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Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel
Engineering Science and Technology, an International Journal xxx (xxxx) xxx
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Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel Upendra Rajak ⇑, Tikendra Nath Verma Department of Mechanical Engineering, National Institute of Technology Manipur, 795004, India
a r t i c l e
i n f o
Article history: Received 20 August 2018 Revised 27 March 2019 Accepted 8 April 2019 Available online xxxx Keywords: Compression Ignition Sauter mean diameter Piston force Spray tip penetration
a b s t r a c t In the present study the combine effects of compression ratio and the engine load on the mixture of first, second and third generation biodiesel with diesel fuel for the assessment of piston force, sauter mean diameter, tip penetration and soot formation of a direct injection diesel engine have been analyzed numerically. The results showed that slightly higher piston force and increased with compression ratio (CR) as well as sauter mean diameter (SMD) with first, second and third generation biodiesel-diesel blend compared to diesel. Spray tip penetration (STP) was found to be slightly lower by increasing CR and higher for first, second and third generation fuels compared to diesel. An effective reduction of soot emission is observed with the biodiesel blend for Karanja by 6.1% (first generation), jatropha curcas by 25.9% (second generation) and spirulina by 5.59% (third generation) at CR17.5 but soot emission increases with increase in compression ratio. Ó 2019 Karabuk University. Publishing services by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
1. Introduction Higher fuel economy, higher power and torque, and stability of diesel engine in transportation and most promising clean combustion concepts to maintain lower produced higher harmful emissions and engine efficiency, which can be replaced by nature of clean and eco-friendly renewable energy source as a place of diesel fuel for compression ignition engine [1,2]. Studied engine characteristics used beauty leaf tree on a single cylinder direct injection with computational fluid dynamics software, AVL Fire. The numerical results show that B10 provides a higher performance and reduction in emission [3]. Yokoi et al. evaluated the effect of fuel injection pressure on diesel engine characteristics using a static combustor with an intermittent supply of fuel. They concluded that OH emission gas temperature increases with increasing fuel injection pressure, but nitrogen oxides emissions was reduced [4]. Shu et al. investigated the sauter mean diameter for peanut, canola, and coconut, and palm, soybean oil biodiesel by the mixture topological index using regression analysis technique. Their result shows that sauter mean diameter increases with increasing carbon number in biodiesel for comprising saturated and unsaturated fatty acid methyl esters [5]. Datta and Mandal investigated the effects of biodiesel-alcohol ⇑ Corresponding author. E-mail address: [email protected] (U. Rajak). Peer review under responsibility of Karabuk University.
blends on a diesel engine at different engine load. Their numerical results showed that adding ethanol and methanol to biodiesel increase brake thermal efficiency and ignition delay period, and also reduces smoke, PM, and NOX emission [6]. Rajak et al. investigated engine parameters on CI engine using nine biodiesels. Result showed higher fuel consumption and carbon dioxide emission while reduction in smoke, particulate, soot and NOX emission for biofuels [7]. Hosseini and Ahmadi evaluated performance and emission parameters on a direct injection diesel engine for dieselhydrogen which indicates a reduction in NOX emission by 8%, unburned hydrocarbon by 54%, and soot by 14%, CO by 70% and CO2 by 14.0% but higher indicated power by 2.8% [8]. Leach et al. investigated the effect of nozzle tip protrusion on a direct injection engine emission characteristics and concluded that at 0.5 mm variation in nozzle tip protrusion there is reduction in soot emissions at engine operating map, but no significant reduction at other discharge and parameters [9]. Khan et al. evaluated the effect of spray angles (150°, 155°, 160° and 165) and piston geometry on a single cylinder diesel using the CFD code of AVL FIRE. The results presented that spray angle significantly effects the combustion process and obtained better performance by toroidal re-entrant combustion chamber shape piston geometry [10]. Mobasheri et al. investigated engine characteristics on addition of hydrogen and nitrogen on a diesel engine as fuel with a diesel. The simulation shows that with addition of hydrogen in fuel, there is increase in NOX emission while reducing CO and
https://doi.org/10.1016/j.jestch.2019.04.003 2215-0986/Ó 2019 Karabuk University. Publishing services by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Nomenclature CR b TDC TDC BDC
compression ratio before top dead center top dead center bottom dead center
SMD STP B20 D100
soot emission, since addition of nitrogen in fuel cause reduction in NOX and imprudent in CO and soot emission [11]. Zareh et al. investigated engine characteristics using castor oil biodiesel, coconut oil biodiesel and waste cooking oil biodiesel and its blends on a diesel engine. The experimental results disclosed that coconut oil biodiesel and waste cooking oil biodiesel offers better performance and engine emission characteristics [12]. Review studiees on engine performance, combustion and emission on direct injection engine and concluded that biodiesel blends up to 20% can be used as substitute fuel in diesel engines with slight or no modifications [13–15]. Chong et al. evaluated the effect of palm biodiesel on a direct injected single cylinder diesel engine at a different speed from 2000 rpm to 3000 rpm. The result shows reduction in ignition delay for diesel fuel at 3000 rpm. And improvement in the efficiency and fuel consumption while using biodiesel and at lower and medium engine speed there is reduction in NO emission up to 36.8% [14]. In this paper, the effect of the first, second and third generation methyl esters using in naturally aspirated, single-cylinder diesel engine, was operated at 1500 rpm engine speed and at different engine loads with different compression ratio have
sauter mean diameter spray tip penetration 80% diesel plus 20% biodiesel pure diesel fuel
investigated in detail of sauter mean diameter, piston force, and soot emission under different load and compression ratios. The single cylinder naturally aspirated diesel engine combustion and emission characteristics fuelled with the different generation are compared to regular diesel fuel. Simulation results are verified with experimental results and analysis is useful for validation Diesel-RK tool.
2. Material and methods 2.1. Fuel properties Three different generation fuel blends of B20 with diesel are used in this present study, which are regular fuel. First generation fuel blends are coconut oil, palm oil, rapeseed, and soybean, second generation fuel blends are cottonseed, jatropha curcas, jojoba and Karanja and third generation fuel blends are fish oil, spirulina, waste cooking oil and animal fats. The properties of the tested fuels are listed in Table 1, which are taken from the previous studies. The properties of the B20 blend as shown in Table 2.
