International Journal of JOURNAL Mechanical Engineering and Technology (IJMET), ISSN 0976 INTERNATIONAL OF MECHANICAL ENGINEERING 6340(Print), ISSN

N 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME AND TECHNOLOGY (IJMET)

ISSN 0976 6340 (Print) ISSN 0976 6359 (Online) Volume 4, Issue 3, May - June (2013), pp. 177-190 IAEME: www.iaeme.com/ijmet.asp Journal Impact Factor (2013): 5.7731 (Calculated by GISI) www.jifactor.com

IJMET
IAEME

PERFORMANCE AND EMISSION CHARACTERISTICS OF DI-CI DIESEL ENGINE WITH PREHEATED CHICKEN FAT BIODIESEL
K Srinivasa Rao1, Dr. A Ramakrishna2, P V Rao3
1

Assoc.Prof, Mechanical Engineering, Sai Spurthi Institute of Technology, Sathupally, India, 507303 2 Professor, Mechanical Engineering, Andhra University college of Engineering, Visakhapatnam, India, 530003 3 Assoc.Prof, Mechanical Engineering, Andhra University college of Engineering, Visakhapatnam, India, 530003

ABSTRACT The fat oils and their methyl esters are becoming popular because of their minimum environmental impact. Viscosity of the fat oil is considered as constrain for its use as alternative fuel for IC engines. The viscosity of the fat oil is reduced by preheating and Transesterification process. Preheated chicken fat biodiesel (Methyl Ester) is used in this study.The objective of the present study is to investigate the effect of preheated chicken fat biodiesel on performance, combustion and emission characteristics of a direct injection compression ignition (DI-CI) engine. Experiments are conducted on single cylinder, constant speed, stationary, water cooled naturally aspirated, DI-CI engine with preheated chicken fat biodiesel and all engine characteristics are investigated. The results of engine characteristics with Preheated Chicken Fat Biodiesel (CFBDPH) were compared with Chicken Fat Biodiesel (CFBD) without preheating and standard baseline Petroleum Diesel (PD). A remarkable improvement in the performance of the engine is noticed with preheating, as the viscosity of the oil is reduced. Significant reduction in the exhaust gas temperature CO and HC emission are also noticed. Results show that the preheated CFBD (CBDPH) can be used as an alternative fuel without any engine modifications. Keywords: Compression Ignition Engine, Chicken fat biodiesel, Preheating, Performance, Combustion and Emission.

