Rafi Seminar

7/29/2019 Rafi Seminar

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1.INTRODUCTION

The internal combustion engines have already become an

indispensable and integral part of our present day life style, particularly in the

transportation and agricultural sectors which collectively form not only one of the

main consumers of fossil fuels but also one of the major contributors to

environmental pollution. Thus, automotive, truck and non-road engines/vehicles

constitute an important field, where the use of alternative fuels emerges as a very

promising, long-term, alternative solution in order to achieve the desired

diversification from petroleum products .The world is presently facing with the

twin crises of fossil fuel depletion and environmental degradation. The increasing

industrialization and motorization of the world has led to a steep rise for the

demand of petroleum-based fuels. Petroleum-based fuels are obtained from limited

reserves. These finite reserves are highly concentrated in certain regions of the

world. Therefore, those countries not having these resources are facing

energy/foreign exchange crisis, mainly due to the import of crude petroleum. Also

the world reserves of primary energy and raw materials are obviously limited.

According to an estimate the reserves will last for 218 years for coal, 41 years for

oil, and 63 years for natural gas [1], Hence the prices of crude oil keep rising and

fluctuating on a daily basis. So it is necessary to look for alternative fuels which

can be produced from resources available locally within the country and

renewable, such as alcohol, biodiesel, vegetable oils etc. which promise a very

good relation with sustainable development, energy conservation, efficiency and

environmental preservation. The fuels of bio-origin can provide a feasible solution

to this worldwide petroleum crisis. Various bio fuel energy resources explored

include biomass, biogas, primary alcohols, vegetable oils, biodiesel etc.



The name bio-diesel was introduced in the United States during

1992 by the National Soy Diesel Development Board (presently National Bio-

diesel Board) which has pioneered the commercialization of bio diesel in the US.

Bio-fuels are fuels produced by a number of chemical / biological processes from

biological materials like plants, agricultural wastes etc, Bio fuel is a source of

renewable energy. Bio diesel can be used as a pure fuel or blended with petroleum

diesel depending on the economics and emissions without any engine

modifications.

There are many tree species which bear seeds which is rich in oil and

having properties of an excellent fuel and which can be processed as a diesel

substitute. One of the most promising fuel alternatives is the vegetable oils and

their derivatives. Plenty of scientific articles and research activities from around

the world were printed and recorded. Oils from coconut, soy bean, sunflower,

safflower, peanut, linseed and palm were used depending on what country they

grow abundantly. It has been reported that in diesel engines vegetable oils can be

used as fuel, straight as well as in blends with the diesel. It is evident that there are

various problems associated with vegetable oils being used as fuel in compression

ignition engines, mainly caused by their high viscosity. The high viscosity is due to

the molecular mass and chemical structure of vegetable oils, which in turn leads

the problems in pumping, combustion and atomization in the injector system of

diesel engine. Due to the high viscosity, vegetable oils normally introduce the

development of gumming, the formation of injector deposits, ring sticking as well

as incompatibility with conventional lubricating oils in long-term operations.

The use of edible oil for production of bio-fuel will create scarcity in

food production. So it is recommended to use non-edible oils in bio-fuel

production. Of these some important varieties are Jatropha, Neem, Mahua etc. And



the performance of Jatropha and other oils as blends with diesel as well their

esters, have been well established and documented as Internal Combustion (IC)

Engine fuels. This paper is based on a new variety of bio-fuel extracted from

Cashew Nut Shell Liquid (CSNL) called Cardanol.

2. Cashew Nut Shell Liquid (CNSL)

2.1 Introduction to cashew tree

Cashew is important as a tree to counterbalance deforestation. These

trees are wild and therefore once established will look after themselves. Cashew is

an immigrant tree from Eastern Brazil and now among the top three commercial

crops of India [2]. The Cashew Nut Shell contains 25-34% oil which was not much

used earlier. Commercial and industrial applications are being developed in the

recent decade. This research work investigates Cashew Nut Shell Liquid (CNSL)

as an alternative fuel for Internal Combustion Engine, which was not experimented

earlier. CNSL can power the engines at cashew processing industries and

surrounding places and has the cost saving advantage due to its much lesser price

compared to diesel.

Cashew trees are boon to the country, in the sense that they not only

yield cashew but also can produce gasoline supplement ethanol from the fruit

(cashew apple), yet another valuable product - CNSL. India is the largest producer

of Cashew in the world. In India Cashew nut cultivation presently covers a total

area of 0.70 million hectares of land, producing over 0.40 million tons of raw

cashew nuts .So the potential for cashew derived fuels to supplant the increasing

energy gap is promising. Over the past 25 years, the area under the Cashew crop



has increased with an average productivity of about 635 kg per hectare. The

productivity in Kerala is 1178 kg per hectare which is nearer to Maharashtra state,

is the highest with 1300 kg per hectare [3].

