performance of diesel engine using ethanol-diesel blend

8/13/2019 Performance of Diesel Engine Using Ethanol-diesel Blend

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WELCOME


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FINAL YEAR PROJECT

UNDER GUIDANCE OF

PROF. V. K. GUPTA


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Project PresentationOn

Performance of Diesel engineusing ethanol-diesel blend


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Introduction


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Need of Alternative Fuels

Fossil fuels are depleting

Increasing cost of petroleum products

To follow pollution norms


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Some Alternative Fuels

o CNGo LPGo Bio-Dieselo Hydrogeno Ethanolo Methanolo Electricityo Synthetic Fuels


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Criteria for Fuel Selection


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What is Ethanol

Ethanol, also known as ethyl alcohol is analcohol based liquid fuel produced by

fermentation of sugar plants.

It is usually made from corn, sorghum,and other

grain products.

Ethanol is a clear, colourless, flammableoxygenated fuel.


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How is Ethanol Made?

Ethanol can be produced from any biologicalfeedstocks that contain appreciable amounts of sugaror materials that can be converted into sugar such asstarch or cellulose. Sugar beets and sugar cane areexamples of feedstocks that contain sugar. Corncontains starch that can relatively easily be converted

into sugar. A significant percentage of trees andgrasses are made up of cellulose, which can also beconverted to sugar, although with more difficulty thanrequired to convert starch.


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Ethanol for e-diesel is generally produced byfermentation:

when certain species of yeast (most importantly,Saccharom_vces cerevisiae) metabolize sugarin the absence of oxygen, they produce ethanoland carbon dioxide.

C6H12O6 2 CH3CH2OH + 2 CO2

Ethanol can also be produced by ETHYLENEHYDRATION but it will not economical for

e-diesel purpose.

CH2=CH2 + H2O CH3CH2OH


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Why Ethanol? To reduce nation's dependence on fossil

fuels.

Renewable, domestically producedautomotive fuels.

used primarily as an octane-boosting,

pollution-cutting additive (usually 8% or10%) to gasoline.

reduces toxic air emissions, greenhouse-gas buildup, dependence on foreign oil.


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Some Ethanol Blends E-10

E-85

E-93

E-95

E-DIESEL


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E-1010% ETHANOL WITH 90% GASOLINE

Blended in gasoline as an oxygenate to

meet clean fuel requirements.

For many years, ethanol has also been

used to reduce carbon monoxide

emissions during winter.


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E-85

85% ETHANOL WITH 15% GASOLINE

The most popularly blend for light duty

vehicles E-85 is designed for use in flexible fuel

vehicles


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E-9393% ETHANOL, 5% GASOLINE AND2% ADDITIVES

It can be used for light duty vehicles but

generally used for heavy duty vehicles.


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E-9595% ETHANOL WITH 5% GASOLINE

Typically used for Heavy duty vehicles.


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Flexible Fuel Vehicles (FFVs)

Flexible fuel vehicles are those vehicles

which may run with 100% gasoline and

also with Ethanol blended fuel (E-85)


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E-Diesel

E-Diesel is a blend of Diesel and ethanol

with some additives.

It is also known as O2 diesel


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Function of additives in E-Diesel

Additives prevent the ethanol and diesel fromseparating at very low temperature or if watercontamination occur.

The performance agent improves the fuellubricity performance and gives a corrosionprotection.

The solubilizer agent keeps the fuel blend stableat various temperatures.

It acts as a Cetane improver. This additive isneeded because ethanol lowers the cetanenumber


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Why use E-diesel Good replacement for 100% diesel

Basically for environmental benefits.

Emissions follow air pollution norms

No need of modification in engine to use

this fuel.

Ethanol contains oxygen so better

combustion and wastage of fuel to

environment is less.


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E-Diesel Emissions Reductions in carbon monoxide by 40%

Reductions in particulate emissions by 20%

Reductions in nitrogen oxide emissions by

10%

Reductions in sulfate emissions by 80%

Volatile organic compounds reduced by 12% Higher ethanol and acetaldehyde emissions.


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Some Limitations of E-diesel

Separation of ethanol and diesel at very lowtemperatures (below ten degree centigrade)

Specific fuel combustion increased by 22%,not economical

Maximum engine power reduced by 7% for

maximum load and speed but retained atlower speeds.

