Preparation of Jatropha Biodiesel Using Hydrotalcite Catalyst and its Performance on Diesel Engine

2011 ◽  
Vol 110-116 ◽  
pp. 1368-1373 ◽  
Author(s):  
Amar P. Pandhare ◽  
S. G. Wagholikar ◽  
R. B. Jadhav Sachin Musale ◽  
A. S. Padalkar
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Specific Energy Consumption ◽  
Exhaust Emissions ◽  
Effect Of Temperature ◽  
Compression Ignition ◽  
Performance Parameters ◽  
Jatropha Oil ◽  
Compression Ignition Engine ◽  
Ci Engines

The heterogeneous catalyst are environment friendly and render the process simplified. A wide variety of solid bases have been examined for this process. The present work reports the use of hydrotalcite catalyst for the synthesis of Biodiesel from jatropha oil. An experimental investigation has been carried out to analyze the performance and emission characteristics of a compression ignition engine fuelled with Jatropha oil and its blends (10%, 20%, 40%, 50%, and 60 % ) with mineral diesel. The effect of temperature on the viscosity of Jatropha oil has also been investigated. A series of engine tests, have been conducted using each of the above fuel blends for comparative performance evaluation. The performance parameters evaluated include thermal efficiency, brake specific fuel consumption (BSFC), brake specific energy consumption (BSEC), and exhaust gas temperature whereas exhaust emissions include mass emissions of CO, HC, NO. These parameters were evaluated in a single cylinder compression ignition diesel engine. The results of the experiment in each case were compared with baseline data of mineral diesel. Significant improvements have been observed in the performance parameters of the engine as well as exhaust emissions. The gaseous emissions of oxide of nitrogen from all blends are lower than mineral diesel at all engine loads. Jatropha oil blends with diesel (up to 50% v/v) can replace diesel for operating the CI engines giving lower emissions and improved engine performance. More over results indicated that B20 have closer performance to diesel and B100 have lower brake thermal efficiency mainly due to its high viscosity compared to diesel.

scholarly journals Experimental Research on Controllability and Emissions of Jet-Controlled Compression Ignition Engine

Energies ◽  
2019 ◽  
Vol 12 (15) ◽  
pp. 2936 ◽  
Author(s):  
Hua Tian ◽  
Jingchen Cui ◽  
Tianhao Yang ◽  
Yao Fu ◽  
Jiangping Tian ◽  
...  
Keyword(s):  
Thermal Efficiency ◽  
High Speed ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Engine Emissions ◽  
Spark Timing ◽  
Crank Angle ◽  
Marine Engines ◽  
Si Engines ◽  
Ci Engines

Low-temperature combustions (LTCs), such as homogeneous charge compression ignition (HCCI), could achieve high thermal efficiency and low engine emissions by combining the advantages of spark-ignited (SI) engines and compression-ignited (CI) engines. Robust control of the ignition timing, however, still remains a hurdle to practical use. A novel technology of jet-controlled compression ignition (JCCI) was proposed to solve the issue. JCCI combustion phasing was controlled by hot jet formed from pre-chamber spark-ignited combustion. Experiments were done on a modified high-speed marine engine for JCCI characteristics research. The JCCI principle was verified by operating the engine individually in the mode of JCCI and in the mode of no pre-chamber jet under low- and medium-load working conditions. Effects of pre-chamber spark timing and intake charge temperature on JCCI process were tested. It was proven that the combustion phasing of the JCCI engine was closely related to the pre-chamber spark timing. A 20 °C temperature change of intake charge only caused a 2° crank angle change of the start of combustion. Extremely low nitrogen oxides (NOx) emission was achieved by JCCI combustion while keeping high thermal efficiency. The JCCI could be a promising technology for dual-fuel marine engines.

