CHAPTER – VII CONCLUSIONS - Shodhgangashodhganga.inflibnet.ac.in/bitstream/10603/2165/14/14... · 2012. 5. 31. · [31] Vijaya kumarreddy.K. “ Experimental investigations on the

208

CHAPTER – VII

CONCLUSIONS 7.1 CONCLUSIONS OF PRESENT WORK

Considering the need for alternate fuels, the experimental investigations are

carried out in the present work in order to run the existing diesel engines

with non-edible vegetable oils. For this purpose five different non-edible

vegetable oils and their blends Viz; Linseed oil, Castor oil, Palm Stearin oil,

Mahua oil and Neem oils are tried in a popular petter type, 4 stroke water

cooled diesel engine. Physical and chemical properties of the above

mentioned oils were determined. The performance and emission parameters

of five chosen neat oils and their blends were evaluated. These results are

compared to those of diesel. Thus their suitability as an alternative fuel is

examined. These results are also compared to the other neat vegetable oils

available in the literature for validation. All the oils are esterified i.e.

converted into their respective methyl Esters (bio-diesel) using methanol,

NaOH as catalyst. The important properties of five respective Methyl Esters

oils are determined. The Performance and Emission parameters of Bio-

diesels are evaluated and compared to those of Diesel. Later these results of

Bio-diesel are compared to those of Methyl Esters available in the literature

for validation. Thus better performing Bio-diesel among them is selected.

The detailed conclusions drawn from the present investigations are

discussed in the corresponding chapters 5 & 6. Some of the important

conclusions are as follows:

209

Performance parameters of engine such as Brake thermal efficiency,

Volumetric efficiency are decreased, Brake specific fuel consumption

and Exhaust gas temperature are increased for all neat oils and their

blends compared to those of diesel. This is because of high viscosity

coupled with lower heating value of the fuels.

Emission parameters of engine such as CO, CO2, UHC and Smoke are

increased for all neat oils and their blends compared to Diesel. This is

due to lower calorific value and high viscosity coupled with density of the

fuels chosen.

Brake Thermal Efficiency for MEMA, MECaO, MEPS, MENM and MELS

oils is reduced by 24.73%, 20.10%, 26.65%, 20.07% and 31.31%

respectively compared to diesel at the rated load. This is because of

lower Calorific value and higher viscosity coupled with density of the

fuel.

Brake Specific Fuel Consumption for MEMA, MECaO, MEPS, MENM and

MELS oils is increased by 19.06%, 35.71%, 40.47%, 33.33% and

45.23% respectively compared to diesel at rated load and is result of

delay in ignition process.

At rated load, Exhaust gas Temperature for MEMA, MECaO, MEPS,

MENM and MELS oils is increased by 6.25%, 4.16%, 5.20%, 8.33% and

4.16% respectively compared to diesel.

210

Volumetric Efficiency for MEMA, MECaO, MEPS, MENM and MELS oils

is higher compared to diesel and neat oils. A lower exhaust temperature

leads to a higher volumetric efficiency. This is because, the temperature of

the retained exhaust gases will be higher when the exhaust gas

temperature rises. A high-retained exhaust gas temperature will heat the

incoming fresh air and lowers the Volumetric efficiency.

CO Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

reduced by 48.71%, 80.60%, 78.78%, 59.09% and 80.20 respectively

compared to diesel at the rated load. This is due to complete combustion

of the fuel.

Un-burnt hydrocarbons for MEMA, MECaO, MEPS, MENM and MELS

oils are reduced by 35.13%, 66.21%, 32.43%, 39.18% and 35.13%

compared to diesel at the rated load. This is because of the excess

oxygen present in the bio-diesel.

NOx Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

increased by 28.39%, 29.31%, 80%, 64%, and 56% respectively

compared to diesel at the rated load. The reason for this trend is the

availability of excess oxygen in bio-diesel, resulting complete

combustion.

Smoke Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

reduced by 51.80%, 39.75%, 24%, 3.61% and 36.14% respectively

compared to diesel at the rated load. This is the result of complete

combustion of fuel and low aromatics in the biodiesel mixture.

211

Brake thermal efficiency of the engine is slightly decreased for Methyl

Esters of oils compared to diesel and slightly improved compared to

Neat vegetable oils used at all loads .

