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Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition
i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 7 ) 1 e1 0
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Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition c € Kerimcan C¸elebi a,*, Erinc¸ Uludamar b, Mustafa Ozcanlı a
Adana Science and Technology University, Department of Mechanical Engineering, 01180 Adana, Turkey Adana Science and Technology University, Department of Automotive Engineering, 01180 Adana, Turkey c C¸ukurova University, Department of Automotive Engineering, 01330 Adana, Turkey b
article info
abstract
Article history:
Viscosity property of a fuel is a crucial point for internal combustion engine characteristics.
Received 16 January 2017
Performance and emission parameters as well as injector's life of an engine is primarily
Received in revised form
effected by viscosity of the fuels. In present study, effect of high viscosity biodiesel fuels
8 February 2017
with hydrogen addition was investigated in a compression ignition engine. Biodiesels that
Accepted 9 February 2017
are produced from Pongamia Pinnata and Tung oils were used as pure biodiesels as well as
Available online xxx
blended with low sulphur diesel fuel at the volume ratios of 50% and 75%. Furthermore, hydrogen gas was injected into intake manifold in order to evaluate its effect with the
Keywords:
usage of high viscous liquid fuels. The results revealed that brake specific fuel consump-
Brake specific fuel consumption
tion was increased with biodiesel fuels, whereas hydrogen addition into intake manifold
Diesel engine
improved the consumption. Total vibration acceleration of the engine reduced with bio-
Engine vibration
diesel and hydrogen additions. Frequency spectrum indicated that this decrement was
Hydrogen
primarily lowered due to less energy transmitted through engine pistons that converted
Pongamia Pinnata biodiesel
from chemical energy of fuels.
Tung biodiesel
© 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Introduction Alternative to conventional fuels has gained great importance in last decades [1,2]. Many countries have launched programs that use alternative fuels. Biodiesel, which is derived from animal fats or variable plants, is a renewable, non-toxic, and biodegradable fuel [3e5]. Similar fuel properties of biodiesel to conventional diesel fuel make it a promising alternative fuel for compression ignition engines [6]. However, since biodiesel
is produced by variable plants, their fuel properties may show differences. High viscosity of biodiesel is the most important drawback of them to fuel compression ignition engines [7]. It can be resulted with poor atomization of fuel thus, causes worse combustion properties and high exhaust emissions [8]. The viscosity of Pongamia Pinnata and Tung oils are very high compared to other biodiesels. Pongamia Pinnata is a nonedible oil [9]. The origin of the tree is Asia, Australia and Pacific islands and it is evergreen [10]. The family of Pongamia Pinnata is Fabaceae and the subfamily is Papilionaceae [11]. Tung
* Corresponding author. Fax: þ90 322 3386126. E-mail address: [email protected] (K. C¸elebi). http://dx.doi.org/10.1016/j.ijhydene.2017.02.066 0360-3199/© 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Nomenclature BSFC CI CR D100 H2 PP100 PP50 PP75 RMS T100 T50 T75
Brake specific fuel consumption Compression ignition Compression ratio Pure low sulphur diesel fuel Hydrogen Pure Pongamia Pinnata biodiesel 50% Pongamia Pinnata biodiesel þ 50% low sulphur diesel fuel 75% Pongamia Pinnata biodiesel þ 25% low sulphur diesel fuel Root mean square Pure Tung biodiesel 50% Tung biodiesel þ 50% low sulphur diesel fuel 75% Tung biodiesel þ 25% low sulphur diesel fuel
oil is also inedible oil [12,13]. It is obtained from the nuts of the Tung tree (Vernicia fordii) [14,15]. Many researchers have studied with Pongamia Pinnata and Tung biodiesels/oils; mostly in order to investigate production method, fuel properties and performance-emission characteristic on compression ignition engines. Shang et al. [16] produced Tung biodiesel by transesterification method with methanol and potassium hydroxide. They changed the temperature of transesterification in order to observe its effects on fuel properties of Tung biodiesel. Their results indicated that the reaction temperature had slight effect on the properties of Tung oil. The studies with Tung oil were presented by Van Manh et al. [17,18] at several papers. They investigated the effect of ultrasonic irradiation time, ultrasonic power, and sample loading on the transesterification yield of Tung oil biodiesel and their blends and on some biodiesel properties. Yang et al. [12] produced Tung oil biodiesel via trans€ nsted acidic esterification method with methanol and new Bro ionic liquids as catalyst by optimizing the reaction conditions. In order to improve fuel properties of Tung oil biodiesel, blends with coconut oil and palm kernel biodiesels were prepared by Chen et al. [19]. Paul et al. [20] carried out experiments in a diesel engine to observe its performance and emission with Pongamia Pinnata methyl ester, conventional diesel and natural gas fuels. The experiment results showed that Pongamia Pinnata methyl ester and natural gas combination improved the performance and exhaust emission of the engine more than diesel and natural gas combination. A mathematical model which determine the emission characteristic of an engine run with Pongamia Pinnata and diesel blend fuels was developed by Mohamed Ibrahim and Udayakumar [21]. Nurun Nabi et al. and Sureshkumar et al. [22,23] are other researchers worked with Pongamia Pinnata biodiesel in order to investigate their effect on engine performance and/or exhaust emissions. The experiments generally result with better brake specific fuel consumption (BSFC), decrement of carbon monoxide, smoke and increment of nitrogen oxide emissions. Hydrogen (H2) is another promising renewable energy source [24]. It is naturally available and can be produced from