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INTRODUCTION The scarce and rapid depletion of conventional petroleum resources, growing concern about the environmental pollution and increase in oil price have promoted research for alternative fuels for internal combustion engines. Biodiesel which can be produced from vegetable oil and animal fat is an alternative fuel for diesel engines. Bio diesel is non toxic, bio degradable and environmentally friendly fuel. Biodiesel contains very low sulfur and greenhouse gases compared to diesel. The major components of fats are triglycerides which compose above 90% of total mass [1]. Transesterfication is a chemical process of reacting triglycerides with alcohol in presence of a catalyst. Alcohols such as Methanol, Ethanol or Butanol can be used in Transesterfication [2]. The most preferred alcohol used in biodiesel production is methanol. The commonly used catalyst is KOH for production of biodiesel. Grabosk et. al [7], K Srinivasa Rao et. al[15] and Mondal. P et. al [22] studied usage of fat and vegetable oils in C.I Engines. Many researchers have investigated availability of animal fats [6,9]and waste oils [5,12,13] for biodiesel production. Chicken fat is a low cost feed stock for biodiesel production compared to high grade vegetable oils. Schulte [3] investigated optimum reaction parameters for biodiesel production from chicken fat. K Srinivasa Rao et. al [8], Guru M et. al [10] and Jagadale S.S [14] investigated Engine characteristics with chicken fat oil. Godiganur et. al [11] studied Engine performance and emission characteristics with fish oil, Marshal, W.F [4] investigated Cummins L 10 Engine emission and performance with Tallow methyl ester. The higher viscosity values of fat oils and their esters are the main limitation to use in compression ignition engine. Heating of these oils greatly reduces the viscosity and hence to overcome the high viscosity problem, the preheated oils can be used for engines. Many researchers have investigated effect of preheated Jatropha [16, 18, and 25], Palm oil [17], Rape seed oil [19], Cotton seed oil [20, 24], Corn biodiesel [21], karanja [23], coconut [26], sunflower [28] and pongamia [30] on diesel engine performance and emission characteristics. M. Senthil Kumaret. al [27] studied preheated animal fat as fuel in C.I engine. Preheated CFBD(CFBDPH) is used for present work. Preheating of CFBD is done with thermostat controlled water bath heating of fuel before admission into engine cylinder. The objective of present work is to investigate the performance, combustion and emission characteristics of single cylinder, water cooled, constant speed (1500 rpm), naturally aspirated, stationary, direct injection compression ignition(DI-CI) engine fueled with preheated (50OC) chicken fat biodiesel (CFBDPH) and results were compared with CFBD without preheating and standard baseline petroleum diesel (PD). MATERIAL AND METHODS The fat oil obtained from waste chicken fat was used in present investigation. This waste chicken fat oil was filtered to remove impurities. This oil was converted into chicken fat biodiesel (CFBD) using transesterfication process. Petroleum diesel (PD) fuel was used as baseline fuel for comparison. The fuels were characterized by determining their density, viscosity, flash point, fire point and calorific value. The properties of petroleum diesel, chicken fat biodiesel (CFBD) and ASTM standard specification [29] for biodiesel are presented in table 1. The viscosity was determined at different temperatures to find the effect of temperature on viscosity of CFBD. The high viscosity of CFBD may be due to its high

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molecular weight compared to diesel. The variation of viscosity of PD and CFBD with temperature is shown in Fig.1. Table.1 Properties of fuels Unit PD CFME g/cc 0.831 0.862 cSt 2.58 4.93 o c 50 160 o c 56 kJ/kg 42500 40170 48 mg KOH/g 0.41 g Iodine/100 g 38 74

Property Density Kinematic Viscosity at 40oc Flash Point Fire Point Calorific value Cetane number Acid value Iodine value

ASTM Standards 0.87-0.89 1.9-6.0 130 min 37500 48-70 0.5 max 120 max

6 Viscosity in cSt 5 4 3 2 1 25 30 35 40 Temperature in oc 45 50 PD CFBD

Fig.1 Variation of viscosity of fuel with temperature The properties of CFBD fuel are similar to PD. The viscosity of CFBD at 50OC is almost nearer to viscosity of PD at 30O (room temperature). Hence CFBD preheated to 50OC(CFBDPH) can be used in diesel engine without any modification to obtain almost similar characteristics as PD and used as alternative fuel. EXPERIMENTAL SETUP AND PROCEDURE The experimental setup used in the investigation is shown in Fig. 2. It consist of a single cylinder 4-S, DI-CI engine, an eddy current dynamometer to measure the brake power or load torque, data acquisitation system, display panel, computer, pressure and temperature sensors and exhaust gas analyzer to measure CO, HC and NOX emissions. The detailed specifications of engine and exhaust gas analyzer are described in table 2. The cooling water flow rate and temperature is maintained constant throughout the test. The engine was tested with chicken fat biodiesel (CFBD), preheated CFBD (CFBDPH) and baseline petroleum diesel (PD) to investigate performance, combustion and emission characteristics. The engine was allowed to warm up until all temperature reaches steady state in each test. Engine was maintained at constant speed of 1500rpm by adjusting the fuel injection pump control rack. To vary the engine load and measure brake power, an eddy current dynamometer was used.
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All observations were taken in four steps at 25% (0.93 kW), 50% (1.86 kW), 75% (2.79 kW) and 100% (3.72 kW) of full load on the engine. Lab View software supplied by Tech-Ed Bangalore, India was used to record heat release rate, cylinder pressure and all parameters necessary for analysis. The results of the engine Performance, Combustion and Emission characteristics were investigated and presented in the fallowing section.