Table 1 Physical and chemical fuel properties different generation biodiesel. Viscosity (mm2/s) at 40
Cetane number
Heating value of fuel (MJ/kg)
Flash point (°C)
First Generation Biodiesel [12–18] Coconut 872.1 at 303 K Palm 860–900 Rapeseed 874–920.9 Soybean 887 at 15 °C
2.80 at 313 K 4.42 6.92–34.32 4–4.63
60 62–63 49.5–54.4 51
37.785 34–36.77 36.7–40.5 37.53
391 174 236 >120
Second Generation Biodiesel [13,19–22] Cottonseed 874–911 Jatropha curcas 863.6–873 Jojoba 863–866 karanja 876–890
4–6.37 4.78–6.71 19.2–25.4 4.37–9.60
41.2–59.5 57.2–63 63.5 52–58
39.5–40.1 39.8–42 42.76–47.38 36–38
210–243 238 292 163–187
Third Generation Biodiesel [12,23–28,29,30,31] Fish oil 870–885 Spirulina 860 Waste cooking oil 871 at 20 °C Animal fats 882.5
4.14–4.74 5.66 4.6 6.3
51.5–52.6 – 51 52.34
40.05–41 41.36 37.5 39.93
114–173 130 453 –
Properties/biodiesel
Density (kg/m3) at 40 °C
Table 2 Fuel blend properties of first, second and third generation of biodiesels. Fuel
Density (kg/m3) at 40 °C
Viscosity (mm2/s) at 40 °C
Calorific value (MJ/kg)
Cetane number
Flash point (°C)
D100 BC20 BPA20 BRA20 BSO20 BCO20 BJA20 BJO20 BKA20 BFA20 BSP20 BWC20 BAF20
830 838.75 836.24 839.2 841.85 839.2 836.98 836.86 839.56 833.2 836.24 838.52 840.92
2.8 2.8 3.06 3.35 3.0 3.0 3.12 4.12 3.06 3.03 3.22 3.1 3.29
42.5 41.51 40.73 41.3 41.46 41.87 41.93 42.55 41.14 41.9 42.26 41.46 41.96
48 50.49 50.91 49.33 48.47 50.4 49.92 51.22 48.83 48.95 – 48.62 48.91
74 137.4 94 106 83.2 101.2 106.8 117.6 91.8 82 85.2 149.8 –
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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2.2. Experimental procedure
Table 4 List of instrument uncertainty.
A direct injection, natural-aspirated single cylinder diesel engine was operated with 1500 rpm was used in the present investigation. The specifications of the engine are shown in Table 3, and the engine setup is shown in Fig. 1. The engine was operating with diesel fuel for validation at different engine load with unchanged engine speed. A piezoelectric pressure sensor was used to measure the in-cylinder pressure. The crank angle encoder connected opposite side of eddy current dynamometer for crank angle recorded and K-type thermocouple was used for temperature recorded at different positions in the system. 2.3. Uncertainty analysis
Instrument
Uncertainty
Temperature sensor Speed sensor Load indicator Pressure sensor Crank angle encoder Smoke meter Eddy current dynamometer Air flow Fuel consumption Thermal efficiency
±0.15 ±1.0 ±0.2 ±0.5 ±0.2 ±1.0 ±0.15 ±1.0 ±0.5 ±0.6
Gas analyzer CO2 NOX CO
±1% ±0.5% ±1.2%
The uncertainty analysis is obtained from the order instructions of different apparatus. The overall total uncertainty in the investigated results is then deliberate based on the errors recorded in Table 4 using the standard deviation method given in literature [6,7,10,29,30,33,35–37]. The total uncertainty is found to be ±2.58%. 2.4. Diesel-RK tool validation The numerical result is validated against experimental results such as cylinder pressure, and cylinder heat release rate has been shown in Figs. 2 and 3 respectively for Diesel-RK tool validation. Error deviation is shown in Table 5. It is clear from Table 5 that
Table 3 Boundary condition and experimental engine specification. Parameter
value
Initial pressure Cylinder and type Initial temperature Piston temperature Liner temperature Head temperature Compression ratio Fuel injection timing Fuel spray angle Higher fuel injection pressure IVO/IVC EVO/EVC Piston Cooling system Fuel
1.0 bar Single and four stroke 300 K 530 K 420 K 500 K 16.5, 17.5 and 18.5 23.5° CA b TDC 70 220 bar before TDC @ 4.5° and after BDC @ 35.5° before BDC @ 35.5° and after TDC @ 4.5° bowl shape Water Diesel, biodiesel
Fig. 2. Cylinder pressure variation with crank angle.
Fig. 3. Cylinder heat release rate variation with crank angle.
Table 5 Experimental and numerical results at full load condition for tool validation. Parameter
Validation Experimental
Fig. 1. Experimental setup.
Maximum cylinder pressure (bar) Maximum cylinder heat release rate (J/CA) NOX emission
Numerical
CR17.5
CR17.5
Error deviation (%) CR17.5
85.5
88.2
3.06
84.1
78.3
6.89
2849.8
2985
4.53
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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dm X _j m ¼ dt j
ð1Þ
Conservation of species
Yi ¼
mi m
ð2Þ
Energy equation General conservation of energy equation written by Fivelend and Assanis for a thermodynamic system is shown in Eq. (3) [6,38].
dðmuÞ dm dQ ht X _ j hj m ¼ p þ þ dt dt dt j
Fig. 4. NOX emission versus engine load.
the numerical results are similar to experimental results (See Fig. 4). 2.4.1. Governing equations The combustion inside a single cylinder diesel engine is simulated through multi-zone model based software DIESEL-RK [6,7,16,30,31,32,34]. The following equation are described as follows (1–12):Conservation of mass The species conservation equation considering the evaluation and destruction of each species has been considered on mass fraction basis, which is described in the following equations [32,39].
Fig. 5. Piston force at CR16.5 for different categories biodiesels with load.
ð3Þ
The left hand side denotes the rate of change of energy within the system. The first, second and the third term on the right hand side represents the rate of displacement work, heat transfer rate and enthalpy flux respectively. Fuel consumption The calculation of brake specific fuel consumption is given in equation [6,32].
BSFC ¼
_f m Pb
ð4Þ
Heat model The calculation of heat release in the cycle, since the combustion of a fuel in an internal combustion engine occurs in different phases such as ignition delay period, premixed combustion, controlled combustion and burning period [6,7,32,38,39].