Emission parameters of engine such as CO,CO2,UHC and smoke for

Methyl Esters of all respective oils are decreased compared to diesel, but

NOx is increased at all loads. This is the result of complete combustion

of the fuel.

Neat oils of Mahua, Castor, Palm Stearin, Linseed and Neem oils are

substituted as alternative to diesel with pre heating before entering into

combustion chamber except for 25% blend of all respective oils.

Methyl Esters produced from Mahua, Castor, Palm Stearin, Linseed and

Neem oils are proved technically feasible and used as alternative to

diesel.

Methyl Esters of Mahua, Castor, Palm Stearin, Linseed oils are cheaper.

But Methyl Ester of Neem oil is costlier compared to diesel at present.

212

7.2. SCOPE FOR FUTURE WORK

Investigations are to be carried out on different blends of esters with

diesel to determine better performing blends.

Investigations have to be carried out on combustion characteristics.

Investigations are to be carried out on emission characteristics.

These investigations have to be carried out in high speed automobile

multi cylinder engines.

Endurance tests like 500 hours or more running are to be carried out.

213

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Appendix-I

Engine Specifications:

Product: Engine test setup 1 cylinder, 4 stroke, Diesel (Computerized)

Product code: 224

Engine: Make Kirloskar, Model TV1, Type 1 cylinder, 4 stroke Diesel, water

cooled, power 5.2 kW at 1500 rpm, stroke 110 mm, bore 87.5 mm. 661 cc,

CR 17.5

Dynamometer: Type eddy current, water cooled, with loading unit

242

Propeller shaft With universal joints

Air box: M S fabricated with orifice meter and manometer

Fuel tank: Capacity 15 lit with glass fuel metering column

Calorimeter: Type Pipe in pipe

Piezo sensor: Range 5000 PSI, with low noise cable

Crank angle sensor: Resolution 1 Deg, Speed 5500 RPM with TDC pulse.

Engine indicator: Input Piezo sensor, crank angle sensor, No of channels 2,

Communication RS232.

Engine interface: Input RTDs, Thermocouples, Air flow, Fuel flow, Load

cell, Output 0-5V, No of channels 8.

Temperature sensor: Type RTD, PT100 and Thermocouple, Type K

Load sensor: Load cell, type strain gauge, range 0-50 Kg

Fuel flow transmitter: DP transmitter, Range 0-500 mm WC

Rota meter: Engine cooling 40-400 LPH; Calorimeter 10-100 LPH

Pump: Type Monoblock

Add on card: Resolution12 bit, 8/16 input, Mounting PCI slot

Software: “Engine soft” Engine performance analysis software

Overall dimensions: W 2000 x D 2500 x H 1500 mm

Optional: Computerized Diesel injection pressure measurement

243

APPENDIX- II Uncertainty analysis for 5 gas analyzer:

Emission parameter

Displayed Data Measurement of resolution

CO 0-15% 0.11%

CO2 0-20% 0.01%

UHC 0- 30,000 ppm 1 ppm

NOx 0-5000 ppm 1 ppm

Smoke 0- 9.99 BSU 0.1 BSU

244

Emission parameter

Measurement Accuracy

CO 0.00 to 10.00% - (+/_ 0.02 abs / +/_ 3% rel)

10.01 to 15.00% ( +/_ 0.3 abs / +/_ 3 % rel)

CO2 0.00 to 16.00% - (+/_ 0.3 abs / +/_ 3% rel)

16.01 to 20.00% ( +/_ 5% abs rel)

UHC 0 to 2000 ppm - (+/_ 4 ppm / +/_ 3% rel)

2001 to 15.000 ( +/_ 5% rel)

15001 to 30,000 ( +/_ 8% rel)

NOx 0 to 4000 ppm- (+/_ 25 ppm abs / +/_ 3% rel)

4000 to 5000 ppm ( +/_ 5 % rel)

Smoke 0- 9.99 (+/_ 0.25% rel)

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CHAPTER – VII CONCLUSIONS - Shodhgangashodhganga.inflibnet.ac.in/bitstream/10603/2165/14/14... · 2012. 5. 31. · [31] Vijaya kumarreddy.K. “ Experimental investigations on the