effect of ethanol addition with cashew nut shell liquid on

EFFECT OF ETHANOL ADDITION WITH CASHEW NUT SHELL LIQUID

ON ENGINE COMBUSTION AND EXHAUST EMISSION IN A DI DIESEL

ENGINE A.VELMURUGAN

Assistant professor, Department of Mechanical Engineering, Annamalai University, India [email protected]

M.LOGANATHAN

Associate professor, Department of Mechanical Engineering, Annamalai University, India [email protected]

Abstract

In this study, biofuel, diesel and ethanol blends (BDEB) were tested in a single cylinder direct-injection diesel engine to investigate the engine combustion, performance and emission characteristics of the engine under five engine loads at the speed of 1500 rpm. Here the ethanol is used as an additive to enhance the engine combustion. The mixture of Commercial diesel fuel, biofuel from Cashew Nut Shell Liquid (CNSL) and ethanol mixture called BDEB is used to run the direct injection diesel engine. The different combination of BDEB as BDEB 5 (Diesel 75%,Cnsl 20% and Ethanol 5%) , BDEB 10 (Diesel 70%,Cnsl 20% and Ethanol 10%) and BDEB 15(Diesel 65%,Cnsl 20% and Ethanol 15%), were tested in the engine. The results are compared with neat diesel fuel. The results showed that the addition of ethanol with bio-fuel and diesel enhance the engine combustion. The engine performance and emission is improved with 15% ethanol in biofuel (BDEB15). The experimental results showed that the CO, HC emission is decreased and NOx emission is increased. The brake thermal efficiency, exhaust gas temperature, brakes specific fuel consumption increased for BDEB15 compared to other combination of fuel.

Keywords: Ethanol; cashew nut shell liquid; Combustion; cardanol.

1. Introduction

In today’s world the majority of automotive and transportation vehicles are powered by compression ignition engines. The compression ignition engine moves a large portion of the world’s goods & generates electricity more economically than any other device in their size range. All most all the CI engines use diesel as a fuel, but the diesel is one of the largest contributors to environmental pollution problems Mallikappa et al (2012)Crude oil reserved is limited, but the oil consumption rate is increasing at an alarming rate. The agriculture food production systems depend heavily on liquid fuels particularly diesel fuel. The role of agriculture as a source of energy resources is gaining importance. Therefore agricultural scientists are more concerned about finding an alternate for diesel fuel. An India produce oil seed like groundnut, coconut, sunflower, rapeseed, mustard, karanja, Jatropha, Neem, rubber seed, cotton seed, rice bran and cashew nut shell liquid etc.Biodiesel are an alternative diesel fuel consisting of alkyl monoesters of fatty acids derived from vegetable oil or animal fats. Because of its reproducibility, nontoxicity, and sulphur-free property, a considerable amount of recent research has focused on the use of biodiesel on diesel engines. Furthermore, due to its similar physical properties to diesel fuel, there is no need to modify the engine when the engine is fuelled with its blends Lei Zhu et al (2011). It is important for an alternative diesel fuels to be technically acceptable, economically competitive, environmentally acceptable and easily available. Among these alternative fuels, biodiesel and its derivatives, have received much attention in recent years for diesel engines. For all above reasons, it is generally not accepted that blends of standard diesel fuel with 10% or up to 20% biodiesels can be used in existing diesel engines without any modifications HuseyinAydin et al (2010). However major disadvantage of vegetable oil is its viscosity, which is considerably higher than that of mineral diesel. Because of high viscosity and low volatility of vegetable oils, the brake thermal efficiency of vegetable oils is inferior to those of diesel. This leads

A.Velmurugan et al. / International Journal of Engineering Science and Technology (IJEST)