Fig. 6. Piston force at CR17.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Fig. 7. Piston force at CR18.5 for different categories biodiesels with load.
Fig. 8. Sauter mean diameter at CR16.5 for different categories biodiesels with load.
Ignition delay period model
rffiffiffi T 6 4 s ¼ 3:8 10 ð1 1:6 10 nÞ P Ea 70 exp 8:312T CN þ 25
Burning period model
ð5Þ
Premixed combustion period model
mf dx dru ðrud x0 Þ ð0:1 rud þ x0 Þ þ u1 ¼ u0 A0 ds vi ds ð6Þ
ð8Þ
NOX formation model The formation of NOX emission was calculated by chain based Zeldovich-Mechanism and solving eighteen species. For this investigation was taken Zeldovich-Mechanism according previous studied [6,7,10,6,32,34,38] using in Eqs. (9)–(12).
½O2 $ ½2O
Controlled combustion period model
mf dx dru þ u 2 A2 ðru xÞ ða xÞ ¼ þu1 ds ds vc
dx ¼ þu3 A3 K T ð1 xÞðnb a xÞ ds
ð7Þ
ð9Þ
½N2 þ ½O $ ½NO þ ½N
ð10Þ
Table 6 Comparison of piston force at full load with different CR. CR
Diesel (kg)
Generation
Biodiesel (kg)
Percentage
16.5
5248.9
First Second Third
5304.7 for coconut oil 5634.7 for jojoba oil 5518.9 for spirulina
1.05 6.84 4.89
17.5
5648
First Second Third
5671.1 for coconut oil 5959.1 for cottonseed oil 5704.7 for fish oil
0.41 5.22 0.99
18.5
6045.4
First Second Third
6028.3 for coconut oil 6333.2 for cottonseed oil 6080.3 for fish oil
0.28 4.54 0.42
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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½N þ ½O2 $ ½NO þ ½O
ð11Þ
n 38020 2 o 7 T d½NO P 2:333 10 :e b ½N2 e :½Oe : 1 ½NO=½NOe 1 ¼ : 2365 dh x 2365 Tb ½NO :e : R:T : 1 þ b
Tb
½O 2 e
ð12Þ
3. Results and discussion 3.1. Piston force (Figs. 5–7) shows the variation of piston force with engine load for first, second and third generation biodiesel with different compression ratio. Piston force was measured to estimate the effect of compression ratio (CR). It shows that piston force increases with increase in engine load and CR from 16.5 to 18.5. The Piston force (kg) is defined as the maximum force acting on the piston due to the pressure of a gas in the cylinder. The energy is used for bearing calculation and FEA analysis. The piston force is found to be higher for testing alternative fuels as compared to regular diesel fuel. This may happen due to higher viscosity and density of first, second and third generation biodiesel as compared to diesel fuel. Due to higher a density and viscosity within biodiesel. The fuel-air mixture preparation is good in premixed combustion phase due to oxygen contents, which results in better combustion and delivered more piston force.
Fig. 9. Sauter mean diameter at CR17.5 for different categories biodiesels with load.
The piston force (kg) was obtained to be 5248.9 for diesel, 5304.7, 5268, 5244.3 and 5120.4 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 5583.7, 5329.2, 5634.7 and 5538.6 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 5308.3, 5518.9, 5242.9 and 5302.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, piston force (kg) was obtained to be 5648 for diesel, 5671.1, 5632.4, 5623.2 and 5519.1 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 5959.1, 5041.8, 5612.4 and 5924.5 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 5686.2, 5519.4, 5621.9 and 5704.7 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, piston force (kg) was obtained to be 6045.4 for diesel, 6028.3, 5982.4, 5993.2 and 5893.7 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 6333.2, 5807.9, 6160.3 and 6296.8 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 6056.5, 5894, 5980.7 and 6080.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The piston force obtained to be lower for diesel fuel as compared to tested alternative fuels at all tested CR. The comparison of piston force at full load with different CR as shown in Table 6. 3.2. Sauter mean diameter (Figs. 8–10) shows the variation of sauter mean diameter with engine load for first, second and third generation biodiesels with
Fig. 10. Sauter mean diameter at CR18.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx Table 7 Comparison of sauter mean diameter at full load with different CR. CR
Diesel (microns)
Generation
Biodiesel (microns)
Percentage
16.5
26.76
First Second Third
28.5 for rapeseed 30.79 for jojoba 27.78 for waste cooking oil
6.11 13.08 1.02
17.5
26.4
First Second Third
27.76 for rapeseed 33.07 for jojoba 27.53 for spirulina
4.89 30.16 1.13
18.5
26.1
First Second Third
27.01 for rapeseed 30.04 for jojoba 27.2 for spirulina
3.36 13.11 4.04
different compression ratio. Sauter mean diameters (SMD) was measured to estimate the effect of compression ratio (CR). It shows that SMD decreases with increasing load and also increases for first, second and third generation biodiesel as compared to diesel fuel. The SMD decreases with increase in fuel injection pressure due to spray evaporation enhancement. SMD is increases with increase of heat transfer area of droplets [4]. The SMD is defined as the diameter of the droplet whose volume to surface area ratio is equal to that of the spray. Due to the difference of SMD can be reflected from the difference in the viscosity and surface tension. SMD increases with increasing mass fraction of the saturated FAMEs [5].
The SMD (microns) was obtained to be 26.76 for diesel, 27.4, 27.7, 28.2, and 27.89 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 29.67, 27.77, 30.79 and 29.51 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.67, 27.52, 27.78 and 27.57 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, SMD (microns) was obtained to be 26.4 for diesel, 27.02, 27.34, 27.76 and 27.53 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 29.29, 27.41, 33.07 and 29.14 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.33, 27.53, 27.41 and
Fig. 11. Spray tip penetration at CR16.5 for different categories biodiesels with load.
Fig. 12. Spray tip penetration at CR17.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Fig. 13. Spray tip penetration at CR18.5 for different categories biodiesels with load.
Fig. 14. Soot emission at CR16.5 for different categories biodiesels with load.
3.3. Spray tip penetration 27.21 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, SMD (microns) was obtained to be 26.1 for diesel, 26.69, 27.01, 27.42 and 27.2 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 28.94, 27.07, 30.04 and 28.79 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.01, 27.2, 27.08 and 26.88 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The SMD obtained was lower for diesel fuel as compared to tested alternative fuels at all tested CR. The comparison of sauter at full load with different CR as shown in Table 7.
