik

Lee[6]

2008 Spray and

Combustion

Characteristics of

Bio-Diesel Diesel

Blended Fuel in a

Direct Injection

Common-Rail

Diesel Engine

Effect of the

blending

ratio and

pilot

injection on

the spray andcombustion

characteristic

s of diesel &

Bio-Diesel

fuel in a

direct

injection

common-rail

diesel

engine.

Exhaustemissions

and engine

performance

were

conducted at

various Bio-

Diesel

blending

ratios and

injection

conditions

for engine

operating

conditions.

1. Single injection,

fuel injection profiles

for diesel and Bio-

Diesel blended fuels

are very similar

compare to pilot

injection; an increase

of the blending ratio

induced a decrease of

the peak injection

rate.

2. Effect of fuel

blending and injection

pressure on singlespray tip penetration

is slight, and the pilot

spray development of

Bio-Diesel is shorter

compared with the

pilot and main

injection of diesel

fuel.

3. CO emissions ofboth fuels with single

injection decreased

with advanced

injection timing. The

NO emissions of Bio-

Diesel were increased

as the injection

pressure increased

due to the higher heatrelease rate from the

higher injection

pressure. It can be

seen that Nox

increases dramatically

as the pilot injection

timing approaches the

main injection timing

because of a high rate

of heat release.


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Page 13

Jyotirmoy

Barman, R.P.

Gakkhar,

Vineet Kumar,

Vipin Kumar,

Sunita

Gakkhar[14]

2008 Experimental

Investigation of

Bio-Diesel

Droplet Ignition

Ignition

delay of bio-

diesel and its

blends with

diesel at

differentatmosphere

condition has

been

measured

with

different

droplet

diameter.

1. Ignition Delay Bio-

Diesel fuel has longer

ignition delay than

diesel fuel.

2. The ignition delay

decreases for blends

and depends on the

amount of diesel in

the blend of diesel

and bio-diesel.

3. Activation Energy

of diesel and bio-

diesel calculated.

K. Anbumani

and Ajit Pal

Singh[3]

2010 Performance of

Mustard & Neem

oil blends

Blending

with pure

diesel in the

ratio of

10:90,

15:85,

20:80, and

25:75 by

volume

Engine

(C.I.) was

run at

different

loads (0, 4,

8, 12, 16,

and 20 kg)

at a

constant

speed (1500

rpm)

separatelyon each

blend and

also on pure

diesel.

1. Blending vegetable

oils with diesel a

remarkable

improvement in their

physical and chemical

properties was

observed. Cetane

number came to be

very close to purediesel.

2. However, mustard

oil at 20% blend with

diesel gave best

performance as

compared to neem oil

blends in terms of low

smoke intensity,

emission of HC andNox.


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Page 14

T. Balusamy

and R.

Marappan

2010 Effect Of Injection

Time And

Injection Pressure

On CI Engine

Fuelled With

METPSO(Methyl

Ester Of Thevetia

Peruviana Seed

Oil)

Study the effect

of injection

timing and

injection

pressure on

diesel engine

fuelled with

methyl ester of

thevetia

peruviana seed

oil on

automated,

single cylinder,

constant speed,

and direct

injection diesel

engine.

1. Initial phase of

combustion, the

premixed part.

Advancing the

injection timing by

40crank angle (from

230 to 270bTDC)

resulted in the

following

improvements at full

load:

Increase in the

brake thermal

efficiency from

31.22% to

33.41%.

Reduction in CO

emission to 25%.

Reduction in the

HC level from 9.5

to 7.7 ppm.

Reduction in

smoke level from

48% to 35%.

2. By optimizing the

injection pressure

(225 bar) and

injection timing

(27bTDC) the

performance and

emissions of the

engine with METPSO

can be improved

significantly.


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Page 15

Jinlin Xue,

Tony E. Grift,

Alan

C.Hansen[13]

Nov 2010 Effect of Bio-

Diesel on engine

performances and

emissions

For CI engines,

Bio-Diesel

instead of diesel

has been

increasingly

fuelled to study

its effects on

engine

performances

and emissions in

the recent 10

years. Studies

have been rarely

reviewed to

favour

understanding

and

popularization

for Bio-Diesel

so far for Bio-

Diesel engine

performances

and emissions,

were citedpreferentially

since 2000 year.

From these

reports, the

effect of Bio-

Diesel on engine

power,

economy,

durability and

emissions

including

regulated and

non-regulated

emissions, and

the

corresponding

effect factors are

surveyed and

analysed in

The use of Bio-Diesel

leads to the

substantial reduction

in PM, HC and CO

emissions

accompanying with

the imperceptible

power loss, the

increase in fuel

consumption and the

increase in NO

emission on

conventional diesel

engines with no or

fewer modification.

And it favours to

reduce carbon deposit

and wear of the key

engine parts.

Therefore, the blends

of Bio-Diesel with

small content in place

of petroleum diesel

can help incontrolling air

pollution and easing

the pressure on scarce

resources without

significantly

sacrificing engine

power and economy.