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to problems of high smoke, HC and CO emissions. Due to some technical deficiencies, they are rarely used purely in unmodified diesel engines. They are generally used as a blend with conventional diesel fuel with low percentages. Cashew nut Shell is a biomass which is available in plenty in India. The liquid extracted from the above biomass is called Cashew Nut Shell liquid (CNSL). It is a soft honey comb structure containing a dark reddish brown viscose liquid and it is a by-product of the cashew industry which is the pericarp fluid of the nut. In India the most applied technique for extraction of oil consists of immersion of the cashew nut in a hot bath of CNSL at185-190°C.This method recovers about 50% of CNSL and this hot extraction produces a different CNSL from the natural, obtained by cold extraction. Due to the heat the anacardic acid undergoes decarboxylation and it is converted to cardanol. This oil is called technical CNSL Fernando José Araújo da Silva et al (2009). Cashew nut shell liquid (CNSL) a by-product of the industrial processing from cashew has gradually becoming a valuable raw material for the petrochemical area. One of its largest-yielding derivatives, the cardanol is currently being tested, as an antioxidant in the petrochemical industry Maria Alexsandra Rios Facanha et al (2007). Typically the composition of technical CNSL is approximately 52% cardanol, 10% cardol and 30% polymeric material, with remainder made up of other substances. The CNSL obtained through vacuum pyrolysis is cardanol rich. The technical CNSL is further processed by distillation at reduced pressure to remove the polymeric material. The composition of the distilled technical CNSL is about 78% cardanol, 8% cardol and 2% polymeric material and the remaining other substances. On simple heating at 100-175ºC the CNSL produced dark brown oil. This oil is further pyrolysis at 500ºC under vacuum Piyali Das et al (2004). The pyrolysis oil has found to have a very high calorific value (43MJ/kg) and therefore can be considered to be promising bio oil with a potential as a fuel and can be used in internal combustion engines Piyali Das et al (2003). The cardanol which is derived from CNSL is non-edible. The cardanol is appears to be best and cheapest feed stock for bio diesel production. It was suggested that cardanol can be used as a potential fuel in internal combustion engines and has been reported by the results of many studies that biodiesel can be used in diesel engines with little or no modifications Rajesh et al (2006) and Rakopoulos et al (2006).The author also tested the diesel engine with blends of CNSL and diesel. The experimental results showed that the brake thermal efficiency was decreased for blends of CNSL and diesel except the lower blends (B20). Also the emission level of the all CNSL and Diesel blends was increased compared to neat diesel Velmurugan et al (2011).The presence of a solvent additive in the biodiesel blend becomes necessary to improve the performance of the engine and hence improve the combustion characteristics. Many engine performance tests have been conducted using biofuels such as ethanol as a supplementary fuel Hansen et al (2005) and Abu-Qudais et al (2001). Various techniques have been developed to introduce ethanol into a compression ignition engine. However, the use of ethanol-diesel blends, usually named as e-diesel, has also some limitations: it has lower viscosity and lubricity, reduced ignitability and cetane number, higher volatility and lower miscibility Hansen et al (2001) and Li et al (2005) which may lead to increased unburned hydrocarbons emissions Merritt et al (2005). But there is a possibility of using higher percentages of biodiesel with solvent additives. In this work the author used ethanol as an additive with diesel and CNSL in an unmodified diesel engine. The engine performance and emissions characteristics are evaluated with blends of diesel fuel, CNSL and ethanol mixture on a diesel engine with various compositions.

2. Materials and methods

2.1 Preparations of bio fuels In this wok, the distilled technical cashew nut shell liquid (DT- CNSL) is used as an alternative bio source that has distinct advantages over other vegetable oils, which can be converted into bio diesel without involving the transesterification process. Technical CNSL is extracted automatically by a so as called hot CNSL process in which raw nuts are heated at 180-190ºC while held on a slowly traveling conveyor belt submerged into CNSL bath. During the above process, anacardic acid present in the shells gets decrboxylated to cardanol. Technical CNSL obtained by this process contains cardanol. The content of polymeric material is dependent on the amount of time shells were present in CNSL bath temperature of the CNSL bath. The polymeric material could increase as much as 60% if proper temperature and time control is not maintained during so- called hot CNSL bath process. Upon vacuum distillation of crude technical CNSL gives about brown liquid containing mostly cardanol which is called distilled technical CNSL, hereafter referred in the patent specification as DT-CNSL. Our DT-CNSL is in such a way that it contains less than 5% Polymeric material after distillation , which will be used in biodiesel formulations. (Patent 004652)