Assessment of a Syngas-Diesel Dual Fuelled Compression Ignition Engine

2010 ◽  
Author(s):  
Bibhuti B. Sahoo ◽  
Niranjan Sahoo ◽  
Ujjwal K. Saha
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Gas Flow ◽  
Direct Injection ◽  
Dual Fuel ◽  
Exhaust Gas ◽  
Compression Ignition ◽  
Gas Temperature ◽  
Compression Ignition Engine ◽  
Exhaust Gas Temperature

Synthesis gas (Syngas), a mixture of hydrogen and carbon monoxide, can be manufactured from natural gas, coal, petroleum, biomass, and even from organic wastes. It can substitute fossil diesel as an alternative gaseous fuel in compression ignition engines under dual fuel operation route. Experiments were conducted in a single cylinder, constant speed and direct injection diesel engine fuelled with syngas-diesel in dual fuel mode. The engine is designed to develop a power output of 5.2 kW at its rated speed of 1500 rpm under variable loads with inducted syngas fuel having H2 to CO ratio of 1:1 by volume. Diesel fuel as a pilot was injected into the engine in the conventional manner. The diesel engine was run at varying loads of 20, 40, 60, 80 and 100%. The performance of dual fuel engine is assessed by parameters such as thermal efficiency, exhaust gas temperature, diesel replacement rate, gas flow rate, peak cylinder pressure, exhaust O2 and emissions like NOx, CO and HC. Dual fuel operation showed a decrease in brake thermal efficiency from 16.1% to a maximum of 20.92% at 80% load. The maximum diesel substitution by syngas was found 58.77% at minimum exhaust O2 availability condition of 80% engine load. The NOx level was reduced from 144 ppm to 103 ppm for syngas-diesel mode at the best efficiency point. Due to poor combustion efficiency of dual fuel operation, there were increases in CO and HC emissions throughout the range of engine test loads. The decrease in peak pressure causes the exhaust gas temperature to rise at all loads of dual fuel operation. The present investigation provides some useful indications of using syngas fuel in a diesel engine under dual fuel operation.

scholarly journals Analysis of Engine Parameters at Using Diesel-LPG and Diesel-CNG Mixture in Compression-ignition Engine

2014 ◽  
Vol 62 (1) ◽  
pp. 125-130 ◽  
Author(s):  
Michal Jukl ◽  
Petr Dostál ◽  
Jiří Čupera
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Common Rail ◽  
Measurement Equipment ◽  
Compression Ignition ◽  
Performance Parameters ◽  
Compression Ignition Engine ◽  
Positive Effect

This work is aimed on influence of diesel engine parameters that is used with mixture of gas and diesel fuel. The first part of the article describes diesel fuel systems where small part of diesel fuel is replaced by LPG or CNG fuel. These systems are often called as Diesel-Gas systems. Next part of the article focuses on tested car and measurement equipment. Measurement was performed by common-rail diesel engine in Fiat Doblň. Tests were carried out in laboratories of the Department of Engineering and Automobile Transport at the Mendel University in Brno. They were observed changes between emissions of used fuels – diesel without addition of gas, diesel + LPG and diesel + CNG mixture. It was found that that the addition of gas had positive effect on the performance parameters and emissions.

Effect of Load Level on the Performance of a Dual Fuel Compression Ignition Engine Operating on Syngas Fuels With Varying H2/CO Content

2011 ◽  
Vol 133 (12) ◽  
Author(s):  
B. B. Sahoo ◽  
U. K. Saha ◽  
N. Sahoo
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Peak Pressure ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Engine Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Engine Operation ◽  
Brake Thermal Efficiency