(Figs. 11–13) shows the variation in spray tip penetration with engine load for first, second and third generation biodiesels with different compression ratio. Spray tip penetration (STP) was measured to estimate the effect of compression ratio (CR). It shows that STP decreases with increase in CR. STP is also higher for first, second and third generation biodiesel as compared to diesel fuel. The penetration is essential for mixing rate of airfuel [7,10]. Exhaust gas emissions is directly depends on spray dispersion. STP was measured for unburned sprays. The STP measurements after the start of fuel injection for each fuel injection pressure
Table 8 Comparison of spray tip penetration at full load with different CR. CR
Diesel (mm)
Generation
Biodiesel (mm)
percentage
16.5
52.5
First Second Third
52.6 for soybean 51.8 for jatropha 53.0 for animal fats
0.19 1.33 0.94
17.5
51.1
First Second Third
51.3 for soybean 50.5 for jatropha 51.6 for animal fats
0.38 1.17 0.77
18.5
49.9
First Second Third
50.0 for soybean 49.2 for jatropha 50.3 for animal fats
0.2 1.4 0.79
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Fig. 15. Soot emission at CR17.5 for different categories biodiesels with load.
under the atmospheric condition. STP is depends on the exchange of momentum between the spray and ambient gas [4]. The STP (mm) was obtained to be 52.5 for diesel, 51.0, 51.8, 52.5, and 52.6 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 48.9, 51.8, 44.4 and 49.2 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 51.6, 51.2, 51.9 and 53.0 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, STP was obtained to be 51.1 for diesel, 49.7, 50.4, 51.1 and 51.3 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 47.6, 50.5, 43.2 and 47.9 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 50.3, 51.2, 50.5 and 51.6 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, STP was obtained to be 49.8 for diesel, 48.4, 49.2, 49.9 and 50.0 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 46.4, 49.2, 48.5 and 46.8 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 49.1, 50.0, 49.2 and 50.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The STP decreases with increase in CR from 16.5 to 18.5. The comparison of spray tip penetration at full load with different CR is shown in Table 8. 3.4. Soot emission (Figs. 14–16) shows the variation of soot emission with a crank angle for first, second and third generation biodiesels with differ-
9
Fig. 16. Soot emission at CR18.5 for different categories biodiesels with load.
ent compression ratio. Soot formation was measured to estimate the effect of compression ratio (CR). Soot formation has describes the difference between soot formation and soot oxidation [8]. The soot formation is the rich unburned fuel contents within the flam region, where fuel particles vapor is heated by hot burned gases [10]. The ultimate engine-out soot emission depends on the balance between soot formation and soot oxidation. The oxygen in the alternative overpowers soot emissions due to reduced soot precursor creation and improved soot oxidation process [20]. The soot emission (g/m3) obtained was 8.31 for diesel, 8.23, 8.09, 7.97, and 7.84 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 9.74, 9.47, 7.58 and 9.7 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.07, 8.05, 8.1 and 8.47 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, soot emission (g/m3) obtained was 8.58 for diesel, 8.4, 8.3, 8.17 and 8.05 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 10.1, 6.35, 7.78 and 10.0 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.35, 8.05, 8.38 and 8.9 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, soot emission (g/m3) obtained was 8.6 for diesel, 8.55, 8.4, 8.34 and 8.32 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 10.3, 6.05, 10.1 and 10.3 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.55, 8.32, 8.52 and 9.24 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The soot emission obtained was lower for tested
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Table 9 Comparison of soot formation at full load with different CR. CR
Diesel (g/m3)
Generation
Biodiesel (g/m3)
Percentage
16.5
8.31
First Second Third
7.97 for rapeseed 7.58 for jojoba 8.05 for spirulina
4.09 8.78 3.12
17.5
8.58
First Second Third
8.05 for karanja 6.35 for jatropha 8.05 for spirulina
6.17 25.9 6.17
18.5
8.6
First Second Third
8.34 for rapeseed 6.05 for jatropha 8.32 for spirulina
3.02 29.6 3.25
biodiesels as compared to diesel at all tested CR and formation of soot emission rapidly increases during the diffusion combustion. The comparison of soot formation at full load with different CR is shown in Table 9. 4. Conclusion The present investigation attempts a numerical study to evaluate the effects of first, second and third generation biofuels and compression ratio (16.5–18.5) on a combustion characteristic (piston force, Sauter mean diameter, spray tip penetration, and soot emission) using a single cylinder, CI engine. The conclusions drawn from the numerical investigation are as follows:
[4]
[5]
[6]
[7]
[8]
Results indicate that piston force depends on CR of the engine. The lowest value of piston force was obtained for CR 16.5. The maximum piston force was found to be 6028.3 kg for coconut biodiesel (within first generation), 6333.2 kg of cottonseed biodiesel (within second generation) and 6080.3 kg of fish oil biodiesel (within third generation) at full load condition for CR18.5. The study reveals that sauter mean diameter (SMD) values of first, second and third generation biodiesel fuels are greater than regular diesel fuel. The SMD decreases with increase in compression ratio from 16.5 to 18.5. Spray tip penetration (STP) was found that the CR with bowl shape piston geometry, STP slightly decreases with increasing CR. STP was higher for almost all tested biodiesel fuels as compared to diesel. The enhancement in STP indicates the better air-fuel mixing and better combustion in direct injection engine. At CR 16.5 with rapeseed by 4.09%, jojoba by 8.7% and spirulina by 3.12% soot emission gets reduced. Similarly, soot emission reduces at CR 17.5 with 6.1% Karanja, 25.9% jatropha, 5.59% spirulina and 3.02% rapeseed biodiesel respectively, and 29.65% for jatropha and 3.25% for spirulina at CR 18.5 with a full load. Soot emission also increase with increasing compression ratio with all CR.