various resources [25]. Investigations have been reported in the field of H2 usage in compression ignition (CI) engines. Pan et al. [26] carried out experiments on a two-stroke marine diesel engine by using standard test methods with a wide hydrogen addition rate range. In the study, they focused on the results of exhaust emissions. Dhole et al. [27] analysed the effect of H2 and producer gas as secondary fuel on performance and emissions of a diesel engine. They found out that H2 increased the brake thermal efficiency, at high load conditions. However, it caused decrement of brake thermal efficiency at low load condition. Uludamar et al. [28] investigated the vibration, noise, and exhaust emission effect of H2 addition on diesel engine which is fuelled with also diesel and biodiesel blends. Their results indicated that biodiesel and H2 lowered engine noise and vibration. Similar results were observed at the studies of Redel-Macias et al. [29]; TaghizadehAlisaraei et al. [30]; How et al. [31], and Nguyen and Mikami, [32]. Javed et al. [33] investigated the vibration behaviour of diesel engine fuelled with biodiesel blends with nanoparticles and hydrogen in order to determine best fuel blends with least vibration. In this study, a CI engine run with high viscous Pongamia Pinnata and Tung oil biodiesels and its different blends with low sulphur diesel fuel. Moreover, the H2 gas was added to diesel-biodiesel blend in order to observe its effect on engine fuel consumption and vibration acceleration of engine body.
Material and methods Pongamia Pinnata and Tung oils were converted to biodiesel via the transesterification reaction. In this reaction, firstly, Pongamia Pinnata and Tung oils were heated up to 60 C. Meanwhile, as reactant, 6:1 methanol to oil molar ratio and as catalyst, 0.5% (by weight of oil) sodium hydroxide were mixed together to form methoxide. Then the oil at 60 C and methoxide were blended and kept at the temperature of oil for 90 min by stirring the blend. After the reaction step, the crude methyl ester was filled inside a separating funnel to separate crude glycerine from methyl ester after 8 h. After the separation process, the crude methyl ester was washed by warm water until the washed water became clear. Then it dried at 110 C for 1 h. As last step, the methyl ester was filtered to separate small impurities. The prepared biodiesels were blended with low sulphur diesel fuels at the volume ratio of 50% and 75% and their fuel properties were analysed by Tanaka AKV-202 auto kinematic viscosity measuring system, Zeltex ZX 440 NIR, Kyoto electronics DA-130, and IKA-Werke C2000 Bomb Calorimeter, to determine their viscosity, cetane number, density, and lower heating value. Preparation of blends and property measurement were conducted in Petroleum Research and Automotive Engineering Laboratories of Automotive Engineering Department at C¸ukurova University. During engine experiments, H2 which has 99.99% purity was also added through intake manifold of the engine. 5 l/min flow rate was used to fuel the engine with H2. Fuel properties of test fuels and fuel standards were given in Table 1. Low sulphur diesel (D100), pure Pongamia Pinnata and Tung biodiesels (T100 and PP100, respectively), and their 50% and 75%
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 7 ) 1 e1 0
Table 1 e Test fuel properties and their standards. Test Fuels Density Cetane (kg/m3) number D100 H2 T50 T75 T100 PP50 PP75 PP100 Standards EN 14214 EN590
Lower Kinematic heating viscosity at 40 C (mm2/s) value (kJ/kg)
837 0.084 880 901 925 854 865 872
59.3 e 51.9 49.1 44.2 58.4 57.4 56.2
2.7 e 4.7 6.0 7.1 4.5 6.7 8.5
45,857 119,930 43,515 41,778 39,436 41,841 39,387 36,855
860e900 820e845
Min 51 Min 51
3.5e5.0 2.0e4.5
e e
blends with low sulphur diesel fuel; T50, T75, PP50, PP75 were fuelled the engine with and without hydrogen addition at constant engine speed; 1500 rpm, under low load (2 kg) and medium load (8 kg). In experiments, Kirloskar Oil Engine-240 diesel engine was used in order to observe the effect of compression ratio and engine load when the engine fuelled with diesel-biodiesel fuel blends and H2. The specifications of the engine were given in Table 2. Vibration measurements were conducted on Kirloskar Oil Engine-240 diesel engine via a triaxial accelerometer from PCB electronic (model no: 356A33) and Soundbook™ universal portable measuring system which uses SAMURAI v2.6 software. Sensitivity of accelerometer is 1.02 mV/(m/s2) and measurement range is ±4905 m/s2 which are ideal for engine block vibration during its operation. The software is capable to double integration of the time signal as filtering according to ISO 10816, ISO 7919 and ISO 2954 standards and the measurement range of the vibration meter is 2 Hze20 kHz. However, the measurement range was set between 5 Hz and 5 kHz for all orthogonal axes due to sensitivity properties of accelerometer. Adhering of accelerometer with quick bonding gels on engine block is a useful way to measure at high frequencies of vibration with high accuracy. Therefore, the accelerometer