Syngas, an environmentally friendly alternative gaseous fuel for internal combustion engine operation, mainly consists of carbon monoxide (CO) and hydrogen (H2). It can substitute fossil diesel oil in a compression ignition diesel engine through dual fuel operation route. In the present investigation, experiments were conducted in a constant speed single cylinder direct injection diesel engine fuelled with syngas-diesel in a dual fuel operation mode. The main contribution of this study is to introduce the new synthetic gaseous fuel (syngas) including the possible use of CO gas, an alternative diesel engine fuel. In this work, four different H2 and CO compositions of syngas were chosen for dual fuel study under different engine loading levels. Keeping the same power output at the corresponding tested loads, the engine performance of dual fuel operations were compared to that of diesel mode for the entire load range. The maximum diesel replacement in the engine was found to be 72.3% for 100% H2 fuel. This amount replacement rate was reduced for the low energetic lower H2 content fuels. The brake thermal efficiency was always found highest (about 21%) in the case of diesel mode operation. However, the 100% H2 syngas showed a comparative performance level with diesel mode at the expense of higher NOx emissions. At 80% engine load, the brake thermal efficiency was found to be 15.7% for 100% CO syngas. This value increased to 16.1%, 18.3% and 19.8% when the 100% CO syngas composition was replaced by H2 contents of 50%, 75% and 100%, respectively. At part loads (i.e., at 20% and 40%), dual fuel mode resulted a poor performance including higher emission levels. In contrast, at higher loads, syngas fuels showed a good competitive performance to diesel mode. At all the tested loads, the NOx emission was observed highest for 100% H2 syngas as compared to other fuel conditions, and a maximum of 240 ppm was found at 100% load. However, when the CO fractions of 25%, 50% and 100%, were substituted to hydrogen fuel, the emission levels got reduced to 175 ppm, 127 ppm, and 114 ppm, respectively. Further, higher CO and HC emission levels were recorded for 25%, 50%, and 100% CO fraction syngas fuels due to their CO content. Ignition delay was found to increase for the dual fuel operation as compared to diesel mode, and also it seemed to be still longer for higher H2 content syngas fuels. The peak pressure and maximum rate of pressure rise were found to decrease for all the cases of dual fuel operation, except for 100% H2 syngas (beyond 60% load). The reduction in peak pressure resulted a rise in the exhaust gas temperature at all loads under dual fuel operation. The present investigation provides some useful experimental data which can be applied to the possible existing engine parameters modifications to produce a competitive syngas dual fuel performance at all the loading operations.

Potential Utilization of Higher Alcohols in Unmodified Diesel Engine

2013 ◽  
Author(s):  
Naveen Kumar ◽  
Sidharth Bansal ◽  
Vipul Vibhanshu
Keyword(s):  
Phase Separation ◽  
Diesel Engine ◽  
Specific Energy Consumption ◽  
Calorific Value ◽  
Compression Ignition ◽  
Crude Petroleum ◽  
Compression Ignition Engine ◽  
Performance And Emission ◽  
Oxygenated Fuel ◽  
Carbon Dioxide Co2

India does not have large reserves of crude petroleum and spends a huge amount of foreign exchange for importing crude petroleum. The environmental degradation caused by burning of petroleum derived fuels is also causing an ecological imbalance. Research is carried world over on renewable fuels which could either be used as an extender or substitute to petroleum origin fuels and in this context alcohols such as ethanol and butanol have an immense potential. The earlier work on use of alcohols as a blend with diesel in the compression ignition engine has suggested reduction in emissions, however, problems such as phase separation and increase in fuel consumption has also been encountered while utilizing ethanol in diesel engines. To alleviate this problem, isobutanol has the potential to be used along with ethanol to make a homogenous blend without any phase separation and simultaneous advantage of alcohol being an oxygenated fuel which shall improve the combustion and reduce emission. The present study was carried out to explore the potential utilization of ethanol-isobutanol-diesel blends (containing up to 20% ethanol-isobutanol mixture in equal proportions) in compression ignition engine. Three blends were prepared having 5%, 10%, 20% ethanol-isobutanol mixtures respectively and calorific value, kinematic viscosity; specific gravity and density of blends were found to decrease with increase in ethanol-isobutanol percentage. The engine trial was conducted on an unmodified diesel engine to evaluate the performance and emission characteristics on ethanol-isobutanol-diesel blends and results were compared with baseline data of diesel. The results obtained from the engine trial suggested that brake thermal efficiency (BTE) increased and brake specific energy consumption (BSEC) decreased for the blends and considerable reduction in carbon monoxide (CO) and carbon dioxide (CO2) was observed with blends with a small increase in unburnt hydrocarbon (UBHC). The nitrogen oxide (NOx) and smoke emissions were also found to reduce for the ethanol-isobutanol-diesel blends.