Fig. 2 Experimental set up

Table.2 Engine and Exhaust Gas Analyzer Specifications

Engine Manufacture Kirloskar Oil Engine Engine Single Cylinder Direct Injection Compression Ignition Admission of air Naturally aspirated Bore 80 mm Stroke 110 mm Compression ratio 16.5:1 Max power 3.72 kW Rated speed 1500 rpm Dynamometer Eddy Current Dynamometer Method of cooling Water cooled Type of starting Manual cranking Governor Mechanical governing (centrifugal type) Type of Pressure sensor Piezo electric type Pressure sensor resolution 0.1 bar for cylinder pressure,1.0 bar for injection pressure Crank angle sensor resolution 1 degree Exhaust Gas Analyser make:INDUS Range Resolution NO HC CO 0-5000 ppm 0-15000 15000 ppm 0-15.0% 1 ppm 1 ppm 0.01%

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RESULTS AND DISCUSSIONS Performance characteristics Fuel Consumption (FC), Brake Specific Energy Consumption (BSEC), Brake Thermal Efficiency (BTE), Combustion characteristics cylinder pressure variation, heat release rate, cylinder peak pressure. Exhaust Gas Temperature (EGT), mass fraction burned and Emission characteristics Carbonmonoxide (CO), un burnt Hydro carbon (HC), Oxides of nitrogen (NOX) of the test engine were investigated and results were discussed as fallows. Performance Analysis Fuel Consumption (FC) The variation fuel consumption with engine load is shown in Fig. 3. FC of CFBD is more than that of diesel for all loads, but preheated CFBD (CFBDPH) FC is less than CFBD with no pre heating. At full load the FC of PD, CFBD and CFBDPH are 0.93, 1.07 and 1.01 kg/hr respectively. The behavior of more fuel consumption of CFBD was due to less percentage of Hydro carbons and lower calorific value than PD. It is also observed that the fuel consumption decreases with preheating of biodiesel and the reason may be improved combustion caused by increased volatility property and spray characteristics. Fig. 4 Shows the Brake Specific Fuel Consumption (BSFC) of all fuels with engine load. BSFC decreases with engine load for all fuels. At full load BSFC of CFBD is higher than PD, but it is slightly lowered with preheating. This is mainly due to reduced viscosity and improved spray characteristics of preheated CFBD (CFBDPH). 1.

1.1 1 Fuel Consumption(kg/hr) 0.9 0.8 PD 0.7 0.6 0.5 0.4 0.93 1.86 2.79 3.72 Engine Load (kW) CFBD CFBDPH

Fig.3 Variation of fuel consumption with engine load

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0.8 0.7 BSFC(kg/kw hr) 0.6 0.5 0.4 0.3 0.2 0.93 1.86 2.79 3.72 Engine Load(kW) PD CFBD CFBDPH

Fig. 4 Variation of brake specific fuel consumption with engine load 2. Brake Specific Energy Consumption (BSEC) The BSEC is the input fuel energy requirement to develop unit brake power output. The variation of BSEC with engine load is shown in Fig. 5. From this it is observed that BSEC of CFBD is higher than that of PD at all engine loads. The reason for higher value of BSEC for CFBD is due to its lower calorific value and higher kinematic viscosity. The results also show that BSEC decreases with preheated CFBD (CFBDPH) due to higher rate of evaporation and effective combustion. The lowest BSEC for PD, CFBD and CFBDPH are recorded as 10625, 11564 and 10926 kJ/kWhr respectively at full load.
30000 BSEC (kJ/kW hr) 25000 20000 15000 10000 0.93 1.86 2.79 3.72 PD CFBD CFBDPH