Lower flash point than conventional diesel.


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Testing of fuel samples

100% Diesel

Sample-A

Sample-B


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Composition of Samples

Sample-A contains 10% ethanol, 70%

diesel and rest is additives

Sample-B contains 40% ethanol, 42%

diesel and remaining additives.


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Specification of Engine

Engine : Kirloskar diesel engin Type : AV 2 series 11

Rated bhp : 10

Rated rpm : 1500

Bore/stroke ratio : 80mm/110mm

Engine no. : 12/69070005

Fuel Tank Capacity : 8 liter


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Observations


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Density calculation


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Results based on calculations


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bsfc Vs load


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bsfc Vs speed (increasing load)


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bsfc Vs BHP


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BHP Vs Load


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BHP Vs Speed


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Brake thermal efficiency Vs load


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Brake thermal efficiency Vs Speedincreasing load


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Future for E-diesel

Next generation diesel fuel technology

Meeting todays clean air challenges

Improving the world air quality and climate

which is essential for today and for future

generation


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Result and Conclusion

Out of three samples of fuel tested it is foundthat Sample-A is better than others in terms of

brake thermal efficiency, brake power and lower

toxic emissions.

E-diesel is a better alternate option for dieselbecause of lower toxic emissions, minimal cost

increase and minimal reduction in performance.


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Thank You..


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1. Scope

Standard Test Method for etane Number of Diesel Fuel Oil1.1This test method determines the rating of diesel fuel oil in terms of an arbitrary scale

of Cetane number using a standard single cylinder, four-stroke cycle, variable compression ratio,

indirect injected diesel engine.

1.2The Cetane number covers range from 0 to 100 but typical testing in the range of 30to 65 cetane number.

1.3The values for the operating conditions are stared in SI units and are consideredstandard. The values in parenthesis are historical inch-pound units. In addition, the engine

measurements continue to be inch-pound units because of the extensive and expensive tooling

that has been created for these units.

1.4This standard does not purport to address all of the safety concerns, if any associatedwith its use. It is the responsibility of the user of this standard to establish appropriate safety and

health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced documents2.1ASTMStandards:

D 975 Specifications for Diesel Fuel OilsD 1193 Specification for Reagent Water

D 2500 Test Methods for Cloud Point of Petroleum OilsD 4057 Practice for Manual Sampling of Petroleum and Petroleum Products

D 4175 Terminology Rating to Petroleum, Petroleum Products and LubricantsE 1 Specification for ASTM Thermometers

E 542 Practice for calibration of Laboratory Volumetric Apparatus

E 832 Specifications for Laboratory Filter Papers

3. Terminology3.1 Definitions:

3.1.1Cetane number: a measure of the ignition performance of a diesel fuel oil obtained

by comparing it to reference fuels in a standardization engine test.Discussion- In the context of this method, ignition performance is understood to mean the

ignition delay of the fuel as determined in a standard test engine under controlled condition of

fuel flow rate, injection timing and compression ratio.

3.1.2Compression ratio: the ratio of the volume of combustion chamber including the

precombustion chamber with the piston at bottom dead center to the comparable volume with the

piston at top dead center.

3.1.3Ignition delay: that period of time expressed in degrees of crank angle rotation,between the start of fuel injection and start of combustion.

3.1.4Injection timing (injection advance): that time in the combustion cycle, measuredin degrees of crank angle, at which fuel injection into the combustion chamber is initiated.

3.2 Description of Terms Specific to This Standards3.2.1Handwheel reading: an arbitrary numerical value, related to compression ratio,

obtained from a micrometer scale that indicates the position of the variable compression plug in

the precombustion chamber of the engine.

3.2.2Cetane meter (ignition delay meter): the electrical instruments which displaysinjection advance and ignition delay derived from input pulses of multiple transducers (pickups).


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3.2.3Injector opening pressure: the fuel pressure that overcomes the resistance of the

spring which normally holds the nozzle pintle closed, and thus forces the pintle to lift and releasean injection spray from the nozzle.