scholarly journals An Experimental Investigation on the Effect of Ferrous Ferric Oxide Nano-Additive and Chicken Fat Methyl Ester on Performance and Emission Characteristics of Compression Ignition Engine

Symmetry ◽  
2021 ◽  
Vol 13 (2) ◽  
pp. 265
Author(s):  
Ameer Suhel ◽  
Norwazan Abdul Rahim ◽  
Mohd Rosdzimin Abdul Rahman ◽  
Khairol Amali Bin Ahmad ◽  
Yew Heng Teoh ◽  
...  
Keyword(s):  
Methyl Ester ◽  
Ferric Oxide ◽  
Fossil Fuels ◽  
Specific Energy Consumption ◽  
Experimental Results ◽  
Compression Ignition ◽  
Gas Temperature ◽  
Compression Ignition Engine ◽  
Performance And Emission ◽  
Chicken Fat

In recent years, industries have been investing to develop a potential alternative fuel to substitute the depleting fossil fuels which emit noxious emissions. Present work investigated the effect of ferrous ferric oxide nano-additive on performance and emission parameters of compression ignition engine fuelled with chicken fat methyl ester blends. The nano-additive was included with various methyl ester blends at different ppm of 50, 100, and 150 through the ultrasonication process. Probe sonicator was utilized for nano-fuel preparation to inhibit the formation of agglomeration of nanoparticles in base fuel. Experimental results revealed that the addition of 100 ppm dosage of ferrous ferric oxide nanoparticles in blends significantly improves the combustion performance and substantially decrease the pernicious emissions of the engine. It is also found from an experimental results analysis that brake thermal efficiency (BTE) improved by 4.84%, a reduction in brake specific fuel consumption (BSFC) by 10.44%, brake specific energy consumption (BSEC) by 9.44%, exhaust gas temperature (EGT) by 19.47%, carbon monoxides (CO) by 53.22%, unburned hydrocarbon (UHC) by 21.73%, nitrogen oxides (NOx) by 15.39%, and smoke by 14.73% for the nano-fuel B20FFO100 blend. By seeing of analysis, it is concluded that the doping of ferrous ferric oxide nano-additive in chicken fat methyl ester blends shows an overall development in engine characteristics.

Mapping the combustion modes of a dual-fuel compression ignition engine

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman
Keyword(s):  
Direct Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Modes ◽  
Si Engines ◽  
Dual Fuel Combustion ◽  
Soot Emissions ◽  
Ci Engines

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

Experimental Investigation of a Heavy-Duty Compression-Ignition Engine Retrofitted to Natural Gas Spark-Ignition Operation

2019 ◽  
Vol 141 (11) ◽  
Author(s):  
Jinlong Liu ◽  
Hemanth Kumar Bommisetty ◽  
Cosmin Emil Dumitrescu
Keyword(s):  
Natural Gas ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engine ◽  
Engine Operation ◽  
Cycle Variation ◽  
Spark Timing ◽  
Ci Engines

Heavy-duty compression-ignition (CI) engines converted to natural gas (NG) operation can reduce the dependence on petroleum-based fuels and curtail greenhouse gas emissions. Such an engine was converted to premixed NG spark-ignition (SI) operation through the addition of a gas injector in the intake manifold and of a spark plug in place of the diesel injector. Engine performance and combustion characteristics were investigated at several lean-burn operating conditions that changed fuel composition, spark timing, equivalence ratio, and engine speed. While the engine operation was stable, the reentrant bowl-in-piston (a characteristic of a CI engine) influenced the combustion event such as producing a significant late combustion, particularly for advanced spark timing. This was due to an important fraction of the fuel burning late in the squish region, which affected the end of combustion, the combustion duration, and the cycle-to-cycle variation. However, the lower cycle-to-cycle variation, stable combustion event, and the lack of knocking suggest a successful conversion of conventional diesel engines to NG SI operation using the approach described here.

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