1. In-cylinder combustion and emission characteristics of an agricultural diesel engine fuelled with blends of diesel and oxidatively stabilized Calophyllum methyl ester
Prof. Chinmaya Mishra1
KIIT University, Bhubaneswar
Prof. Naveen Kumar2
Delhi Technological University
Prof. Purna Chandra Mishra3
KIIT University, Bhubaneswar
Prof. Biswabandita Kar4
KIIT University, Bhubaneswar

2. A BIRD’S VIEW OF THE TALK
RESULTS & CONCLUSION
MATERIALS &
METHODS
Contents Layout
PROBLEM FORMULATION
MOTIVATION
INTRODUCTION
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3. Carbon footprints reduction for motor fuels key to sustainable growth.
INTRODUCTION
Carbon footprints reduction for motor fuels key to sustainable growth.
Biodiesel is a promising option.
Feedstock diversification essential to improve supply.
Diversified feedstock brings challenges like poor oxidation stability and increased tail pipe NOx emission.
Additives can address these twin challenges.
Aromatic amine based antioxidant additives are suitable options to be explored.
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4. MOTIVATION Energy Scenario Glimpse
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Curtsey: IEA, BPSR, World Bank, Planning commission etc.

5. Why diesel replacement critical for sustainability?
Curtsey: Basic statistics on Indian Petroleum, Ministry of Petroleum, GOI
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6. Background & direction of investigation1 2 3 4
Feedstock Availability
Irrigation & rural electrification
needs
Diesel replacement with biodiesel
from locally available feedstock
Faceoff with twin challenges of increased NOx & poor oxidation stability
ADDITIVE APPLICATION
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7. Literature Review Researcher Finding Remarks Hoekman et. al
Theories for biodiesel NOx effect
Use of additives suggested
Varatharajan et. al
Additives L-ascorbic acid, ethylenediamine etc. evaluated on Jatropha methyl ester.
0.025% concentration led to impressive NOx reduction
DPPD & NPPD antioxidant additive effect on Soya biodiesel
Aromatic amine antioxidants additives effective in NOx reduction
Agarwal et. al
BHT, BHA, TBHQ, PG additive effect on Karanja oil methyl ester
TBHQ & BHA improved oxidation stability substantially
Damasceno et. al.
Cafeic, Ferulic acid & TBHQ additive effect on Soya biodiesel
Oxidation stability improved to 6.6 hours fulfilling EN14214
Dunn, Focke et. al., Jain et. al., Liang et. al., Lamba et. al., Obadiah et. al.
BHT, BHA, TBHQ, PG, Orox PK, tocopherol etc. evaluated on soya, jatropha, karanja, sunflower, palm, pongamia pinnat etc.
Aromatic amine additives improved oxidation stability and reduced tailpipe emission with varying effect from oil to oil.
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8. PROBLEM FORMULATION
Antioxidant additives reduces the tail pipe NOx emissions & improves the oxidation stability.
Research on non-edible, high FFA vegetable oil biodiesel and their engine trials is the missing link.
Prepare biodiesel from a high FFA local vegetable oil, from coastal Odisha known as Calophyllum Inophyllum and study its oxidation stability with and without aromatic amine antioxidant TBHQ. Comparative performance, emission and in-cylinder combustion characteristics of a diesel engine running on neat diesel, diesel-biodiesel blends with and without additives.
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9. MATERIAL AND METHODS Calophyllum Inophyllum vegetable oil
High oil content, extensive availability, non-edible nature, low water requirement, growth on non-arable lands etc. makes this oil seed highly suitable for biodiesel
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Curtsey: Atabani et. al.

