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ABSTRACT
The seed of Pongamia pinnata which is popularly known as Karanja in Hindi and Indian beech
in English is very much available in region of the Assam, North-east India. The seeds of Pongamia
pinnata were collected from the Assam Engineering College Campus, Jalukbari, Guwahati, Assam,
India. The oil from the dried seed of Pongamia pinnata was extracted and then biodiesel is
produced by transesterification method and blends with the petroleum diesel for five samples of
B00, B10, B20, B30 and B100. The fuels were test in the single cylinder four stroke compression
ignition engine for the purpose of performance analysis. The different properties like Brake power,
specific fuel consumption, brake thermal efficiency, heat carried out by water from calorimeter,
heat carried away by engine jacket, heat carried out by exhaust gases , heat lost in radiation and
uncounted, volumetric efficiency and air consumption were calculated using the collected test data.
Key words: Biodiesel, blends of biodiesel, performance analysis, brake thermal efficiency,
volumetric efficiency.
Cite this Article: Brahma Kamal Kr and Mahanta Dr. Dimbendra Kumar, Performance Analysis of
CI Engine Using Biodiesel from Pongamia Pinnata. International Journal of Mechanical
Engineering and Technology, 8(1), 2017, pp. 281291.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=1
1. INTRODUCTION
Majority of the worlds energy needs are supplied through petrochemical sources, coal and natural gases,
with the exception of hydroelectricity and nuclear energy.(1) The fossil fuel resources are dwindling day by
day. However, these energy resources are non-renewable and will be exhausted in the near future.
Biodiesel seem to be a solution for future or effective alternative to diesel.(2,3)
A diesel engine is almost the same as a petrol engine but it burns a different type of fuel. Diesel is
named after its inventor Rudolf Diesel, a German who first developed this type of fuel in the early 1900s.
Diesel engines have mainly been used in Lorries and buses because of their increased power and their
reliability. They tend to be noisy and smelly compared to a petrol engine but are more economical to run.
In a diesel engine the compression stroke only compresses air and not fuel. In the ignition stroke
compressed air is present with very high pressure and then fuel is injected into the engine cylinder with the
help of an injector, resulting in generating enormous heat, which then ignites the fuel that is injected into
the combustion chamber at that precise moment of maximum pressure. There is no need for a spark plug in
a diesel engine. The compressed air is hot enough to cause the fuel to explode. This is because a diesel
engine has a far higher compression ratio that does a petrol engine.
A literature survey has been done to examine the work done on performance analysis of a compression
ignition engine of internal combustion engine. This has been carried out to get an idea on the different
method used for the performance analysis of the compression ignition engine. Few of the important works
of researchers are discussed below.
Lebedevas S et al research in to the change of parameters concerning the fuel economy thrust and
harmful components of exhaust gases was carried out to evaluate the efficiency of fuel replacement; and
that is, mineral diesel fuel, which is normally used by diesel engine fleets of agricultural machinery in
Lithuania, was replaced with biofuel (biodiesel), which is rapeseed oil methyl ester (RME) and the
research was done on a model diesel engine F2L511 and a single section of diesel engine A41 (4). Fuel
blends of mineral diesel fuel and RME biodiesel fuel and pure RME were tested as B10, B15, B30, B100.
A non-linear change of operational characteristics were determined depending on the loads of the diesel
engine. Ozkan M did comparative study of the effect of biodiesel and diesel fuel on a four cylinder, four
stroke, turbocharged IDI CI engine (5). The engine was operated with the same settings for both fuel types
during the experiments and no alternation has been made in the fuel system elements.
In their study an oxygenated additive diethyl ether (DEE) was blended with biodiesel in the ratio of
5%, 10%, 15% and 20% and tested their performance in a computerized Kirloskar diesel engine of AVI
model, four stroke, direct injection, naturally aspirated, water cooled engine (6). The diesel engine is
coupled with an eddy current dynamometer and data acquisition system, for saving data.
Non-edible filtered viscous (72cst at 40oC) and high acid value (44mg KOH/gm) polanga
(Calophyllum inophyllum L.) oil based monoesters (biodiesel) produced by triple stage transesterification
process and blended with high speed diesel (HSD) (20%, 40%, 60%, 80% and 100%) were tested for their
use at varying loads (0%, 20%, 40%, 60%, 80% and 100%) as a substitute fuel of diesel in a single
cylinder diesel engine (7). The brake specific fuel consumption (BSFC) and brake thermal efficiency (BTE)
were calculated from the recorded data. The engine performance parameters such as fuel consumption,
thermal efficiency, exhaust gas temperature and exhaust emission were recorded.