Table 2 e Technical specifications of the experimental engine. Brand Model Configuration Type Displacement Bore Stroke Maximum/Minimum operating speed Power Compression ratio (CR) range Injection variation Peak pressure Air cleaner Weight Combustion principle Lubricating system
3
was adhered on engine block before the experiments. Schematic of experimental test rig engine and its two degree of freedom model of the test rig were illustrated in Figs. 1 and 2, respectively. The formulae according to the model were presented in Eqs. (1) and (2). x€1 mf ¼ bf x_ 1 þ kf x1 be ðx_ 2 x_ 1 Þ ke ðx2 x1 Þ
(1)
x€2 me ¼ be ðx_ 2 x_ 1 Þ þ ke ðx2 x1 Þ fðtÞ
(2)
RMS (root mean square) value was taken into account to observe the vibration of the engine. Time history of the wave is considered to measure the amplitudes. Eq. (3) shows the formula which was used to calculate RMS value. vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi u ZT u u1 a2w ðtÞ dt aw ¼ t T
(3)
0
where; aw (m/s2): the weighted acceleration T: measurement time. The value at vertical (ax), lateral (ay) and longitudinal (az) axes were combined in order to calculate total vibration acceleration (atotal). The equation was presented in Eq. (4). atotal ¼
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi a2x þ a2y þ a2z
(4)
Result and discussion The properties of seven different liquid fuels which are D100, T50, T75, T100, PP50, PP75, PP100 were measured in compliance with TS EN 14214 biodiesel and EN590 diesel standards. According to tests, the highest viscosity is measured with PP100 fuel and the lowest value by D100. Atomization of fuel thus, combustion and wear of engine is closely associated with viscosity [34,35]. If it is too high, operation of fuel injection would fail, and if it is too low, fuel leakage from injectors would occur. Cetane number is another important parameter of a fuel. It is related with self-ignitability of the fuel [36,37]. D100 fuel has the highest cetane number. Gross heating value indicates the heating energy released from a unit mass of fuel [38]. The Gross heating value of D100 is also higher than
Kirloskar oil engines 240 Single cylinder Four stroke, Water cooled 661 cc 87.5 mm 110 mm 2000/1200 rpm 3,5 Kw @ 1500 rpm 12:1e18:1 0e25 Deg BTDC 77.5 kg/cm2 Paper element type 160 kg Compression ignition Forced feed system
Fig. 1 e Experimental test rig.
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 2 e Two degree of freedom model of the test rig. biodiesel blends. Experimental engine was operated with these fuels with and without H2 addition at different operating load conditions and compression ratios (CR). Figs. 3 and 4 indicate the BSFC against CR and test fuels when H2 was not added into intake air and Figs. 5 and 6 illustrate the values when H2 was added. Viscosity, density and cetane number properties of a fuel have influence on BSFC [39e41]. In experiments, it observed that biodiesel usage increased the BSFC. BSFC of D100 was 7.22%, 9.28%, 12.37%, 9.28%, 14.43%, and 17.53% lower than those of T50, T75, T100, PP50, PP75, and PP100, respectively at low load condition. At
high load condition, T50, T75, T100, PP50, PP75, and PP100 exhibited 7.75%, 11.27%, 18.31%, 9.86%, 16.90%, and 21.13% higher BSFC than D100, respectively. This can be attribute to the lower calorific value of biodiesel compared to low sulphur diesel fuel [42,43]. Higher viscosity which contributes to poor atomization and higher density results with more mass injection of fuel may also influence the values [44,45]. However, H2 addition lowered the BSFC. Overall reduction was measured as 6.56% with low load and 3.77% with medium load since, H2 tends to mix with air better, and more complete combustion may occur, thus BSFC improved with the use of gas [46]. Improved combustion at higher CR without H2 addition resulted with 6.79% and 11.32% under low load and 6.73% and 15.21% under medium load condition when the CR was increased from 12:1 to 14:1 and 16:1, respectively. Decrement of BSFC was also observed when the engine was fuelled also with H2. Compared to 12:1 CR, enhancement of BSFC was measured as 7.69% and 9.72% under low load and 5.26% and 12.39% under medium load condition for 14:1 and 16:1, respectively. Similar results between BSFC and CR was also obtained by EL-Kassaby and Nemit-Allah and Sharma and Murugan [47,48]. The frequency and time spectrums of the engine in three orthogonal axes were shown in Fig. 7. The first column belong the value of x-axis, the second represents y-axis and the last one represents z-axis. Dominant frequency was observed at half speed of the test engine. This is mainly due to the combustion of fuel were occurred at this frequency. UpwardeDownward piston movement and conversion of linear motion to rotational motion on crankshaft may the main reason of engine body vibration [49]. Since the test engine has one cylinder and works according to four stroke principle; the dominant frequency would occur at double times of engine rotation. As the engine has counterweight on crankshaft, dominant frequency was observed at the speed of engine rotation. Therefore, highest arms was measured at 25 Hz with all test fuels and loading conditions. However, the magnitude of arms values showed variety.