3.2.4Reference pickups: transducers mounted on flywheel of the engine, triggered by a

flywheel indicator, used to establish a top dead center reference and a time base for calibration of

the ignition delay meter.3.2.5Injector pickup: transducer to detect motion of the injector pintle, thereby

indicating the beginning of injection.

3.2.6Combustion pickup: pressure transducer to expose to cylinder pressure to indicatethe start of combustion.

3.2.7Primary reference fuels: n-cetane heptamethylnonane (HMN) and volumetrically

proportioned mixtures of these materials which now define the cetane number scale byrelationship:

Cetane Number = VcDiscussion 1: In the context of this method, the arbitrary cetane number scale was originallydefined as the volume percentage of n-cetane in a blend with alpha-methylnaphthalene (AMN)

where n-cetane had an assigned value of zero (0). A change from alpha-methylnaphthalene toheptamethylnonane as the low cetane ingredient was made in 1962 to utilize a material of batter

storage stability and availability. Heptamethylnonane was determined to have a cetane number of15 based on engine calibration by the ASTM Diesel National Exchange Group. Using blends of

n-cetane and AMN as primary reference fuels.

n-cetane+0.15(%HMN)

Discussion 2:In the context of this method, the Diesel National Exchange Group ofSubcommittee D02.01 is composed of petroleum industry, governmental, and independent

laboratories. It conducts regular monthly exchange sample analyses to generate precision data for

this engine test standard and calibrates reference materials used by all laboratories.3.2.8Secondary reference fuels: volumetrically proportioned blends of two selected

hydrocarbon mixtures designated T Fuel (high cetane) and U Fuel (low cetane) where eachnumbered, paired set of T Fuel and U Fuel is calibrated by the ASTM Diesel National Exchange

Group in various combinations by comparison to primary reference fuel blends.

3.2.9Check Fuels: diesel fuels oils calibrated by the ASTM Diesel National ExchangeGroup which provide a guide for an individual laboratory to check the cetane rating performance

of a specific engine unit.

4. SUMMARY OF TEST METHOD4.1The cetane number of a diesel fuel oil is determined by comparing its combustion

characteristics in a test engine with those for blends of reference fuels of known cetane number

under standard operating conditions. This is accomplished using the bracketing handwheel

procedure which varies the compression ratio (handwheel reading) for the sample and each of

two bracketing reference fuels to obtain a specific ignition delay permitting interpolation of

cetane number in terms of handwheel reading.5. Significance and use5.1The cetane number provides a measure of the ignition characteristics of diesel fuel oil

in compression ignition engines.

5.2This test is used by engine manufacturers. Petroleum refiners and marketers, and in

commerce as a primary specification measurement related to matching of fuels and engines.


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5.3Cetane number is determined at constant speed in a precombustion chamber type

compression ignition test engine. The relationship of test engine performance to full scale,variable speed, and variable load engines is not completely understood.

5.4This test may be used for unconventional fuels such as synthetics, vegetable oils, and

the like. However, the relationship to the performance of such materials in full scale engines is

not completely understood.6. Interferences

6.1Certain gases and fumes present in the area where the cetane test engine is locatedmay have a measurable effect on the cetane number test result.

6.2This test method is not suitable for rating diesel fuel oils with fluid properties that

interfere with unimpeded gravity flow of fuel to the fuel pump or delivery through injectornozzle.

7. Apparatus7.1Engine Equipment: this test method uses a single cylinder engine which consists of a

standard crank case with fuel pump assembly, a cylinder with separate head assembly of the pre

combustion type, siphon circulating jacket coolant system, multiple fuel tank system with

selector valving, injector assembly with specific injector nozzle, electrical controls, and asuitable exhaust pipe. The engine is belt connected to a special electric power-absorption motor

which acts as a motor driver to start the engine and as a means to absorb power at constant speed

when combustion is occurring (engine firing).

7.2Instrumentation:this test method uses an electronic instrument to measure injectionand ignition delay timing as well as conventional thermometry, gases and general purpose

meters.

7.2.1A Cetane Meter (Ignition Delay Meter) is critical and shall be used for this testmethod.

7.3Reference Fuel Dispensing Equipment:This test method requires repeated

volumetric blending of two secondary reference fuel materials on an as-needed basis.