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2.2 Test fuels In this research work the distilled cashew nut shell liquid (DT-CNSL) is used with neat diesel. The DT-CNSL and diesel are mixed and stirred in the magnetic stirrer for proper mixing. This mixture was kept under investigation for more than 24 hours to see the separation of fuels. It was confirmed that there is no separation of DT-CNSL and diesel taking place. The ethanol is blended with the above mixture in the proportion of 5%, 10% and 15% by volume which is called as BDEB 5, BDEB 10 and BDEB 15. The addition of ethanol to biofuel blends changes the physicochemical properties of the blends. By using ethanol, density, kinematic viscosity, low calorific value and aromatics fractions of the blends decrease. Simultaneously, H/C ratio and oxygen content of the blends are enhanced, which has some favorable effects on the ignition and combustion of the blends. The main purpose of blending ethanol with biodiesel, as a solvent additive, is to research the possibility to use blended fuels with high percentages of biofuel in an unmodified diesel engine. Some of the properties of the diesel, biofuel, and ethanol are presented in Table 1.

3. Experimental setup and procedure

The experiments were carried out on a naturally aspirated, water-cooled, single cylinder, direct-injection diesel engine. The specifications of the engine are shown in Table 2. The engine was connected to an eddy current dynamometer, and running at constant speed of 1500 rpm. A schematic diagram of the engine setup is shown in Fig. 1. The test was started firstly with diesel fuel and when the engine reached the operating temperature, it was loaded with a eddy current dynamometer.

Table 1 fuel properties

Properties

Diesel

CNSL

Ethanol

Density (kg/m3)

0.8/0.84

0.9326

0.789

Kinematic Viscosity(cSt)

2 to 5

17.2

1.19

Calorific value (kJ/kg)

42000

41600

30000

Flash Point (ºC)

62

198

16

Auto ignition temperature(ºC)

210

206

362


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Table 2 Engine specifications

Type Vertical, water cooled, Four stroke

Make KIRLOSKAR AV-1

Number of cylinder One

Bore 87.5 mm

Stroke 110 mm

Displacement Volume 661 CC

Compression ratio 17.5:1

Maximum power 3.7 kW

Speed 1500 rpm

Dynamometer Eddy current dynamometer

Injection opening angle 23 b TDC

Injector opening pressure : 20 Mpa

1. Kirloskar AV 1 Engine 7. Weighing balance 2. Eddy current dynamometer 8. Air stabilizing tank 3. Injector 9. HORIBA-gas analyzer 4. Fuel pump 10. Smoke meter 5. Fuel filter 11.Dynamometer control 6. Fuel Tank 12. Exhaust pipe

Fig. 1. Experimental Setup


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The performance tests were carried on a single cylinder, four strokes and water cooled, kirloskar AV 1 diesel engine. The engine was directly coupled to an eddy current dynamometer. The engine was run at a constant speed of 1500 rpm. The cylinder pressure was measured by a Kistler piezoelectric sensor (Type 6056A). The pressure signals were amplified with a Kistler charge amplifier (Type 5011B) and analyzed with a combustion analyzer to obtain the heat release rate. A crank angle encoder was employed for crank-angle signal acquisition. The NOx ,CO and HC emission were measured with non-dispersive infra-red analyzers (NDIR) (Make: HORIBA make Gas Analyzer). The gas analyzers were calibrated with standard gases and zero gas before each test. Experiments were conducted at the engine speed of 1500 rpm and at five engine loads. At each engine operating mode, experiments were carried out for the diesel fuel, biodiesel (B20) and diesel, biofuel, ethanol mixture (BDEB) namely BDEB 5, BDEB 10 and BDEB 15. In this study, the diesel engine was not modified during all the tests. Before each test, the engine was allowed to operate with the new fuel for twenty minutes to clean the fuel system which is used in the previous running. The data were recorded continuously for 5 min to reduce experimental uncertainties, and average values were presented.