Fig. 3 e Variation of BSFC against CR at low load without H2 addition. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 4 e Variation of BSFC against CR at medium load without H2 addition.
Fig. 5 e Variation of BSFC against CR at low load with H2 addition.
Fig. 6 e Variation of BSFC against CR at medium load with H2 addition. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 7 e Frequency and time spectrum of the engine when it was fuelled only with T100 under medium load condition.
The variation of atotal with respect to CR was shown in Fig. 8 under low load and in Fig. 9 under medium load condition when H2 was not added into intake air. The results indicated that vibration acceleration of the engine body decreased with increasing CR. Without hydrogen addition, increment of CR from 12:1 to 14:1 improved the
vibration of engine body as 3.10% and 4.92% and to 16:1 improved it 4.80% and 5.98%, under low load and medium load conditions, respectively. Biodiesel fuels also reduced the vibration severity. The reduction was measured as 5.62%, 6.15%, 8.20% for PP50, PP75, PP100 and 2.17%, 4.04%, 6.15% for T50, T75, T100, respectively without H2 addition.
Fig. 8 e Variation of atotal values against CR at low load condition and without H2 addition.
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 9 e Variation of atotal values against CR at medium load condition and without H2 addition.
Fig. 10 e Variation of atotal values against CR at low load condition and with H2 addition.
The reason of decrements may be due to combustion characteristic of test fuels; higher cetane number which effects ignition delay and pressure rise rate would improve combustion characteristic, whereas higher viscosity of biodiesel blends which causes worse atomization, may decrease maximum pressure thus, lowered engine body vibration. Extra oxygen molecule contamination of biodiesels may also helpful to improve vibration severity of the experimental engine [31,50,51]. The further improvement was obtained with H2 injection. In Fig. 10, atotal values were presented with H2 addition under low load condition. Fig. 11 shows the value under 50% load.
Compared to 12:1 CR, the improvement was measured as 4.12% and 2.65% for 14:1 CR and 5.43% and 3.10% for 16:1 CR under low load and 50% load conditions, respectively. Shorter ignition delay and faster flame propagation speed which mostly result to lower engine vibration may take place with higher compression ratio [28,31,52,53]. With the injection of H2, the decrement was 8.15%, 9.02%, 12.39% for PP50, PP75, PP100 and 5.84%, 8.70%, 10.82% for T50, T75, T100, respectively. Due to high specific energy content and fast flame velocity of hydrogen, higher in-cylinder pressure and shorten ignition delay are expected results compared to low sulphur diesel and biodiesel fuels [54].
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 11 e Variation of atotal values against CR at medium load condition and with H2 addition.
Conclusion The aim of this study was to evaluation the performance and vibration characteristics of a compression ignition engine fuelled with H2 boosted Tung and Pongamia Pinnata biodiesels which have high viscosity values. During the engine tests, CR of the engine was set at 12:1, 14:1, and 16:1. At these CRs, the engine was run under low load and medium load. Experiments demonstrated that under both load condition, the higher BSFC results observed with the higher biodiesel ratios and it is decreased by H2 addition. Pongamia Pinnata biodiesel increased the BSFC more than Tung biodiesel blends. Moreover, higher compression ratio resulted with improved BSFC. According to frequency-time spectrum, dominant arms was the engine rotation speed. High biodiesel contents were decreased vibration acceleration of engine block. Overall vibration severity was found higher with Tung biodiesel compared to Pongamia Pinnata biodiesel usage. Addition of H2 further improved the vibration for low and medium load condition. Higher loads caused significant increment on engine body vibration.
Acknowledgements The authors would like to express their gratitude to SINUS Messtechnik GmbH for their technical support.