2.2 CNSL and its extraction:-

The cashew nut shell is about 0.3 cm thick, having a soft feathery outer

skin and a thin hard inner skin. Between these skins is the honeycomb structure

containing the phenolic material known as CNSL. Inside the shell is the kernel

wrapped in a thin skin known as the testa[4]. CNSL is a reddish brown viscous

liquid, having 4 major components viz. Anacardic acid, Cardanol, Cardol, Methyl

Cardol which are naturally occurring unsaturated phenols. CNSL is traditionally

obtained as a byproduct during the process of removing the cashew kernel from the

nut. The processes used are mainly hot-oil and roasting in which the CNSL oozes

out from the shell [3].



Technical CNSL, (i.e. heat extracted) the heating process leads to

decarboxylation of the anacardic acid to form cardanol. Typically, the composition

of technical CNSL is approximately 52% cardanol, 10% cardol, 30% polymeric

material, with the remainder being made up of other substances. The technical

CNSL is often further processed by distillation at reduced pressure to remove the

polymeric material. The composition of distilled technical CNSL is approximately

78% cardanol, 8% cardol, 2% polymeric material, 1% 2-methyl cardol, 2.3%

heptadecyl homologue triene, 3.8% heptadecyl homologue diene and the remainder

other homologous phenols. Cardanol is a naturally occurring monohydroxyl phenol

having a long hydrocarbon chain in the Meta position.

Fig no1.Chemical Structures of Anacardic acid, Cardanol and Cardol

2.3 Processing of CNSL

Higher the processing methods and refinement, higher will

be the cost of CNSL which is further augmented due to increased

handling, transportation, chemicals and energy input for processing, Due

to bulk availability, low price and ease of production for

experimentation in IC engine expeller cold extracted CNSL is chosen[3].



If the performance is proven then it will be the cheapest renewable fuel

will benefit the cashew processing countries.

Fig 2. Expeller machine

2.4. Testing of Cardanol Bio-fuel Blend (CBF)

Vegetable oil can be directly mixed with diesel fuel and may be used

for running an engine. Much of the world uses a system known as the "B" factor to

state the amount of biodiesel in any fuel mix:-

100% biodiesel is referred to as B100, while

20% biodiesel, 80% petrodiesel is labeled B20



5% biodiesel, 95% petrodiesel is labeled B5

2% biodiesel, 98% petrodiesel is labeled B2.

2.4.1 Properties of the CBF blends

3 Performance test on Double cylinder CI engine[1]

In this investigation the various performance and emission tests were

conducted on four strokes twin cylinder engine manufactured by M/s Kirloskar

Company limited (as shown in Fig.). The tests were conducted up to 25% blends,

because the viscosity of above 25% blends exceeds more than 5 Cs.



Engine test rig.

3.1 Engine specifications:-



3.2 Emission Equipment:-

A DELTA 1600-L of MRU make Exhaust gas analyzer is used to find the NOx

(ppm), UBHC (ppm), and CO (%) emissions in the exhaust.

3.3 Operating And Recording Procedure:-

1. Calculated volume of 10%, 20%, 30% and 40% CNSL were taken in measuring

jar and mixed with 90%, 80%, 70%, 60% neat diesel respectively[5]. After stirring

using a magnetic stirrer for 15 minutes, blends were ready on volume basis.

2. Engine was allowed to run for 15 minutes to enable warming up of components

to reach stable condition for testing.

3. Loading was done for neat diesel in 5 steps starting from no load, 25% load,

50%load, 75% load and full load (10Hp) condition. Once the stable running was

achieved, time taken for 10cc was noted down by a stopwatch.. Engine speed was

also recorded for complete range of loading.

4. Flexible hose from the flue gas tapping was taken out and connected to the

exhaust gas analyzer.

5. Five sets of readings were recorded for each fuel composition and average value

was calculated and used for calculation in order to reduce the experimental errors.

6. Readings observed for standard diesel fuel are taken as the base.

7. Subsequently four CNSL blends ranging from 10 to 25% by volume and diesel

90 to 75% respectively, were tested one after the other by filling the blend in the



biodiesel tank. The 3way valve were opened and closed suitably to changeover

from one blend to another.

8. Sufficient time was allowed to empty the previous blend in the filter, pipeline

and injector lines. Warming up time of 10 minutes for each blend is necessary to

obtain accurate reading in order to assess the correct behavior of each blend.

9. All the readings are recorded in the same way as described from steps 1 to8.. For

each blend and each loading average value of 5 measurements of each parameter is

recorded in the tabular format.

10. After completing all the testing of the blends, once again the neat diesel was

used to purge the lines containing the Bio fuel so that accumulation, settling and

gumming could be avoided.

11. The required characteristics curves are plotted.

4. Result and Discussion:-

The performance test on Double cylinder CI engine is conducted

and various characteristic curves are plotted . The performance of the engine was

evaluated in terms of Brake Power (BP), Brake Thermal Efficiency (BTE), brake

Specific Fuel Consumption (SFC) and also the emission of various gases like NOx,

UBHC, and CO are analyzed.