Measurement shall be performed accurately because rating error is proportional to blendingerror. A set of two burets or accurate volumetric ware shall be used and the desired batch

quantity shall be collected in a glass, metal or selected plastic container and thoroughly mixedbefore being introduced to the engine fuel system.

7.3.1Calibrated burets or volumetric ware having a capacity of 400 or 500 ml and a

maximum volumetric tolerance 0.2% shall be used.

7.3.1.1Calibrated burets shall be outfitted with a dispensing valve and delivery tip toaccurately control dispensed volume. The delivery tip shall be of such size and design that shut-

off tip discharge does not exceed 0.5 ml.

7.3.1.2The rate of delivery from the dispensing system shall not exceed 500 ml per 60 s.7.4Auxiliary apparatus

7.4.1Injector nozzle tester:The injector nozzle assembly shall be checked whenever theinjector nozzle is removed and reassembled to ensure the initial pressure which fuel is dischargefrom the nozzle is properly set. It is also important to inspect the type of spray pattern.

Commercial injector nozzle testers which include a lever-operated pressure cylinder, Fuel

reservoir and pressure gauge are available from several sources as common diesel engine

maintenance equipment.7.4.2Special maintenance tools:The number of specialty tools and measuring

instruments should be utilized for easy, convenient and effective maintenance of the engine and


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testing equipment. Lists and description of these tools and instruments are available from the

manufacturer of the engine equipment and those organization offering engineering and servicesupport for this method.

8. Reagents and reference materials8.1 Cylinder jacket coolant:water shall be used in the cylinder jacket for laboratory

locations where the resultant boiling temperature shall be 10020

C (21230

8.2 Engine crankcase lubricating oil:An SAE-30 viscosity grade oil meeting serviceclassification SF/CD or SG/CE shall be used. It shall contain a detergent additive and have a

kinematic viscosity of 9.3 to 12.5 cSt (mm

F). Water withcommercial glycol-based antifreeze added in sufficient quantity to meet the boiling temperature

requirement shall be used when laboratory altitude dictates. A commercial multi-functional watertreatment material should be used in the coolant to minimize corrosion and mineral scale that can

alter heat transfer and rating results.

2/s) at 100

0C (212

0

8.3 Primary Reference Fuels

F) and a viscosity index of not less

than 85. Oil containing viscosity index improvers shall not be used. Multi grade oil shall not be

used.

NOTE 1: Warning Primary Reference Fuel Combustible. Vapor Harmful.8.3.1n-Cetane (n-hexadecane) with a minimum purity of 99.0% as determined by

chronographic analysis shall be used as the designated 100 cetane number component.

8.3.2Heptamethylnonane (2,2,4,4,6,8,8- Heptamethylnonane) with a minimum purity of

98% as determined by chromatographic analysis shall be used as the designated 15 cetanenumber component.

8.4Secondary Reference Fuels that have been engine calibrated by the ASTM Diesel

National Exchange Group may be and typically are used for routine testing. The calibration data

are incorporated in blend tables that list the cetane number assigned for various volumepercentage blends of T Fuel and U Fuel.

NOTE 2: Warning Secondary Reference Fuel Combustible. Vapor Harmful.8.4.1T Fuel diesel fuel with a cetane number typically in range of 73 to 75.8.4.2U Fuel diesel fuel with a cetane number typically in the range of 20 to 22.

8.4.3Storage and use of T Fuel and U Fuel should be at temperatures above 0oC(32

oF) to

avoid potential solidification, particularly of T Fuel. Before a container that has been stored atlow temperature is placed in service, it should be warmed to a temperature at least 15

oC (27

o

8.5 Check Fuels diesel fuel oils typical of Specification D 975 grade no. 2- D distillate

fuel oil that has been engine calibrated by the ASTM Diesel National Exchange Group.

F)

above its Cloud Point. It should be held at this temperature for a period of at least 30 min and

then the container should be thoroughly remixed.

NOTE 3: Warning Check Fuel Combustible. Vapor Harmful.

8.5.1 Low Cetane Check Fuel with a cetane number typically in the range of 38 to 42.8.5.2 High Cetane Check Fuel with a cetane number typically in the range of 50 to 55.

performance of diesel engine using ethanol-diesel blend

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