4. Results and discussion

Combustion, performance and emission characteristics for the various load conditions are analyzed and the results are presented in the following sections. 4.1 Combustion Characteristics The maximum heat release rate, maximum cylinder pressure and rate of pressure rise are analyzed in this chapter 4.1.1 Heat release rate Figure 2 shows the rate of pressure rise for different fuels at rated load with respect to crank angle. Diesel has the maximum rate of pressure rise among the test fuels. It is also observed that the maximum pressure rate decreases with an increase of BDEB15 in the fuel.

Fig. 2. Variation of heat release rate with crank angle

The in-cylinder heat release rate averaged over 100 cycles for different fuels are compared in Figure 2 for the maximum power of 3.7 kW. It can be seen from the figure that, at the same operating condition, the heat release rate of all BDE blends is lower than that of diesel fuel. This is due to the poor pre mixed combustion of BDE blends. In general biodiesel has lower heat release rate compared to diesel fuel Lakshmi Narayana Rao et al (2007).It is observed that the maximum heat release rate recorded for diesel. The heat release rate for diesel and BDEB15 is 99kJ/m3deg and 61kJ/m3deg respectively.


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4.1.2 Maximum Cylinder Pressure with Number of Cycles The maximum cylinder pressure (Figure 3) increases with the lower blends (BDEB5) and biodiesel of ethanol fraction in the blended fuel compared to higher blends of ethanol fraction. The maximum cylinder pressure decreases from 71.5 bars to 70 bars for the blends of BDEB5 and BDEB 15 respectively. This is due to the cooling effect of the higher blends of ethanol. Because of the lower cetane number of ethanol, the start of combustion is retarded, leading to more fuel combusted in the premixed phase, resulting in the higher maximum pressure and higher premixed heat release rate . Also, the increase in ignition delay with the BDE blends could be explained by the higher latent heat of vaporization of ethanol which causes lower in-cylinder temperature and hence increase in ignition delay. Moreover, due to the lower density and viscosity of ethanol the BDE blends could improve the spray characteristics and enhance the mixing of fuel and air, and hence increase the premixed heat release rate and the maximum pressure. At the diffusion combustion phase, the BDE blends give higher heat release rate than that of biodiesel and diesel fuel, indicating that the diffusive combustion phase is improved due to the higher oxygen content of the BDE blends, which also leads to reduction of the combustion duration.

Fig. 3. Maximum cylinder pressures

4.1.3 Maximum cylinder pressure Figure 4 shows the variation of maximum cylinder pressure with engine load. The peak cylinder pressure increases with increase in load. The peak pressure depends on the amount of fuel taking part in the uncontrolled phase of combustion, which is governed by the delay period and spray envelope of the injected fuel. It depends on the amount of fuel accumulated during the delay period that takes part in the premixed combustion phase. Longer the ignition delay more will be the fuel accumulation, which finally results in a higher peak pressure. From the heat release data, it can be noticed that the heat release rate is higher in the case of BDE blends when compared with diesel fuel. This may be the reason for high peak cylinder pressures in the case of BDE blends as compared to diesel fuel Gogoi and Baruah et al (2011).


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Fig. 4. Variation of maximum cylinder pressure with engine load

4.1.4 Rate of pressure rise Figure 5 shows the variation of the rate of pressure rise (ROPR) for the tested fuels with engine load. From the graph, it can be observed that the rate of pressure rise is higher for BDE blends operation, which is followed by diesel fuelled operation. BDE blends show higher ROPRs as compared to that of diesel fuel due to lower ignition delay that result in earlier combustion and higher peak pressures Gumus et al (2010). Also, the premixed combustion heat release is higher for BDE blends which may be responsible for higher rate of pressure rise Enweremadu and Rutto et al (2010).