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Page 16

3.2 Objectives of Study

From the reviewed literature following objectives has been derived for proposed research

work:

1. The insight of literature gives glimpse of combustion of Bio-diesel droplet in various

conditions. Present study will undertake to compare the ignition behaviour of diesel, bio-

diesel and blends of diesel (particularly for Jatropha Oil) and bio-diesel (by varying the

percentage of diesel in the bio-diesel fuel) under varying temperature ranges and droplet

diameter.

detail.

Mohammed

EL-Kasaby &

Medhat A.Nemit-allah

[9]

2012 Researched on

ignition delay

period &performance test

for Jatropha oil

Bio-Diesel

Jatropha-curcas

as a non-edible

methyl esterBio-Diesel fuel

Combustion

characteristics as

well as engine

performance are

measured for

different Bio-

Diesel diesel

blends

1. It has been shown

that B50 gives the

highest peak pressureat 1750 rpm, while

B10 at low speed,

1000 rpm.

2. Higher percentage

of NO in case of Bio-

Diesel compared with

that of diesel is

attributed to the

higher combustiontemperature of

oxygenated Bio-

Diesel resulted from

advanced injection.


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Page 17

2. From this study, behaviour of the fuels such as ignition delay, Activation Energy and

Droplet Diameter will be studied.


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Page 18

4.0 EXPERIMENTAL DETAILS:

Experimental investigation will be carried out for the study of droplet ignition of suspended

fuel in a chamber of fire brick with high temperature environment at atmospheric pressure.

Below figure shows the different part with their salient features in the experimental set up. It

will be divided into three different sub systems,

A. Droplet Formation

B. Furnace Chamber

C. Observation and Photographic Recording System

4.1 Sub Systems of Experimental workIn following section the sub system are briefly explained.

4.1.1 Droplet Formation:

A very fine nozzle will draw from diameter glass tube by heating it with oxyacetylene flame.

The nozzle fix on to the glass syringe. Fine droplets miniature dimension will be produced by

applying pressure to the syringe. The droplet will be introduced into the furnace.

4.1.2 Furnace Chamber:

An experimental set up planned as under:-

A fire bricks chamber with inner dimensions of 500 300 250 mm having two windows

130 50 mm on the two opposite walls of the furnace will made to record the droplet

ignition photographically. One opening on the side wall (40 mm diameter) will made for the

introduction of suspended in the furnace. There will one opening hole of diameter 40 mm for

inserting the suspended fuel droplet to the furnace.

The furnace will be heated with the help of six numbers 1 KW Nicrome wire wounded

heaters. The locations of heaters are shown in the Figure 4.1.


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Page 19

Fig.4.1 Schematic of Furnace Chamber

(1)Opening Port (Diameter of 40 mm);(2)Combustion Chamber;(3)Nicrome Wire Wounded

Heater(6 Numbers);(4)Windows(130 x 50 mm);(5) Firebricks(6)Thermocouple(3 Numbers).

4.1.3 Proposed Specification Of Furnace:

Here is the proposed technical specification of finance in which the fuel combustion will be

carried out, it is tentative, and it may be changed after fabrication of the experimental set up.

Table 4.1 proposed specification of furnace

Component Dimension

Furnace Chamber Internal Length 500 mm

Internal Width 300mm.

Height 250 mm

Fire Bricks Insulation Purpose

Nicrome Wire Wounded Heaters Capacity of 1 Kw.

Diameter 12 mm

Thermocouple Chromel - Alumel

Digital Temperature Indicator Display Temperature Reading in C

Variac Capacity 0-260 V

The temperature in the furnace will be controlled by varying the current flow through the

Nicrome wire wounded heaters with the help of variacs. A 5 mm diameter Chromel-Alumel


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Page 21

5.0 Work Plan:

Table 5.1 work plan for the dissertation work

Work Plan Phase I Phase II

Sr.

No.Stage

May-

13

Jul-

13

Aug-

13

Sep-

13

Oct-

13

Nov-

13

Dec-

13

Jan-

14

Feb-

14

Mar-

14

Apr-

14

May-

14

1Selection of Work

Area

2 Literature Review

3Problem

Identification

4

Further Literature

Review

5 Experimental Setup

6Bio-diesel

Preparation

7Performance

Testing

8Results and

Discussion

9 Report Writing

5.1 Objectives achieved and to be achieved:

1. As mentioned in above table the after adequate literature review for the selected work

the, the objective of the work is well defined.

2. Sources to purchase the main components and equipments which are related to the

experimentation work are searched out, yet to acquire.

3. As per objective, the design of furnace is ready and it will be fabricated soon.

4. The report writing is started with completion of 3 chapters.

List of Publications:

A review paper with the title A review study on Bio-Diesel Droplet Ignition is under

process for publication in International Journal Of Engineering Research And

Technology(ISSN:2278-0181) which relevant with this dissertation.


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Page 22

6. References:

1. Dr. Tiwari, Report of Committee on Development of Biofuel Planning commission

ofIndia, April 2003.

2. S.C. Anthony Lam and Andrzej Sobiesiak, Biodiesel Droplet Combustion Journal

of KONES Powertrain and Transport, Vol. 13, No. 2.