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
Acknowledgment [18]
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Full Length Article
Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel Upendra Rajak ⇑, Tikendra Nath Verma Department of Mechanical Engineering, National Institute of Technology Manipur, 795004, India
a r t i c l e
i n f o
Article history: Received 20 August 2018 Revised 27 March 2019 Accepted 8 April 2019 Available online xxxx Keywords: Compression Ignition Sauter mean diameter Piston force Spray tip penetration
a b s t r a c t In the present study the combine effects of compression ratio and the engine load on the mixture of first, second and third generation biodiesel with diesel fuel for the assessment of piston force, sauter mean diameter, tip penetration and soot formation of a direct injection diesel engine have been analyzed numerically. The results showed that slightly higher piston force and increased with compression ratio (CR) as well as sauter mean diameter (SMD) with first, second and third generation biodiesel-diesel blend compared to diesel. Spray tip penetration (STP) was found to be slightly lower by increasing CR and higher for first, second and third generation fuels compared to diesel. An effective reduction of soot emission is observed with the biodiesel blend for Karanja by 6.1% (first generation), jatropha curcas by 25.9% (second generation) and spirulina by 5.59% (third generation) at CR17.5 but soot emission increases with increase in compression ratio. Ó 2019 Karabuk University. Publishing services by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
1. Introduction Higher fuel economy, higher power and torque, and stability of diesel engine in transportation and most promising clean combustion concepts to maintain lower produced higher harmful emissions and engine efficiency, which can be replaced by nature of clean and eco-friendly renewable energy source as a place of diesel fuel for compression ignition engine [1,2]. Studied engine characteristics used beauty leaf tree on a single cylinder direct injection with computational fluid dynamics software, AVL Fire. The numerical results show that B10 provides a higher performance and reduction in emission [3]. Yokoi et al. evaluated the effect of fuel injection pressure on diesel engine characteristics using a static combustor with an intermittent supply of fuel. They concluded that OH emission gas temperature increases with increasing fuel injection pressure, but nitrogen oxides emissions was reduced [4]. Shu et al. investigated the sauter mean diameter for peanut, canola, and coconut, and palm, soybean oil biodiesel by the mixture topological index using regression analysis technique. Their result shows that sauter mean diameter increases with increasing carbon number in biodiesel for comprising saturated and unsaturated fatty acid methyl esters [5]. Datta and Mandal investigated the effects of biodiesel-alcohol ⇑ Corresponding author. E-mail address: [email protected] (U. Rajak). Peer review under responsibility of Karabuk University.
blends on a diesel engine at different engine load. Their numerical results showed that adding ethanol and methanol to biodiesel increase brake thermal efficiency and ignition delay period, and also reduces smoke, PM, and NOX emission [6]. Rajak et al. investigated engine parameters on CI engine using nine biodiesels. Result showed higher fuel consumption and carbon dioxide emission while reduction in smoke, particulate, soot and NOX emission for biofuels [7]. Hosseini and Ahmadi evaluated performance and emission parameters on a direct injection diesel engine for dieselhydrogen which indicates a reduction in NOX emission by 8%, unburned hydrocarbon by 54%, and soot by 14%, CO by 70% and CO2 by 14.0% but higher indicated power by 2.8% [8]. Leach et al. investigated the effect of nozzle tip protrusion on a direct injection engine emission characteristics and concluded that at 0.5 mm variation in nozzle tip protrusion there is reduction in soot emissions at engine operating map, but no significant reduction at other discharge and parameters [9]. Khan et al. evaluated the effect of spray angles (150°, 155°, 160° and 165) and piston geometry on a single cylinder diesel using the CFD code of AVL FIRE. The results presented that spray angle significantly effects the combustion process and obtained better performance by toroidal re-entrant combustion chamber shape piston geometry [10]. Mobasheri et al. investigated engine characteristics on addition of hydrogen and nitrogen on a diesel engine as fuel with a diesel. The simulation shows that with addition of hydrogen in fuel, there is increase in NOX emission while reducing CO and
https://doi.org/10.1016/j.jestch.2019.04.003 2215-0986/Ó 2019 Karabuk University. Publishing services by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx
Nomenclature CR b TDC TDC BDC
compression ratio before top dead center top dead center bottom dead center
SMD STP B20 D100
soot emission, since addition of nitrogen in fuel cause reduction in NOX and imprudent in CO and soot emission [11]. Zareh et al. investigated engine characteristics using castor oil biodiesel, coconut oil biodiesel and waste cooking oil biodiesel and its blends on a diesel engine. The experimental results disclosed that coconut oil biodiesel and waste cooking oil biodiesel offers better performance and engine emission characteristics [12]. Review studiees on engine performance, combustion and emission on direct injection engine and concluded that biodiesel blends up to 20% can be used as substitute fuel in diesel engines with slight or no modifications [13–15]. Chong et al. evaluated the effect of palm biodiesel on a direct injected single cylinder diesel engine at a different speed from 2000 rpm to 3000 rpm. The result shows reduction in ignition delay for diesel fuel at 3000 rpm. And improvement in the efficiency and fuel consumption while using biodiesel and at lower and medium engine speed there is reduction in NO emission up to 36.8% [14]. In this paper, the effect of the first, second and third generation methyl esters using in naturally aspirated, single-cylinder diesel engine, was operated at 1500 rpm engine speed and at different engine loads with different compression ratio have
sauter mean diameter spray tip penetration 80% diesel plus 20% biodiesel pure diesel fuel
investigated in detail of sauter mean diameter, piston force, and soot emission under different load and compression ratios. The single cylinder naturally aspirated diesel engine combustion and emission characteristics fuelled with the different generation are compared to regular diesel fuel. Simulation results are verified with experimental results and analysis is useful for validation Diesel-RK tool.
2. Material and methods 2.1. Fuel properties Three different generation fuel blends of B20 with diesel are used in this present study, which are regular fuel. First generation fuel blends are coconut oil, palm oil, rapeseed, and soybean, second generation fuel blends are cottonseed, jatropha curcas, jojoba and Karanja and third generation fuel blends are fish oil, spirulina, waste cooking oil and animal fats. The properties of the tested fuels are listed in Table 1, which are taken from the previous studies. The properties of the B20 blend as shown in Table 2.