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Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
Available online at www.sciencedirect.com
ScienceDirect journal homepage: www.elsevier.com/locate/he
Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition c € Kerimcan C¸elebi a,*, Erinc¸ Uludamar b, Mustafa Ozcanlı a
Adana Science and Technology University, Department of Mechanical Engineering, 01180 Adana, Turkey Adana Science and Technology University, Department of Automotive Engineering, 01180 Adana, Turkey c C¸ukurova University, Department of Automotive Engineering, 01330 Adana, Turkey b
article info
abstract
Article history:
Viscosity property of a fuel is a crucial point for internal combustion engine characteristics.
Received 16 January 2017
Performance and emission parameters as well as injector's life of an engine is primarily
Received in revised form
effected by viscosity of the fuels. In present study, effect of high viscosity biodiesel fuels
8 February 2017
with hydrogen addition was investigated in a compression ignition engine. Biodiesels that
Accepted 9 February 2017
are produced from Pongamia Pinnata and Tung oils were used as pure biodiesels as well as
Available online xxx
blended with low sulphur diesel fuel at the volume ratios of 50% and 75%. Furthermore, hydrogen gas was injected into intake manifold in order to evaluate its effect with the
Keywords:
usage of high viscous liquid fuels. The results revealed that brake specific fuel consump-
Brake specific fuel consumption
tion was increased with biodiesel fuels, whereas hydrogen addition into intake manifold
Diesel engine
improved the consumption. Total vibration acceleration of the engine reduced with bio-
Engine vibration
diesel and hydrogen additions. Frequency spectrum indicated that this decrement was
Hydrogen
primarily lowered due to less energy transmitted through engine pistons that converted
Pongamia Pinnata biodiesel
from chemical energy of fuels.
Tung biodiesel
© 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Introduction Alternative to conventional fuels has gained great importance in last decades [1,2]. Many countries have launched programs that use alternative fuels. Biodiesel, which is derived from animal fats or variable plants, is a renewable, non-toxic, and biodegradable fuel [3e5]. Similar fuel properties of biodiesel to conventional diesel fuel make it a promising alternative fuel for compression ignition engines [6]. However, since biodiesel
is produced by variable plants, their fuel properties may show differences. High viscosity of biodiesel is the most important drawback of them to fuel compression ignition engines [7]. It can be resulted with poor atomization of fuel thus, causes worse combustion properties and high exhaust emissions [8]. The viscosity of Pongamia Pinnata and Tung oils are very high compared to other biodiesels. Pongamia Pinnata is a nonedible oil [9]. The origin of the tree is Asia, Australia and Pacific islands and it is evergreen [10]. The family of Pongamia Pinnata is Fabaceae and the subfamily is Papilionaceae [11]. Tung
* Corresponding author. Fax: þ90 322 3386126. E-mail address: [email protected] (K. C¸elebi). http://dx.doi.org/10.1016/j.ijhydene.2017.02.066 0360-3199/© 2017 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Nomenclature BSFC CI CR D100 H2 PP100 PP50 PP75 RMS T100 T50 T75
Brake specific fuel consumption Compression ignition Compression ratio Pure low sulphur diesel fuel Hydrogen Pure Pongamia Pinnata biodiesel 50% Pongamia Pinnata biodiesel þ 50% low sulphur diesel fuel 75% Pongamia Pinnata biodiesel þ 25% low sulphur diesel fuel Root mean square Pure Tung biodiesel 50% Tung biodiesel þ 50% low sulphur diesel fuel 75% Tung biodiesel þ 25% low sulphur diesel fuel
oil is also inedible oil [12,13]. It is obtained from the nuts of the Tung tree (Vernicia fordii) [14,15]. Many researchers have studied with Pongamia Pinnata and Tung biodiesels/oils; mostly in order to investigate production method, fuel properties and performance-emission characteristic on compression ignition engines. Shang et al. [16] produced Tung biodiesel by transesterification method with methanol and potassium hydroxide. They changed the temperature of transesterification in order to observe its effects on fuel properties of Tung biodiesel. Their results indicated that the reaction temperature had slight effect on the properties of Tung oil. The studies with Tung oil were presented by Van Manh et al. [17,18] at several papers. They investigated the effect of ultrasonic irradiation time, ultrasonic power, and sample loading on the transesterification yield of Tung oil biodiesel and their blends and on some biodiesel properties. Yang et al. [12] produced Tung oil biodiesel via trans€ nsted acidic esterification method with methanol and new Bro ionic liquids as catalyst by optimizing the reaction conditions. In order to improve fuel properties of Tung oil biodiesel, blends with coconut oil and palm kernel biodiesels were prepared by Chen et al. [19]. Paul et al. [20] carried out experiments in a diesel engine to observe its performance and emission with Pongamia Pinnata methyl ester, conventional diesel and natural gas fuels. The experiment results showed that Pongamia Pinnata methyl ester and natural gas combination improved the performance and exhaust emission of the engine more than diesel and natural gas combination. A mathematical model which determine the emission characteristic of an engine run with Pongamia Pinnata and diesel blend fuels was developed by Mohamed Ibrahim and Udayakumar [21]. Nurun Nabi et al. and Sureshkumar et al. [22,23] are other researchers worked with Pongamia Pinnata biodiesel in order to investigate their effect on engine performance and/or exhaust emissions. The experiments generally result with better brake specific fuel consumption (BSFC), decrement of carbon monoxide, smoke and increment of nitrogen oxide emissions. Hydrogen (H2) is another promising renewable energy source [24]. It is naturally available and can be produced from