4.1. Brake thermal efficiency v/s Brake power

The variation of brake thermal efficiency with brake power

for different volumetric blends is presented in below figure. In all cases,

it increased with increase in brake power. This was due to reduction in



heat losses and increase in brake power with increase in load. The brake

thermal efficiency obtained for CBF blends was less than that of diesel.

This lower brake thermal efficiency obtained could be due to lower

calorific value and increase in fuel consumption as compared to diesel.

4.2 Brake specific energy consumption v/s Brake power

Brake specific energy consumption decreases by 25-30%

approximately with increases in brake power. This reverse trend was observed due

to lower calorific value with increase in bio fuel percentage in the blends.



4.3 NOx Emission v/s Brake power

It has been observed that NOx emissions (ppm) increases with increased proportion of blends and also with higher EGT (This increasing trend of EGT is

mainly because of generating more power and consumptions of more fuel at higher

loads). This trend mainly because of presence oxygen in bio fuel, this leads to

more oxidation at higher temperature and responsible for more Nox emissions.



4.4 HC emission v/s brake power

It has been observed that HC emissions are nominal up to B20, and

more at B25, the reason for this is the incomplete combustion.

4.5. CO emission v/s brake power

It is observed that the carbon monoxide emissions increases with

higher blends, and increases slightly more after 20% blends. The minimum and

maximum CO produced was 0.03e0.08%. At higher loads Co emissions slightly

decreased. At elevated temperature, performance of the engine improved with

relatively better burning of the fuel resulting in decreased CO.



5.Conclusion

Based on the results of the study the following conclusions were obtained.

The significant factor of cardanol bio fuel is its low cost, its abundance and

it is a byproduct of cashew nut industries so it helps to reduce costly

petroleum imports.

The price of Cashew Nut Shell Oil is in the range of US $ 0.34 to 0.51 per

litre (2011 prices) in India depending upon the location and grade. Thus the

idea of blending CNSL up to 35% with diesel (US $ 0.9/ litre) direct fuel

cost savings of 20 to 25% is possible. At present, all the biodiesel products

cost 3 to 5 times the diesel price[3],

The properties like density, viscosity, flash and fire points of cardanol biofuel volumetric blends under test are higher, and calorific values are lower

and are in the range of 94-96%that of diesel.



The brake specific energy consumption decreases by 30-40% approximately

with increases in brake power. This reverse trend was observed due to lower

calorific value with increase in bio fuel percentage in the blends.

The brake thermal efficiency obtained for Cardanol bio fuel volumetric

blends was less than that of diesel. This lower brake thermal efficiency

obtained could be due to lower calorific value and increase in fuel

consumption as compared to diesel.

The NOx emissions (ppm) increases with increased proportion of blends and

also with higher EGT. This trend mainly because of presence oxygen in bio

fuel, this leads to more oxidation at higher temperature and responsible for more NOx emissions.

The HC emissions are nominal up to B20, and more at B25, the reason for

this is the incomplete combustion.

The Carbon monoxide emissions increases with higher blends, and increases

slightly more after 20% blends. At higher loads CO emissions slightly

decreased may be due to at higher temperatures the performance of the

engine improved with relatively better burning of the fuel resulting in

decreased CO.

Low sulphur content and hence environment friendly[6].

Personal safety is improved (flash point is higher than that of diesel).

It is biodegradable.

It contains low aromatics compared to diesel.

The ozone (smog) forming potential of CNSL constituents are less than

diesel fuel. Generally, the ozone forming potential of the biofuel

hydrocarbon emission, is 50% of diesel.



From the above study it is observed that up to 20% blends of cardanol bio fuels

may be used as diesel fuel substitute in CI Engines without any modifications.

References:-

[1]www.wikipedia.com

[2] Cashew Statistics Book (2009).

[3] Technical Sustainability of Cashew Nut Shell Liquid as a

Renewable Fuel in Compression Ignition Engine. By V. Palvannan K.

Balagurunathan. European Journal of Scientific Research ISSN 1450-

216X Vol.76 No.4 (2012), pp.614-627 © EuroJournals Publishing, Inc.

2012 http://www.europeanjournalofscientificresearch.com

[4] Performance and Emission Characteristics Studies on StationaryDiesel Engines Operated with Cardanol Biofuel Blends. ByD.N.Mallikappa, Rana Pratap Reddy, Ch.S.N.Murthy.

INTERNATIONAL JOURNAL of RENEWABLE ENERGY RESEARCH

D.N.Mallikappa et al., Vol.2, No.2, 2012.

[5]Performance and emission characteristics of double cylinder CI

engine operated with cardanol bio fuel blends, Mallikappa D.N., RanaPratap Reddy, Ch.S.N. Murthy. journal of Renewable Energy 38 (2012)150-154.

http://www.wikipedia.com/



http://www.europeanjournalofscientificresearch.com/







[6] Use ofvegetable oils as I.C. engine fuels — A review by

A.S. Ramadhas , S. Jayaraj, C. Muraleedharan. journal of Renewable

Energy 29 (2004) 727 – 742.

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