3. K. Anbumani and Ajit Pal Singh , Performance Of Mustard And Neem Oil Blends

With Diesel Fuel In C.I. Engine ,ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608 VOL. 5, NO. 4, APRIL 2010.

4. M. Renksizbul and M. Bussann Multicomponent droplet evaporation at intermediate

Reynolds numbers, Hear Mass Transfer. Vol. 36,No. lI,pp.2827-2835, 1993.

5. Chandrasekhar an, et al. Effect of Biodiesel, Jet Propellant (JP-8) and Ultra LowSulphur Diesel Fuel on Auto-Ignition, Combustion, Performance and Emissions in a

Single Cylinder Diesel Engine Journal of Engineering for Gas Turbines and Power ,

FEBRUARY 2012, Vol. 134 / 022801 by ASME.

6. Hyun Kyu Suh et.al. Spray and Combustion Characteristics of Biodiesel/Diesel

Blended Fuel in a Direct Injection Common-Rail Diesel Engine - Journal of

Engineering for Gas Turbines and Power MAY 2008, Vol. 130 / 032807 2008 by

ASME.

7. C. K. LAW, Recent Advances in Droplet Vaporization and Combustion publish in

Progress in Energy Combustion Science, Vol. 8. pp. 171-201.

8. Jiunn-Shyan Huang and Tsong-Sheng Lee Comparison of Single-Droplet

Combustion Characteristics between Biodiesel and Diesel, ICLASS-2006 Aug.27-

Sept.1, 2006, Kyoto, Japan Paper ID ICLASS06-140.

9. Mohammed EL-Kasaby, Medhat A. Nemit-allah Experimental investigations of

ignition delay period and performance of a diesel engine operated with Jatropha oil

biodiesel Alexandria Engineering Journal (2013) 52.page 141-149.

10. Sergei Sazhin et.al. Biodiesel Fuel Droplets Modelling of Heating and Evaporation

Processes, August 2013, university of Brighton.

11. Guangwen Xu et. al. Combustion characteristics of droplets composed of light cycle

oil and diesel light oil in a hot-air chamber published paper in Elsevier Science Ltd.

PII: S0 01 6 - 2 36 1 (0 2) 00 2 764 page Fuel 82 (2003) 319330.

12. C. H. Wang, X. Q. LIU, And C. K. LAW, Combustion and Micro explosion of

Freely Falling Multicomponent Droplets COMBUSTION AND FLAME 56: 175-

197 (1984) 175, NREL/TP-540-43672.


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Page 23

13. By Jinlin Xue et al. Effect of biodiesel on engine performances and emissions

Renewable and Sustainable Energy Reviews journal 15(2011)1098-1116.

14. Jyotirmoy Barman et al. Experimental Investigation of Bio-Diesel Droplet Ignition,

International Journal of Oil, Gas and Coal Technology, 2008 Vol.1, No.4, pp.464

477.

15. S.H.M. El-Bahnasy, M.M. El-Kotb, Shock Tube Study for the Measurement of

Ignition Delay Period of 1, 2-Epoxy Propane and n-Hexane. In: 6th International

Conference in Fuel Atomization and Spray Systems, ICLASS-94, Ruene, France,

1994.

16. J.B. Heywood, Internal Combustion Engine Fundamentals, McGraw Hill Book Co.,

1988.

17. http://personal.mecheng.adelaide.edu.au/marcus.boyd/Marcus%20Boyd%20Short.pdf

18. http://www.sciencedirect.com/science/article/pii/S0016236113002172


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Page 24

Appendix A ABBREVIATIONS

BSEC Brake Specific Energy Consumption

BSFC Brake Specific Fuel Consumption

BTE Brake Thermal Efficiency

CV Calorific Value

CaO Calcium Oxide

CI ENGINE Compression Ignition Engine

CNG Compressed Natural Gas

CO Carbon Monoxide

CO2 Carbon Dioxide

cSt Centistokes

DI ENGINE Direct Injection Engine

EGT Exhaust Gas Temperature

HC Hydrocarbon

HSD High Speed Diesel

IC ENGINE Internal Combustion Engine

IDI ENGINE Indirect Injection Engine

JCO Jatropha Curcas Oils

KOH Potassium Hydroxide

LNG Liquefied Natural Gas

LPH Litre per Hour

LPM Litre per Minute

MEK Methyl Ester of Karanj


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Mha Million Hectare

MMSCMD Million Standard Cubic Metres per Day

MMT Million Metric Tonne

MPNG Ministry of Petroleum and Natural Gas

NaOH Sodium Hydroxide

NO Nitrogen Oxide

NO2 Nitrogen Dioxide

NOME Neem Oil Methyl ester

NOX Oxides of Nitrogen

PAH Polycyclic Aromatic Hydrocarbons

PPM Particles Per Million

RPM Revolutions per Minute

SAE Society of Automotive Engineers

SVO Straight Vegetable Oil

TDC Top Dead Center

TEL Tetra Ethyl Lead

WPO Wood Pyrolysis

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