Table 1 Physical and chemical fuel properties different generation biodiesel. Viscosity (mm2/s) at 40
Cetane number
Heating value of fuel (MJ/kg)
Flash point (°C)
First Generation Biodiesel [12–18] Coconut 872.1 at 303 K Palm 860–900 Rapeseed 874–920.9 Soybean 887 at 15 °C
2.80 at 313 K 4.42 6.92–34.32 4–4.63
60 62–63 49.5–54.4 51
37.785 34–36.77 36.7–40.5 37.53
391 174 236 >120
Second Generation Biodiesel [13,19–22] Cottonseed 874–911 Jatropha curcas 863.6–873 Jojoba 863–866 karanja 876–890
4–6.37 4.78–6.71 19.2–25.4 4.37–9.60
41.2–59.5 57.2–63 63.5 52–58
39.5–40.1 39.8–42 42.76–47.38 36–38
210–243 238 292 163–187
Third Generation Biodiesel [12,23–28,29,30,31] Fish oil 870–885 Spirulina 860 Waste cooking oil 871 at 20 °C Animal fats 882.5
4.14–4.74 5.66 4.6 6.3
51.5–52.6 – 51 52.34
40.05–41 41.36 37.5 39.93
114–173 130 453 –
Properties/biodiesel
Density (kg/m3) at 40 °C
Table 2 Fuel blend properties of first, second and third generation of biodiesels. Fuel
Density (kg/m3) at 40 °C
Viscosity (mm2/s) at 40 °C
Calorific value (MJ/kg)
Cetane number
Flash point (°C)
D100 BC20 BPA20 BRA20 BSO20 BCO20 BJA20 BJO20 BKA20 BFA20 BSP20 BWC20 BAF20
830 838.75 836.24 839.2 841.85 839.2 836.98 836.86 839.56 833.2 836.24 838.52 840.92
2.8 2.8 3.06 3.35 3.0 3.0 3.12 4.12 3.06 3.03 3.22 3.1 3.29
42.5 41.51 40.73 41.3 41.46 41.87 41.93 42.55 41.14 41.9 42.26 41.46 41.96
48 50.49 50.91 49.33 48.47 50.4 49.92 51.22 48.83 48.95 – 48.62 48.91
74 137.4 94 106 83.2 101.2 106.8 117.6 91.8 82 85.2 149.8 –
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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2.2. Experimental procedure
Table 4 List of instrument uncertainty.
A direct injection, natural-aspirated single cylinder diesel engine was operated with 1500 rpm was used in the present investigation. The specifications of the engine are shown in Table 3, and the engine setup is shown in Fig. 1. The engine was operating with diesel fuel for validation at different engine load with unchanged engine speed. A piezoelectric pressure sensor was used to measure the in-cylinder pressure. The crank angle encoder connected opposite side of eddy current dynamometer for crank angle recorded and K-type thermocouple was used for temperature recorded at different positions in the system. 2.3. Uncertainty analysis
Instrument
Uncertainty
Temperature sensor Speed sensor Load indicator Pressure sensor Crank angle encoder Smoke meter Eddy current dynamometer Air flow Fuel consumption Thermal efficiency
±0.15 ±1.0 ±0.2 ±0.5 ±0.2 ±1.0 ±0.15 ±1.0 ±0.5 ±0.6
Gas analyzer CO2 NOX CO
±1% ±0.5% ±1.2%
The uncertainty analysis is obtained from the order instructions of different apparatus. The overall total uncertainty in the investigated results is then deliberate based on the errors recorded in Table 4 using the standard deviation method given in literature [6,7,10,29,30,33,35–37]. The total uncertainty is found to be ±2.58%. 2.4. Diesel-RK tool validation The numerical result is validated against experimental results such as cylinder pressure, and cylinder heat release rate has been shown in Figs. 2 and 3 respectively for Diesel-RK tool validation. Error deviation is shown in Table 5. It is clear from Table 5 that
Table 3 Boundary condition and experimental engine specification. Parameter
value
Initial pressure Cylinder and type Initial temperature Piston temperature Liner temperature Head temperature Compression ratio Fuel injection timing Fuel spray angle Higher fuel injection pressure IVO/IVC EVO/EVC Piston Cooling system Fuel
1.0 bar Single and four stroke 300 K 530 K 420 K 500 K 16.5, 17.5 and 18.5 23.5° CA b TDC 70 220 bar before TDC @ 4.5° and after BDC @ 35.5° before BDC @ 35.5° and after TDC @ 4.5° bowl shape Water Diesel, biodiesel
Fig. 2. Cylinder pressure variation with crank angle.
Fig. 3. Cylinder heat release rate variation with crank angle.
Table 5 Experimental and numerical results at full load condition for tool validation. Parameter
Validation Experimental
Fig. 1. Experimental setup.
Maximum cylinder pressure (bar) Maximum cylinder heat release rate (J/CA) NOX emission
Numerical
CR17.5
CR17.5
Error deviation (%) CR17.5
85.5
88.2
3.06
84.1
78.3
6.89
2849.8
2985
4.53
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx
dm X _j m ¼ dt j
ð1Þ
Conservation of species
Yi ¼
mi m
ð2Þ
Energy equation General conservation of energy equation written by Fivelend and Assanis for a thermodynamic system is shown in Eq. (3) [6,38].
dðmuÞ dm dQ ht X _ j hj m ¼ p þ þ dt dt dt j
Fig. 4. NOX emission versus engine load.
the numerical results are similar to experimental results (See Fig. 4). 2.4.1. Governing equations The combustion inside a single cylinder diesel engine is simulated through multi-zone model based software DIESEL-RK [6,7,16,30,31,32,34]. The following equation are described as follows (1–12):Conservation of mass The species conservation equation considering the evaluation and destruction of each species has been considered on mass fraction basis, which is described in the following equations [32,39].
Fig. 5. Piston force at CR16.5 for different categories biodiesels with load.
ð3Þ
The left hand side denotes the rate of change of energy within the system. The first, second and the third term on the right hand side represents the rate of displacement work, heat transfer rate and enthalpy flux respectively. Fuel consumption The calculation of brake specific fuel consumption is given in equation [6,32].
BSFC ¼
_f m Pb
ð4Þ
Heat model The calculation of heat release in the cycle, since the combustion of a fuel in an internal combustion engine occurs in different phases such as ignition delay period, premixed combustion, controlled combustion and burning period [6,7,32,38,39].
Fig. 6. Piston force at CR17.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Fig. 7. Piston force at CR18.5 for different categories biodiesels with load.
Fig. 8. Sauter mean diameter at CR16.5 for different categories biodiesels with load.