High viscosity, poor volatility and heavy chemical structure of vegetable oil are the main constraints to
replace diesel fuel. Venkateswara Rao P.(8) investigates the scope of utilizing biodiesel produced with
ethanol and methanol as alcohols in the process of making biodiesel. Experiments were conducted on
diesel engine with B20 of methyl and ethyl esters of Pongamia oil (POME20, POEE20), methyl and ethyl
esters of Mahua oil (MOME20, MOEE20) and standard diesel fuel separately. The performance and
emission characteristic results were compared with diesel fuel.
Ghosh S. et al states the Potential use of Pongamia oil methyl ester as a substitute for diesel fuel in
diesel engine(9). Various proportions of Pongamia and Diesel (B25, B50, B75, and B100) are prepared by
transesterification process on volume basis and used as fuels in a four stroke single cylinder direct injection
diesel engine to study the performance of these fuels and compared with neat diesel fuel.
Experiments have carried out by Krishna A Gopala et el(10) to examine the properties of palm oil
biodiesel, performance and emissions of the engine with different blends (20%PBD, 40%PBD, 80%PBD,
and 100% PBD) at different fuel injection pressures (190, 210, and 230bar) and the results obtained are
compared with diesel (base line test values).
Dwivedi Gaurav et al discussed the comprehensive review of engine performance and emissions using
biodiesel from different feedstock and to compare that with the diesel(11). However, many further
researches about modification on engine, low temperature performance of engine, new instrumentation and
methodology for measurements, etc., are recommended while using biodiesel as a substitute of diesel.
Figure 1 Set up of Single Cylinder Four Stroke Diesel Engine Test Rig (With Rope Brake Dynamometer)
3. OBSERVATION
Data for water and the other samples
mples of blends and the diesel were given below and in table 1:
Specific Heat of water Cp = 4.186 kJ/kgoC
Density of air a = 1.21 kg/m3
Density of water w = 1000 kg/m3
Diameter of the brake drum dB = 0.2 m
Diameter of the rope dR = 0.012 m
Diameter of orifice dO = 0.015 m
Diameter of piston D = 0.08 m
Stroke length of piston L = 0.11 m
Number of cylinder (NC) = 1
Number of cycles (n) = 2
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Performance Analysis of CI Engine Using Biodiesel from Pongamia Pinnata
Table 1 Data for different samples (diesel, blends of biodiesel and diesel, biodiesel)
Sl. Particulars Sample 1 Sample 2 Sample 3 Sample 4 Sample 5
No. B00 B10 B20 B30 B100
1 Acceleration due to gravity,
9.81 9.81 9.81 9.81 9.81
g (m/sec2)
2 Caloric Value of fuel Cv
43500 42738 41956 40995 35879
(kJ/kg)
3 Co-efficient of discharge for
0.64 0.64 0.64 0.64 0.64
orifice Cd
4 Density of fuel f (kg/m3) 828.9 832.4 836.3 839.3 857.2
mew = kg/sec
Heat carried out by water from engine cooling jacket,
Hecw = mew Cp (T2 T1) (kW)
Mass of water entering the calorimeter,
mcw = kg/sec
! " #
H= ( 1) (m)
#$
Air consumption, Qa = Cd ao(2gH) (m3/sec)
% '" ( )
Swept Volume, Vs = (m3/sec)
*
+$
Volumetric efficiency, vol = 100%
,
The different performance parameters were calculated at different load and samples and the results
were shown in the table2.
Table 2 Result for the samples B00, B10, B20, B30, B100 at different loads.