Fig. 5. Variation of rate of pressure rise with engine load


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4.2 Performance and Emission Parameters

4.2.1 Brake Thermal Efficiency Fig.6. shows the variation of brake thermal efficiency with respect to load for the tested fuels. It is observed from the figure that brake thermal efficiency was 34.98%, 35.1%, 36.25% at full load of 3.7 kW for the fuel BDEB 5, BDEB10, and BDEB 15. But for Diesel and B20 were 34.52% and 29.95% respectively. The brake thermal efficiency of B20 blend was lower compared to diesel and BDEB 5, BDEB 10, BDEB 15. This may be due to the lower heating value and inferior combustion of biodiesel. Besides, the brake thermal efficiency of BDEB 5, BDEB 10, and BDEB 15 was higher than that of standard diesel fuel at full load. The possible reason for improved brake thermal efficiency may be due addition of ethanol that enhance the combustion.

Fig. 6. Comparison of Brake thermal efficiency

4.2.2 Brake Specific Fuel Consumption Diesel fuel operation showed lower Brake Specific Fuel Consumption (BSFC) as shown in Fig.7, at all loads. Increased BSFC is found with all BDE blends are due to the faster burning rates and more heat release rate Dung Nguyen and Damon Honnery et al (2008). The increase of BSFC is due mainly to the lower calorific values of biodiesel and ethanol compared with that of diesel fuel. Higher BSFC was observed for the BDEB 5, BDEB 10, and BDEB 15 fuel. Brake specific fuel consumption for BDEB 5 is 19.06%, BDEB 10 is 21.18% and BDEB 15 was 25% higher than that of diesel fuel and B20 is 5.50% is higher than diesel. The higher fuel viscosity and lower calorific value had a great influence on brake specific fuel consumption that led to higher BSFC for B20 and BDEB fuels compared to diesel fuel. The variation in BSFC of B20 and diesel was less at full load condition; possibly due to increased temperatures and consequently increased efficiencies of the engine. Hence, the brake specific fuel consumption of the higher percentage of BDEB 5, BDEB 10and BDEB 15 increases as compared to that of diesel.


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Fig. 7. Comparison of specific fuel consumption

4.2.3 Hydrocarbon Emission The variation of HC emissions are shown in fig.8. Compared with diesel fuel, BDE blends give lower HC emissions. The higher oxygen content of biodiesel leads to better combustion, resulting in lower HC Sukumar Puhan et al (2011). The HC emissions for diesel are 35ppm, while BDEB5, BDEB10 and BDEB15 are 32 ppm, 30ppm and 28ppm respectively, at full load compared with diesel. The HC emissions of BDE15 decrease 18% at the maximum load (3.7 kW) of the engine in comparison with diesel fuel. The higher oxygen content in biodiesel and addition of ethanol fuel results in lower HC emission for B20, BDEB5, BDEB10 and BDEB15. For BDE15, the amount of ethanol could increase the oxygen content and reduce the viscosity and density of the blended fuel, leading to improved spray and atomization, better combustion and hence lower CO and HC emissions.

Fig. 8. Comparison of HC emissions


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4.2.4 Carbon Monoxide Emission The Fig.9 shows that the CO emission by B20, BDEB5, BDEB10 and BDEB15 fuel is lower than that of diesel fuel at all loads. This is because of the higher oxygen content of biodiesel, which could improve the combustion process Sukumar Puhan et al (2007). The percentage reductions CO for the above fuels are B20 is 20%, BDEB5 is30%, BDEB10 is 40% and BDEB15 is 60% at full load compared diesel fuel. This can be explained by the enrichment of oxygen owing to the ethanol and biodiesel addition, in which an increase in the proportion of oxygen will promote the further oxidation of CO during the engine exhaust process. At the middle load of engine test fuels were showed lower CO emissions. It can be attributed to the enriched O2 in the combustion chamber accompanied by sufficient turbulence created by increased mean piston speed. As for higher engine load there should not be enough time for complete combustion resulted more CO emissions again.