various resources [25]. Investigations have been reported in the field of H2 usage in compression ignition (CI) engines. Pan et al. [26] carried out experiments on a two-stroke marine diesel engine by using standard test methods with a wide hydrogen addition rate range. In the study, they focused on the results of exhaust emissions. Dhole et al. [27] analysed the effect of H2 and producer gas as secondary fuel on performance and emissions of a diesel engine. They found out that H2 increased the brake thermal efficiency, at high load conditions. However, it caused decrement of brake thermal efficiency at low load condition. Uludamar et al. [28] investigated the vibration, noise, and exhaust emission effect of H2 addition on diesel engine which is fuelled with also diesel and biodiesel blends. Their results indicated that biodiesel and H2 lowered engine noise and vibration. Similar results were observed at the studies of Redel-Macias et al. [29]; TaghizadehAlisaraei et al. [30]; How et al. [31], and Nguyen and Mikami, [32]. Javed et al. [33] investigated the vibration behaviour of diesel engine fuelled with biodiesel blends with nanoparticles and hydrogen in order to determine best fuel blends with least vibration. In this study, a CI engine run with high viscous Pongamia Pinnata and Tung oil biodiesels and its different blends with low sulphur diesel fuel. Moreover, the H2 gas was added to diesel-biodiesel blend in order to observe its effect on engine fuel consumption and vibration acceleration of engine body.
Material and methods Pongamia Pinnata and Tung oils were converted to biodiesel via the transesterification reaction. In this reaction, firstly, Pongamia Pinnata and Tung oils were heated up to 60 C. Meanwhile, as reactant, 6:1 methanol to oil molar ratio and as catalyst, 0.5% (by weight of oil) sodium hydroxide were mixed together to form methoxide. Then the oil at 60 C and methoxide were blended and kept at the temperature of oil for 90 min by stirring the blend. After the reaction step, the crude methyl ester was filled inside a separating funnel to separate crude glycerine from methyl ester after 8 h. After the separation process, the crude methyl ester was washed by warm water until the washed water became clear. Then it dried at 110 C for 1 h. As last step, the methyl ester was filtered to separate small impurities. The prepared biodiesels were blended with low sulphur diesel fuels at the volume ratio of 50% and 75% and their fuel properties were analysed by Tanaka AKV-202 auto kinematic viscosity measuring system, Zeltex ZX 440 NIR, Kyoto electronics DA-130, and IKA-Werke C2000 Bomb Calorimeter, to determine their viscosity, cetane number, density, and lower heating value. Preparation of blends and property measurement were conducted in Petroleum Research and Automotive Engineering Laboratories of Automotive Engineering Department at C¸ukurova University. During engine experiments, H2 which has 99.99% purity was also added through intake manifold of the engine. 5 l/min flow rate was used to fuel the engine with H2. Fuel properties of test fuels and fuel standards were given in Table 1. Low sulphur diesel (D100), pure Pongamia Pinnata and Tung biodiesels (T100 and PP100, respectively), and their 50% and 75%
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Table 1 e Test fuel properties and their standards. Test Fuels Density Cetane (kg/m3) number D100 H2 T50 T75 T100 PP50 PP75 PP100 Standards EN 14214 EN590
Lower Kinematic heating viscosity at 40 C (mm2/s) value (kJ/kg)
837 0.084 880 901 925 854 865 872
59.3 e 51.9 49.1 44.2 58.4 57.4 56.2
2.7 e 4.7 6.0 7.1 4.5 6.7 8.5
45,857 119,930 43,515 41,778 39,436 41,841 39,387 36,855
860e900 820e845
Min 51 Min 51
3.5e5.0 2.0e4.5
e e
blends with low sulphur diesel fuel; T50, T75, PP50, PP75 were fuelled the engine with and without hydrogen addition at constant engine speed; 1500 rpm, under low load (2 kg) and medium load (8 kg). In experiments, Kirloskar Oil Engine-240 diesel engine was used in order to observe the effect of compression ratio and engine load when the engine fuelled with diesel-biodiesel fuel blends and H2. The specifications of the engine were given in Table 2. Vibration measurements were conducted on Kirloskar Oil Engine-240 diesel engine via a triaxial accelerometer from PCB electronic (model no: 356A33) and Soundbook™ universal portable measuring system which uses SAMURAI v2.6 software. Sensitivity of accelerometer is 1.02 mV/(m/s2) and measurement range is ±4905 m/s2 which are ideal for engine block vibration during its operation. The software is capable to double integration of the time signal as filtering according to ISO 10816, ISO 7919 and ISO 2954 standards and the measurement range of the vibration meter is 2 Hze20 kHz. However, the measurement range was set between 5 Hz and 5 kHz for all orthogonal axes due to sensitivity properties of accelerometer. Adhering of accelerometer with quick bonding gels on engine block is a useful way to measure at high frequencies of vibration with high accuracy. Therefore, the accelerometer