10. Calophyllum Biodiesel & TBHQ additive
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11. Copper-strip corrosion
Fuel characteristics
Property
Units
ASTM D6751
EN14214
D100
B100
cSt
3.12
3.45
kg/m3
880
824
877.6
Acid value
mg KOH/g
Max.0.5
0.34
Flash point °C
Min.130
Min.120 78
165.5
Pour point
-15 to 16 -
2.0
Cloud point
-3 to 12
CFPP 19
Max. +5 -8
0.0
Heating value
MJ/kg
Min 35
46.83
41.442
Oxidation stability
hours
Min 3
Min 6
3.97
Cetane number
Min 47
Min 51 51 56
Iodine value
G I2/100g
Max 120
106.5
Carbon residue
wt.%
Max 0.05
Max 0.3
0.03
Copper-strip corrosion
Max 3
Min 1 1a
Sulphur content
vol%
Max 10a
<50
6.23
Ash content
Max 0.02
Max0.02
0.001
Phosphorous content 10 4 3
Carbon 77 72
Hydrogen 12
12.2
Oxygen 11
11.80
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12. Oxidation stability with TBHQ additive
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13. Agriculture diesel engine
Make
Kirloskar
No. of cylinder 1
Strokes 4
Rated Power
3.5
Cylinder diameter
87.5mm
Stroke length
110mm
Connecting rod length
234mm
Compression ratio
17.5:1
Orifice diameter
20mm
Dynamometer arm length
185mm
Inlet Valve Opening
4.5°BTDC
Inlet Valve Closing
35.5°ABDC
Exhaust Valve Opening
35.5°BBDC
Exhaust Valve Closing
4.5°ATDC
Fuel injection timing
23⁰BTDC
Test Engine
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14. Control Panel & Emission Analyzer
Data Acquisition System
Control Panel
EGA & Smoke meter
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15. Test Rig
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16. Test Rig Error Band S.N. Measurements Measurement Principle Range
Accuracy 1
Engine load
Strain gauge type load cell
0-25 Kg
±0.1Kg 2
Speed
Magnetic pick up type
rpm
±20 rpm 3
Time
Stop watch --
±0.5% 4
Crank angle encoder
Optical
0-720 °CA
± 0.2⁰CA 5
Pressure
Piezoelectric
0-200 bar
± 1 bar
Calculated results
Uncertainty 6
Engine power
0-8 kW
±1.0% 7
Fuel consumption
Level sensor
±2.0% 8
Air consumption
Turbine flow type 9
BTE 10
BSEC
±1.5% 11
In-cylinder temp.
Ideal gas equation
Up to 3000°K
±5.0%
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17. RESULTS Brake thermal efficiency
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18. CO & HC Emission
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19. Smoke and NOx emissions
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20. Cyclic variability & Average P~ɵ history
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21. PRR & HRR Curves
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22. MFB & Combustion duration curve
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23. Phase wise heat release & combustion table
Fuel
Peak Pressure
(bar)
Peak HRR
(J/°CA)
CHR
(J)
TCD
(°CA) ID
D100
67.51
67.56 24 14
CB10
68.13
65.92 25 12
CB20
65.8
57.69 26 11
CBT10
65.10
56.92
CBT20
53.53
53.56 10
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24. Conclusion
CBT10 and CBT20 exhibited 3.37% and 3.55% higher full load BTE as compared to CB10 and CB20.
Full load BSEC of CBT10 and CBT20 were 13.0 MJ/kWh and 13.7 MJ/kWh respectively to 13.5 MJ/kWh by CB10 and 14.2 MJ/kWh by CB20 test fuels.
The full load CO emission of D100 was 0.14%. CBT10 and CBT20 exhibited 0.11% and 0.13% by volume of full load CO emission as compared to 0.08% and 0.1% by volume exhibited by CB10 and CB20 respectively.
CBT10 and CBT20 demonstrated 42 and 39 ppm each of volumetric HC emission as compared to 38 and 34 ppm by CB10 and CB20 respectively.
CBT10 and CBT20 exhibited 779 ppm and 795 ppm each of NOx by volume as compared to 860 ppm and 890 ppm exhibited by neat biodiesel blends CB10 and CB20 .
Neat diesel exhibited highest full load smoke opacity of 99.5% followed by CBT10, CBT20, CB10 and CB20 with smoke opacities of 96%, 94%, 92% and 90% respectively
Peak in-cylinder pressure exhibited by D100 at full load was bar as compared to bar, 65.8 bar, 65.1 bar and bar exhibited by CB10, CB20, CBT10 and CBT20 test fuels
Fluctuation in in-cylinder pressure for 91 consecutive cycles was reported for diesel baseline ranging from 64.2 bar to 71.8 bar where as the minimum fluctuation of 63.6 bar to 67.8 bar was reported for CBT20.
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25. Conclusion (Contd.)
Peak pressure rise rate was found to be the highest for baseline data of diesel that stood at 5.26 bar per degree crank angle (bar/ºCA) as compared to 5.18 bar/ºCA, 4.65 bar/ºCA, 4.58 bar/ºCA and 4.38 bar/ºCA for CB10, CB20, CBT10 and CBT20 test fuels respectively
Heat release rate was highest for D100 that stood at J/ºCA followed by J/ºCA, J/ºCA, J/ºCA and J/ºCA exhibited by CB10, CB20, CBT10 and CBT20 test fuels respectively
Diesel baseline exhibited an ignition delay of 14CAD followed by 12CAD, 11CAD, 11CAD and 10CAD each by CB10, CB20, CBT10 and CBT20 respectively
Controlled or diffusion phase combustion duration as a fraction of total combustion duration was increased from 41.6% for D100 to 41.9% and 55% for the CB10 and CB20 test fuels
Antioxidant containing test fuels CBT10 and CBT20 moved the trend forward with 68% and 67.8% diffusion phase combustion duration as a fraction of TCD indicating smoother combustion
Fraction of diffusion phase heat release to the total heat release was increased from 49.2% for diesel baseline to 54.3%, 54.9%, 55.7% and 55.4% for CB10, CB20, CBT10 and CBT20 test fuels respectively.
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26. THANK YOU
QUESTIONS PLEASE?
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