Ignition delay period model
rffiffiffi T 6 4 s ¼ 3:8 10 ð1 1:6 10 nÞ P Ea 70 exp 8:312T CN þ 25
Burning period model
ð5Þ
Premixed combustion period model
mf dx dru ðrud x0 Þ ð0:1 rud þ x0 Þ þ u1 ¼ u0 A0 ds vi ds ð6Þ
ð8Þ
NOX formation model The formation of NOX emission was calculated by chain based Zeldovich-Mechanism and solving eighteen species. For this investigation was taken Zeldovich-Mechanism according previous studied [6,7,10,6,32,34,38] using in Eqs. (9)–(12).
½O2 $ ½2O
Controlled combustion period model
mf dx dru þ u 2 A2 ðru xÞ ða xÞ ¼ þu1 ds ds vc
dx ¼ þu3 A3 K T ð1 xÞðnb a xÞ ds
ð7Þ
ð9Þ
½N2 þ ½O $ ½NO þ ½N
ð10Þ
Table 6 Comparison of piston force at full load with different CR. CR
Diesel (kg)
Generation
Biodiesel (kg)
Percentage
16.5
5248.9
First Second Third
5304.7 for coconut oil 5634.7 for jojoba oil 5518.9 for spirulina
1.05 6.84 4.89
17.5
5648
First Second Third
5671.1 for coconut oil 5959.1 for cottonseed oil 5704.7 for fish oil
0.41 5.22 0.99
18.5
6045.4
First Second Third
6028.3 for coconut oil 6333.2 for cottonseed oil 6080.3 for fish oil
0.28 4.54 0.42
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx
½N þ ½O2 $ ½NO þ ½O
ð11Þ
n 38020 2 o 7 T d½NO P 2:333 10 :e b ½N2 e :½Oe : 1 ½NO=½NOe 1 ¼ : 2365 dh x 2365 Tb ½NO :e : R:T : 1 þ b
Tb
½O 2 e
ð12Þ
3. Results and discussion 3.1. Piston force (Figs. 5–7) shows the variation of piston force with engine load for first, second and third generation biodiesel with different compression ratio. Piston force was measured to estimate the effect of compression ratio (CR). It shows that piston force increases with increase in engine load and CR from 16.5 to 18.5. The Piston force (kg) is defined as the maximum force acting on the piston due to the pressure of a gas in the cylinder. The energy is used for bearing calculation and FEA analysis. The piston force is found to be higher for testing alternative fuels as compared to regular diesel fuel. This may happen due to higher viscosity and density of first, second and third generation biodiesel as compared to diesel fuel. Due to higher a density and viscosity within biodiesel. The fuel-air mixture preparation is good in premixed combustion phase due to oxygen contents, which results in better combustion and delivered more piston force.
Fig. 9. Sauter mean diameter at CR17.5 for different categories biodiesels with load.
The piston force (kg) was obtained to be 5248.9 for diesel, 5304.7, 5268, 5244.3 and 5120.4 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 5583.7, 5329.2, 5634.7 and 5538.6 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 5308.3, 5518.9, 5242.9 and 5302.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, piston force (kg) was obtained to be 5648 for diesel, 5671.1, 5632.4, 5623.2 and 5519.1 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 5959.1, 5041.8, 5612.4 and 5924.5 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 5686.2, 5519.4, 5621.9 and 5704.7 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, piston force (kg) was obtained to be 6045.4 for diesel, 6028.3, 5982.4, 5993.2 and 5893.7 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 6333.2, 5807.9, 6160.3 and 6296.8 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 6056.5, 5894, 5980.7 and 6080.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The piston force obtained to be lower for diesel fuel as compared to tested alternative fuels at all tested CR. The comparison of piston force at full load with different CR as shown in Table 6. 3.2. Sauter mean diameter (Figs. 8–10) shows the variation of sauter mean diameter with engine load for first, second and third generation biodiesels with
Fig. 10. Sauter mean diameter at CR18.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx Table 7 Comparison of sauter mean diameter at full load with different CR. CR
Diesel (microns)
Generation
Biodiesel (microns)
Percentage
16.5
26.76
First Second Third
28.5 for rapeseed 30.79 for jojoba 27.78 for waste cooking oil
6.11 13.08 1.02
17.5
26.4
First Second Third
27.76 for rapeseed 33.07 for jojoba 27.53 for spirulina
4.89 30.16 1.13
18.5
26.1
First Second Third
27.01 for rapeseed 30.04 for jojoba 27.2 for spirulina
3.36 13.11 4.04
different compression ratio. Sauter mean diameters (SMD) was measured to estimate the effect of compression ratio (CR). It shows that SMD decreases with increasing load and also increases for first, second and third generation biodiesel as compared to diesel fuel. The SMD decreases with increase in fuel injection pressure due to spray evaporation enhancement. SMD is increases with increase of heat transfer area of droplets [4]. The SMD is defined as the diameter of the droplet whose volume to surface area ratio is equal to that of the spray. Due to the difference of SMD can be reflected from the difference in the viscosity and surface tension. SMD increases with increasing mass fraction of the saturated FAMEs [5].
The SMD (microns) was obtained to be 26.76 for diesel, 27.4, 27.7, 28.2, and 27.89 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 29.67, 27.77, 30.79 and 29.51 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.67, 27.52, 27.78 and 27.57 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, SMD (microns) was obtained to be 26.4 for diesel, 27.02, 27.34, 27.76 and 27.53 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 29.29, 27.41, 33.07 and 29.14 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.33, 27.53, 27.41 and
Fig. 11. Spray tip penetration at CR16.5 for different categories biodiesels with load.
Fig. 12. Spray tip penetration at CR17.5 for different categories biodiesels with load.
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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Fig. 13. Spray tip penetration at CR18.5 for different categories biodiesels with load.
Fig. 14. Soot emission at CR16.5 for different categories biodiesels with load.
3.3. Spray tip penetration 27.21 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, SMD (microns) was obtained to be 26.1 for diesel, 26.69, 27.01, 27.42 and 27.2 for first-generation biodiesel (coconut oil, palm, rapeseed and soybean respectively), 28.94, 27.07, 30.04 and 28.79 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 27.01, 27.2, 27.08 and 26.88 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The SMD obtained was lower for diesel fuel as compared to tested alternative fuels at all tested CR. The comparison of sauter at full load with different CR as shown in Table 7.