Table 2 e Technical specifications of the experimental engine. Brand Model Configuration Type Displacement Bore Stroke Maximum/Minimum operating speed Power Compression ratio (CR) range Injection variation Peak pressure Air cleaner Weight Combustion principle Lubricating system
3
was adhered on engine block before the experiments. Schematic of experimental test rig engine and its two degree of freedom model of the test rig were illustrated in Figs. 1 and 2, respectively. The formulae according to the model were presented in Eqs. (1) and (2). x€1 mf ¼ bf x_ 1 þ kf x1 be ðx_ 2 x_ 1 Þ ke ðx2 x1 Þ
(1)
x€2 me ¼ be ðx_ 2 x_ 1 Þ þ ke ðx2 x1 Þ fðtÞ
(2)
RMS (root mean square) value was taken into account to observe the vibration of the engine. Time history of the wave is considered to measure the amplitudes. Eq. (3) shows the formula which was used to calculate RMS value. vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi u ZT u u1 a2w ðtÞ dt aw ¼ t T
(3)
0
where; aw (m/s2): the weighted acceleration T: measurement time. The value at vertical (ax), lateral (ay) and longitudinal (az) axes were combined in order to calculate total vibration acceleration (atotal). The equation was presented in Eq. (4). atotal ¼
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi a2x þ a2y þ a2z
(4)
Result and discussion The properties of seven different liquid fuels which are D100, T50, T75, T100, PP50, PP75, PP100 were measured in compliance with TS EN 14214 biodiesel and EN590 diesel standards. According to tests, the highest viscosity is measured with PP100 fuel and the lowest value by D100. Atomization of fuel thus, combustion and wear of engine is closely associated with viscosity [34,35]. If it is too high, operation of fuel injection would fail, and if it is too low, fuel leakage from injectors would occur. Cetane number is another important parameter of a fuel. It is related with self-ignitability of the fuel [36,37]. D100 fuel has the highest cetane number. Gross heating value indicates the heating energy released from a unit mass of fuel [38]. The Gross heating value of D100 is also higher than
Kirloskar oil engines 240 Single cylinder Four stroke, Water cooled 661 cc 87.5 mm 110 mm 2000/1200 rpm 3,5 Kw @ 1500 rpm 12:1e18:1 0e25 Deg BTDC 77.5 kg/cm2 Paper element type 160 kg Compression ignition Forced feed system
Fig. 1 e Experimental test rig.
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 2 e Two degree of freedom model of the test rig. biodiesel blends. Experimental engine was operated with these fuels with and without H2 addition at different operating load conditions and compression ratios (CR). Figs. 3 and 4 indicate the BSFC against CR and test fuels when H2 was not added into intake air and Figs. 5 and 6 illustrate the values when H2 was added. Viscosity, density and cetane number properties of a fuel have influence on BSFC [39e41]. In experiments, it observed that biodiesel usage increased the BSFC. BSFC of D100 was 7.22%, 9.28%, 12.37%, 9.28%, 14.43%, and 17.53% lower than those of T50, T75, T100, PP50, PP75, and PP100, respectively at low load condition. At
high load condition, T50, T75, T100, PP50, PP75, and PP100 exhibited 7.75%, 11.27%, 18.31%, 9.86%, 16.90%, and 21.13% higher BSFC than D100, respectively. This can be attribute to the lower calorific value of biodiesel compared to low sulphur diesel fuel [42,43]. Higher viscosity which contributes to poor atomization and higher density results with more mass injection of fuel may also influence the values [44,45]. However, H2 addition lowered the BSFC. Overall reduction was measured as 6.56% with low load and 3.77% with medium load since, H2 tends to mix with air better, and more complete combustion may occur, thus BSFC improved with the use of gas [46]. Improved combustion at higher CR without H2 addition resulted with 6.79% and 11.32% under low load and 6.73% and 15.21% under medium load condition when the CR was increased from 12:1 to 14:1 and 16:1, respectively. Decrement of BSFC was also observed when the engine was fuelled also with H2. Compared to 12:1 CR, enhancement of BSFC was measured as 7.69% and 9.72% under low load and 5.26% and 12.39% under medium load condition for 14:1 and 16:1, respectively. Similar results between BSFC and CR was also obtained by EL-Kassaby and Nemit-Allah and Sharma and Murugan [47,48]. The frequency and time spectrums of the engine in three orthogonal axes were shown in Fig. 7. The first column belong the value of x-axis, the second represents y-axis and the last one represents z-axis. Dominant frequency was observed at half speed of the test engine. This is mainly due to the combustion of fuel were occurred at this frequency. UpwardeDownward piston movement and conversion of linear motion to rotational motion on crankshaft may the main reason of engine body vibration [49]. Since the test engine has one cylinder and works according to four stroke principle; the dominant frequency would occur at double times of engine rotation. As the engine has counterweight on crankshaft, dominant frequency was observed at the speed of engine rotation. Therefore, highest arms was measured at 25 Hz with all test fuels and loading conditions. However, the magnitude of arms values showed variety.