Sl. Particulars Load Samples
No. (Kg) B00 B10 B20 B30 B100
Brake Power (kW) 5 0.814 0.819 0.819 0.839 0.820
1 10 1.535 1.623 1.619 1.629 1.622
15 2.231 2.236 2.368 2.356 2.414
2 Fuel Consumption 5 1.256x10-4 1.224x10-4 1.230x10-4 1.311x10-4 1.261x10-4
(kg/sec) 10 1.658x10-4 1.601x10-4 1.578x10-4 1.750x10-4 1.714x10-4
15 1.974x10-4 1.734x10-4 1.991x10-4 1.999x10-4 1.863x10-4
3 Specific Fuel 5 1.543x10-4 1.495x10-4 1.502x10-4 1.563x10-4 1.538x10-4
Consumption 10 1.080x10-4 0.986x10-4 0.975x10-4 1.074x10-4 1.057x10-4
(kg/kWsec) 15 0.885x10-4 0.776x10-4 0.841x10-4 0.849x10-4 0.772x10-4
4 Heat supplied (kW) 5 5.464 5.231 5.161 5.374 4.524
10 7.212 6.842 6.621 7.174 6.150
15 8.587 7.411 8353 8.195 6.684
5 Brake thermal 5 14.89% 15.66% 15.87% 15.61% 18.13%
efficiency 10 21.28% 23.72% 24.45% 22.71% 26.37%
15 25.98% 30.17% 28.35% 28.75% 36.12%
6 Heat carried out by 5 0.427 0.670 0.670 0.586 0.711
water from 10 0.427 0.544 0.586 0.670 0.586
calorimeter (kW) 15 0.555 0.628 0.586 0.628 0.628
7 Heat carried out by 5 3.052 1.758 1.846 1.319 1.494
water from engine 10 3.052 1.670 1.494 1.670 1.406
cooling jacket (kW) 15 1.846 2.198 1934 1.934 1.670
8 Heat carried out by 5 0.606 0.789 1.074 0.922 1.154
exhaust gas (kW) 10 0.636 0.854 0.898 0.979 0.888
15 1.089 1.746 0.874 0.915 0.913
9 Heat lost in 5 0.991 1.865 1.422 2.294 1.356
radiation and 10 1.989 2.695 2.610 2.896 2.234
uncounted (kW) 15 3.421 1.231 3.177 2.990 1.687
10 Volumetric 5 83.32% 83.78% 83.77% 81.82% 83.73%
efficiency 10 84.42% 84.58% 84.75% 84.26% 84.63%
15 85.46% 85.23% 85.02% 85.46% 85.29%
Sample
2.5
2
Fuel Consumption
1.5
(Kg/sec)
1 Load 5Kg
0.5 Load 10Kg
0
x10-4
Load 15Kg
B00 B10 B20 B30 B100
Sample
2
consumption x10-4
1.5
Specific Fuel
(Kg/kWsec)
1 Load 5Kg
0.5 Load 10Kg
0 Load 15Kg
B00 B10 B20 B30 B100
Sample
10
Heat supplied (kW)
8
6
4 Load 5Kg
2 Load 10Kg
0 Load 15Kg
B00 B10 B20 B30 B100
Sample
40.00%
Brake Thermal
30.00%
Efficiency
20.00%
Load 5Kg
10.00%
0.00% Load 10Kg
Load 15Kg
Sample
0.8
Heat carried out by
calorimeter (kW)
0.6
water from
0.4
Load 5Kg
0.2
0 Load 10Kg
Load 15Kg
Sample
Figure 7 Heat carried out by water from calorimeter for different sample at different load
4
Heat carried out by
3
2
Load 5Kg
1
Load 10Kg
0
Load 15Kg
Sample
Figure 8 Heat carried out by water from engine cooling jacket for different sample at different load
2
Heat carried out by
exhaust gas (kW)
1.5
1 Load 5Kg
0.5 Load 10Kg
0 Load 15Kg
B00 B10 B20 B30 B100
Sample
Figure 9 Heat carried out by exhaust gas for different sample at different load
Sample
Figure 10 Heat lost in radiation and uncounted for different sample at different load.
86
Volumetric Efficiency
85
84
83 Load 5Kg
(%)
82
81 Load 10Kg
80 Load 15Kg
B00 B10 B20 B30 B100
Sample
thermal efficiency, therefore the B10 sample may be the better sample as compared to the other samples
that is B00, B20, B30 and B100.
In reference to the figure 10, it is seen that the heat lost in radiation and uncounted increase with
respect to load increases and it becomes slow increases with respect to high increase of load. In figure 10 it
is seen that the heat lost decrease for the sample B10 with increase in load, therefore the sample B10 may
be better as compared to the other remaining four sample.
The volumetric efficiency of the single cylinder four stroke compression ignition engine using the fuel
of petroleum diesel, blends of diesel and bodiesel, pure biodiesel is shown in figure 11. The volumetric
efficiency increases with respect to load, at low load the different sample shows the ups and down
efficiency and with increase in load it becomes almost equal to all samples of the diesel, blends of diesel
and biodiesel, biodiesel as shown in figure 11. With reference to the changes of efficiency the sample B10
gives uniform, therefore it may be useable for the practical purpose.
6. CONCLUSION
With reference to the result and discussion of different properties like brake power, specific fuel
consumption, heat supply of the fuel, brake thermal efficiency, heat lost in radiation and uncounted,
volumetric efficiency got from running the compression ignition engine using different sample from diesel
and biodiesel, it may conclude that the sample B10 is the best among the fuel B00, B10, B20, B30, B100.
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