Engine load (kW)

Fig. 5 Variation of brake specific energy consumption with engine load 3. Brake Thermal Efficiency (BTE): Fig.6 shows the variation of Brake thermal efficiency of the engine with load. The BTE increases as the load on engine increases for both fuels. At full load, the BTE for PD, CFBD and CFBDPH are 33.85%, 31.12% and 32.94% respectively. The BTE of CFBDPH is closer to PD and the reason is due to increased evaporation of fuel with preheating.
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35 30 BTE (%) 25 20 15 10 0.93 1.86 2.79 3.72 PD CFBD CFBDPH

Engine load (kW)

Fig. 6 Variation of brake thermal efficiency with engine load

Combustion Analysis 1. Cylinder Pressure The variation of cylinder pressure with crank angle for complete cycle at 2.79 kW power output for all fuels is shown in Fig. 7. Fig. 8 Shows rise of pressure during combustion process near to TDC i.e.. 350O-450O crank angle at 2.79 kW power output. The peak pressure of CFBD is slightly greater than PD and peak pressure is decreased with preheating. The peak pressure is observed at 377O, 367O and 375O crank angle for PD, CFBD and CFBDPH respectively. CFBD and CFBDPH records slightly advanced pressure rise curves compared to PD.

70 cylinder pressure (bar) 60 50 40 30 20 10 0 0 100 200 300 400 500 600 700 PD CFBD CFBDPH

crank angle (degrees)

Fig. 7 Variation of cylinder pressure with crank angle at 2.79 kW load

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70 cylinder pressure (bar) 60 50 40 30 20 10 0 350 360 370 380 390 400 410 420 430 440 450 PD CFBD CFBDPH

crank angle (degrees)

Fig. 8 Variation of cylinder pressure near TDC with crank angle at 2.79 kW load Fig. 9 shows the variation of cylinder peak pressure with engine load for both fuels. Cylinder peak pressure increases with engine load. Highest peak pressures are observed at full engine load for all fuels. Peak pressures are decreased with preheating for all loads. The peak pressures of PD, CFBD and CFBDPH at 3.72 kW engine load are measured as 66.4, 66.9 and 66.3 bars respectively.

Cylinder peak pressure(bar)

66 64 PD 62 60 58 0.93 1.86 2.79 Engine load (kW) 3.72 CFBD CFBDPH

Fig. 9 Variation of cylinder peak pressure with engine load 2. Heat Release Rate The rate of cooling water to be circulated for engine cooling depends on the rate of heat release during combustion. The variation of heat release rate with respect to crank angle at 2.79 kW engine power output for all fuel is shown in Fig.10. The cumulative heat release rate at 2.79 kW power out is shown in Fig.11. The areas under this curve indicate the net heat released during the combustion process.
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50 Heat release rate(J/OCA) 30 10 -10 350 -30 -50 370 390 410 430 450 470 490 PD CFBD CFBDPH

Crank angle(degrees)

Fig. 10 Variation of heat release rate with crank angle at 2.79 kW load

cummulative heat release rate (J/OCA)

2500 2000 1500 PD 1000 500 0 -500 350 370 390 410 430 450 470 CFBD

CFBDPH crank angle(degrees)

Fig. 11 Variation of cumulative heat release rate with crank angle during combustion at 2.79 kW 3. Mass fraction burned Fig. 12 shows that, for both fuels, mass fraction burned with crank angle during combustion process. It is observed that higher burning rates are measured for PD compared with CFBD and CFBDPH in the early stage of combustion process, i.e., slope of the mass fraction curve is very high for the PD between the crank angle ranges from 361O to 367O. The preheated CFBD (CFBDPH) also recorded comparatively higher mass fraction burning rates than CFBD. This may be mainly due to reduced viscosity and improved combustion with preheating.
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1 mass fraction burnt 0.8 0.6 0.4 0.2 0 350 360 370 380 390 400 PD CFBD CFBDPH