Fig. 9. Comparison of CO emissions

4.2.5 Exhaust Gas Temperature The exhaust gas temperatures were increased for all the fuels with the increase of applied load Srivastava and Madhumita Verma et al (2008). In Fig. 10, BDEB15 shows higher temperature distribution at each load test on the engine than the other fuels namely B20 and BDEB fuels. The main reason for large difference between BDEB15 and diesel fuel may be the improved combustion of BDEB15, due addition of ethanol to biodiesel. Another reason may be the shortened combustion period of BDEB15 with increased flame velocity. Besides, the temperatures for diesel and B20 were very similar to each other. The minimum exhaust gas temperature was obtained for conventional diesel fuel.


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Fig.10. Comparison of exhaust gas temperature

4.2.6 Oxides of Nitrogen Emission The variation of oxides of nitrogen at different loads is shown in Figure 11. The NOx emissions were found to be higher for B20, BDEB5, BDEB10 and BDEB15 at full load when compared to diesel. The percentage of increase of NOx is 3.05%, 5.05%, 7.07% and 12.12% for full load compare to diesel. A number of fuel properties can affect the emission of NOx. If we can create a more completed combustion, we can get higher combustion temperature, which will cause higher NOx formation Srivastava. P.K, Madhumita Verma, (2008). Therefore, adding ethanol to biodiesel as oxygenates can enhance combustion efficiency of the fuel. Another reason for the increase of NOx emissions is the decrease of the cetane number with the addition of ethanol. It is well known that the cetane number influences NOx emissions from diesel engines. A lower cetane number means an increase in the ignition delay and more accumulated fuel/air mixture, which causes a rapid heat release in the beginning of the combustion, resulting in high temperature and high NOx formation.

Fig.11. Comparison of oxides of nitrogen


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5. Conclusion

Based on the experimental results the performance and emissions characteristics of diesel engine using BDEB and diesel fuels have been analyses and presented as follows. Compared with diesel fuel, the heat release rate of all BDE blends is lower than that of diesel fuel. It

decreases from 99 MJ/m3deg to 61 MJ/m3 deg. This is due to the poor pre mixed combustion of BDE blends.

The maximum cylinder pressure increases with the lower blends (BDEB5) and biodiesel of ethanol fraction in the blended fuel compared to higher blends of ethanol fraction. The maximum cylinder pressure decreases from 71.5 bars to 70 bars for the blends of BDEB5 and BDEB 15 respectively.

The rate of pressure rise and maximum cylinder pressure for each load is high for BDEB15 compared to diesel fuel.

The brake thermal efficiency is increased with increase of ethanol percentage. The brake thermal efficiency is 34.98%, 35.1%, 36.1% for the fuel BDEB 5, BBE10, and BDEB 15 at full load. But for Diesel and B20 were 34.52% and 29.95% respectively. The brake thermal efficiency of BDEB was higher compared to diesel, B20 and BDEB fuels.

The BSFC was increased for the BDEB 5, BDEB 10, and BDEB 15 fuel compared to diesel fuel. Brake specific fuel consumption for BDEB 15 was 25% higher than that of diesel fuel at full load.

The CO and HC emissions were reduced with the use BDEB fuel with respect to neat diesel fuel for all load condition.

The exhaust gas temperature was increased for BDEB15, at all loads compared to diesel, B20 and BDEB fuels.

The NO x emissions were increased with the use of both B20 and BDEB fuel compared to neat diesel fuel. . The NOx emissions were found to be for B20, BDEB5, BDEB10 and BDEB15 at full load. The percentage of increase of NOx is 3.05%, 5.05%, 7.07% and 12.12% for full load compare to diesel.

On the whole the blends diesel, CNSL oil and ethanol fuel can be used as alternative fuels in conventional diesel engines without any major change in the engine. Besides, the exhaust emissions for BDEB5, BDEB10 and BDEB15 were fairly reduced

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