(Figs. 11–13) shows the variation in spray tip penetration with engine load for first, second and third generation biodiesels with different compression ratio. Spray tip penetration (STP) was measured to estimate the effect of compression ratio (CR). It shows that STP decreases with increase in CR. STP is also higher for first, second and third generation biodiesel as compared to diesel fuel. The penetration is essential for mixing rate of airfuel [7,10]. Exhaust gas emissions is directly depends on spray dispersion. STP was measured for unburned sprays. The STP measurements after the start of fuel injection for each fuel injection pressure
Table 8 Comparison of spray tip penetration at full load with different CR. CR
Diesel (mm)
Generation
Biodiesel (mm)
percentage
16.5
52.5
First Second Third
52.6 for soybean 51.8 for jatropha 53.0 for animal fats
0.19 1.33 0.94
17.5
51.1
First Second Third
51.3 for soybean 50.5 for jatropha 51.6 for animal fats
0.38 1.17 0.77
18.5
49.9
First Second Third
50.0 for soybean 49.2 for jatropha 50.3 for animal fats
0.2 1.4 0.79
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx
Fig. 15. Soot emission at CR17.5 for different categories biodiesels with load.
under the atmospheric condition. STP is depends on the exchange of momentum between the spray and ambient gas [4]. The STP (mm) was obtained to be 52.5 for diesel, 51.0, 51.8, 52.5, and 52.6 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 48.9, 51.8, 44.4 and 49.2 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 51.6, 51.2, 51.9 and 53.0 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, STP was obtained to be 51.1 for diesel, 49.7, 50.4, 51.1 and 51.3 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 47.6, 50.5, 43.2 and 47.9 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 50.3, 51.2, 50.5 and 51.6 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, STP was obtained to be 49.8 for diesel, 48.4, 49.2, 49.9 and 50.0 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 46.4, 49.2, 48.5 and 46.8 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 49.1, 50.0, 49.2 and 50.3 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The STP decreases with increase in CR from 16.5 to 18.5. The comparison of spray tip penetration at full load with different CR is shown in Table 8. 3.4. Soot emission (Figs. 14–16) shows the variation of soot emission with a crank angle for first, second and third generation biodiesels with differ-
9
Fig. 16. Soot emission at CR18.5 for different categories biodiesels with load.
ent compression ratio. Soot formation was measured to estimate the effect of compression ratio (CR). Soot formation has describes the difference between soot formation and soot oxidation [8]. The soot formation is the rich unburned fuel contents within the flam region, where fuel particles vapor is heated by hot burned gases [10]. The ultimate engine-out soot emission depends on the balance between soot formation and soot oxidation. The oxygen in the alternative overpowers soot emissions due to reduced soot precursor creation and improved soot oxidation process [20]. The soot emission (g/m3) obtained was 8.31 for diesel, 8.23, 8.09, 7.97, and 7.84 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 9.74, 9.47, 7.58 and 9.7 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.07, 8.05, 8.1 and 8.47 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at CR16.5 with full load. At CR17.5, soot emission (g/m3) obtained was 8.58 for diesel, 8.4, 8.3, 8.17 and 8.05 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 10.1, 6.35, 7.78 and 10.0 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.35, 8.05, 8.38 and 8.9 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. At CR18.5, soot emission (g/m3) obtained was 8.6 for diesel, 8.55, 8.4, 8.34 and 8.32 for first-generation biodiesel (coconut oil, palm, rapeseed, and soybean respectively), 10.3, 6.05, 10.1 and 10.3 for second generation biodiesel (cottonseed, jatropha, jojoba and Karanja respectively) and 8.55, 8.32, 8.52 and 9.24 for third generation biodiesel (fish oil, spirulina, waste cooking and animal fats respectively) at full load. The soot emission obtained was lower for tested
Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003
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U. Rajak, T.N. Verma / Engineering Science and Technology, an International Journal xxx (xxxx) xxx
Table 9 Comparison of soot formation at full load with different CR. CR
Diesel (g/m3)
Generation
Biodiesel (g/m3)
Percentage
16.5
8.31
First Second Third
7.97 for rapeseed 7.58 for jojoba 8.05 for spirulina
4.09 8.78 3.12
17.5
8.58
First Second Third
8.05 for karanja 6.35 for jatropha 8.05 for spirulina
6.17 25.9 6.17
18.5
8.6
First Second Third
8.34 for rapeseed 6.05 for jatropha 8.32 for spirulina
3.02 29.6 3.25
biodiesels as compared to diesel at all tested CR and formation of soot emission rapidly increases during the diffusion combustion. The comparison of soot formation at full load with different CR is shown in Table 9. 4. Conclusion The present investigation attempts a numerical study to evaluate the effects of first, second and third generation biofuels and compression ratio (16.5–18.5) on a combustion characteristic (piston force, Sauter mean diameter, spray tip penetration, and soot emission) using a single cylinder, CI engine. The conclusions drawn from the numerical investigation are as follows:
[4]
[5]
[6]
[7]
[8]
Results indicate that piston force depends on CR of the engine. The lowest value of piston force was obtained for CR 16.5. The maximum piston force was found to be 6028.3 kg for coconut biodiesel (within first generation), 6333.2 kg of cottonseed biodiesel (within second generation) and 6080.3 kg of fish oil biodiesel (within third generation) at full load condition for CR18.5. The study reveals that sauter mean diameter (SMD) values of first, second and third generation biodiesel fuels are greater than regular diesel fuel. The SMD decreases with increase in compression ratio from 16.5 to 18.5. Spray tip penetration (STP) was found that the CR with bowl shape piston geometry, STP slightly decreases with increasing CR. STP was higher for almost all tested biodiesel fuels as compared to diesel. The enhancement in STP indicates the better air-fuel mixing and better combustion in direct injection engine. At CR 16.5 with rapeseed by 4.09%, jojoba by 8.7% and spirulina by 3.12% soot emission gets reduced. Similarly, soot emission reduces at CR 17.5 with 6.1% Karanja, 25.9% jatropha, 5.59% spirulina and 3.02% rapeseed biodiesel respectively, and 29.65% for jatropha and 3.25% for spirulina at CR 18.5 with a full load. Soot emission also increase with increasing compression ratio with all CR.
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
Acknowledgment [18]
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Please cite this article as: U. Rajak and T. N. Verma, Influence of combustion and emission characteristics on a compression ignition engine from a different generation of biodiesel, Engineering Science and Technology, an International Journal, https://doi.org/10.1016/j.jestch.2019.04.003