Crank angle (degrees)

Fig. 12 Variation of mass fraction of fuel burned with crank angle at 2.79 kW load

4. Exhaust Gas Temperature The variation of Exhaust Gas Temperature (EGT) of engine with respective engine load of PD, CFBD and CFBDPH fuels is shown in fig. 13. EGT increases with engine load for all fuels, but significant reduction in EGT is observed with CFBD and CFBDPH compared with PD. CFBDPH records slightly higher EGT than CFBD at all loads, however they are considerably lower than PD. This may be due to lower calorific value of CFBD than PD.

400 350 EGT ( OC ) 300 250 200 150 0.93 1.86 2.79 3.72 PD CFBD CFBDPH

Engine load (kW)

Fig. 13 Variation of Exhaust Gas Temperature with engine load

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Emission Analysis 1. NOx Emission The NOX emissions of PD, CFBD and CFBDPH with engine load are shown in fig. 14. The results show that the increased engine load promoting NOX emission for all fuels. The NOX emissions of CFBD are higher than PD at all engine loads. But NOX emissions are greatly reduced with CFBDPH, which are very close to PD.

500 450 400 NOX (ppm) 350 300 250 200 0.93 1.86 2.79 3.72 CFBDPH PD CFBD

Engine load (kW)

Fig. 14 Variation of NOX emissions with engine load

2. CO Emissions Fig. 15 shows, the increasing trend of Carbonmonoxide (CO) emission levels are observed with engine load for both fuels. Trend of increasing CO is due to increase in volumetric fuel consumption with the engine load. The CO emission percentage mainly depends upon the physical and chemical properties of the fuel used. It is observed that, the CO emissions of CFBD are less than that of the PD. The decrease in CO emissions for CFBD is mainly due to presence of oxygen in the CFBD fuel. It also observed that the co emission levels are further reduced for CFBDPH (preheated CFBD) and the reason is due to reduction in viscosity, density and increase in evaporation due to preheating.

0.25 CO(%) 0.2 0.15 0.1 0.05 0.93 1.86 2.79 3.72 PD CFBD CFBDPH Engine load (kW)

Fig. 15 Variation of CO emissions with engine load

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4. HC emissions The variation of HC emissions at different engine loads are given in the fig. 16. For both the fuels HC emission decreases with increase in engine load. It is observed that the HC emission levels of CFBD are less than that of PD at all engine loads. The lower HC emission of CFBD compared with PD is mainly due to presence of more oxygen in the CFBD. Also it is observed that the HC emissions are further reduced with preheated CFBD (CFBDPH). This is due to improvement in spray pattern and atomization.
70 65 60 55 50 45 40 35 30 25 20 0.93 1.86 2.79 3.72

HC(ppm)

PD CFBD CFBDPH

Engine load (kW)

Fig. 16 Variation of HC emissions with engine load

CONCLUSIONS

The performance of engine is increased, when the biodiesel is injected at diesel fuel viscosity, i.e. performance is increased with preheating. Fuel consumption is significantly decreased at full load by 5.5% with preheating (i.e. with CFBDPH). Improved fuel burning rates are observed with CFBDPH than CFBD. Considerably very low exhaust gas temperatures are obtained with CFBD and CFBDPH compared to PD. The presence of oxygen in CFBD improves the combustion and hence lowers the CO and HC emission. These emissions are further lowered and with preheated biodiesel (CFBD PH). The increase of NOX emission is due to presence of oxygen in the CFBD compared to PD. Decrease in premixed combustion and increase in diffused combustion is observed with preheating. This leads to reduction in NOX emission by 18.6% at full load for CFBDPH.

ACKNOWLEDGEMENTS The Authors thank the management and principal of SaiSpurthi Institute of Technology, Sathupally, India, 507303, for providing necessary experimental support.

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