Fig. 3 e Variation of BSFC against CR at low load without H2 addition. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 4 e Variation of BSFC against CR at medium load without H2 addition.
Fig. 5 e Variation of BSFC against CR at low load with H2 addition.
Fig. 6 e Variation of BSFC against CR at medium load with H2 addition. Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 7 e Frequency and time spectrum of the engine when it was fuelled only with T100 under medium load condition.
The variation of atotal with respect to CR was shown in Fig. 8 under low load and in Fig. 9 under medium load condition when H2 was not added into intake air. The results indicated that vibration acceleration of the engine body decreased with increasing CR. Without hydrogen addition, increment of CR from 12:1 to 14:1 improved the
vibration of engine body as 3.10% and 4.92% and to 16:1 improved it 4.80% and 5.98%, under low load and medium load conditions, respectively. Biodiesel fuels also reduced the vibration severity. The reduction was measured as 5.62%, 6.15%, 8.20% for PP50, PP75, PP100 and 2.17%, 4.04%, 6.15% for T50, T75, T100, respectively without H2 addition.
Fig. 8 e Variation of atotal values against CR at low load condition and without H2 addition.
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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Fig. 9 e Variation of atotal values against CR at medium load condition and without H2 addition.
Fig. 10 e Variation of atotal values against CR at low load condition and with H2 addition.
The reason of decrements may be due to combustion characteristic of test fuels; higher cetane number which effects ignition delay and pressure rise rate would improve combustion characteristic, whereas higher viscosity of biodiesel blends which causes worse atomization, may decrease maximum pressure thus, lowered engine body vibration. Extra oxygen molecule contamination of biodiesels may also helpful to improve vibration severity of the experimental engine [31,50,51]. The further improvement was obtained with H2 injection. In Fig. 10, atotal values were presented with H2 addition under low load condition. Fig. 11 shows the value under 50% load.
Compared to 12:1 CR, the improvement was measured as 4.12% and 2.65% for 14:1 CR and 5.43% and 3.10% for 16:1 CR under low load and 50% load conditions, respectively. Shorter ignition delay and faster flame propagation speed which mostly result to lower engine vibration may take place with higher compression ratio [28,31,52,53]. With the injection of H2, the decrement was 8.15%, 9.02%, 12.39% for PP50, PP75, PP100 and 5.84%, 8.70%, 10.82% for T50, T75, T100, respectively. Due to high specific energy content and fast flame velocity of hydrogen, higher in-cylinder pressure and shorten ignition delay are expected results compared to low sulphur diesel and biodiesel fuels [54].
Please cite this article in press as: C¸elebi K, et al., Evaluation of fuel consumption and vibration characteristic of a compression ignition engine fuelled with high viscosity biodiesel and hydrogen addition, International Journal of Hydrogen Energy (2017), http://dx.doi.org/ 10.1016/j.ijhydene.2017.02.066
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i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 7 ) 1 e1 0
Fig. 11 e Variation of atotal values against CR at medium load condition and with H2 addition.
Conclusion The aim of this study was to evaluation the performance and vibration characteristics of a compression ignition engine fuelled with H2 boosted Tung and Pongamia Pinnata biodiesels which have high viscosity values. During the engine tests, CR of the engine was set at 12:1, 14:1, and 16:1. At these CRs, the engine was run under low load and medium load. Experiments demonstrated that under both load condition, the higher BSFC results observed with the higher biodiesel ratios and it is decreased by H2 addition. Pongamia Pinnata biodiesel increased the BSFC more than Tung biodiesel blends. Moreover, higher compression ratio resulted with improved BSFC. According to frequency-time spectrum, dominant arms was the engine rotation speed. High biodiesel contents were decreased vibration acceleration of engine block. Overall vibration severity was found higher with Tung biodiesel compared to Pongamia Pinnata biodiesel usage. Addition of H2 further improved the vibration for low and medium load condition. Higher loads caused significant increment on engine body vibration.
Acknowledgements The authors would like to express their gratitude to SINUS Messtechnik GmbH for their technical support.
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