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Renewable Energy
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Article history:
Received 19 May 2008
Accepted 5 November 2008
Available online 9 December 2008
In this study, the cylinder head, exhaust, and inlet valves of a diesel engine were coated with the ceramic
material MgOZrO2 by the plasma spray method, while the piston surface was coated with ZrO2. Thus,
a thermal barrier was provided for the elements of the combustion chamber with these coatings. Using
identical coated and uncoated engines, the effects of canola methyl ester produced by the transesterication method, and ASTM No. 2D fuel on engine performance and exhaust emissions were
studied. Tests were performed on the uncoated engine, and then repeated on the coated engine and the
results were compared. An increase in engine power and decrease in specic fuel consumption, as well as
signicant improvements in exhaust gas emissions and smoke density, were observed for all test fuels
used in the coated engine compared with that of the uncoated engine.
2008 Elsevier Ltd. All rights reserved.
Keywords:
Low heat rejection engine
Biodiesel
Emissions
1. Introduction
The energy needs of the world are increasing rapidly. The
decrease in fossil fuels, emission pollution caused by them and
increasing fuel prices make biomass energy sources more attractive. The increase in energy demand and decrease in oil reserves [1]
have focused attention on biofuels [2].
Biodiesel is a fuel that is manufactured from vegetable oils with
the help of catalysts, and may be directly used in diesel vehicles
with little or no modication.
When biodiesel is used, HC, CO, and PM ratios in exhaust
emissions are lower, while sometimes very small NOx increases
occur [3].
In many studies, it has been reported that biodiesel causes
signicantly lower PM and CO emissions compared with fossil fuels
[47].
Using high-viscosity vegetable oils in diesel engines without any
modication negatively affects both performance and engine parts.
The most important problem in directly using vegetable oils is that
contamination forms and adheres to the piston rings [8].
Several methods exist for making vegetable oils usable in
engines. The most signicant is the transesterication method. In
transesterication, vegetable oil is added to a mono hydroxyl
alcohol (ethanol, methanol) in the presence of a catalyst, and the
vegetable oil is broken into diesel fuel and glycerin; then it is
reacted with triglyceride to form alcohol ester and glycerol [9].
Studies on engine materials and designs for ensuring efcient
combustion of the fuel in the engines and decreasing pollutant
1534
Table 1
Test engine specications.
Table 2
The physical and chemical properties of ASTM No. 2D diesel and CME.
Item
Specication
Type of engine
Stroke
Number of cylinders
Bore/stroke (mm)
Compression ratio
Maximum engine power (kW)
Fuel type
Lubricating
Type of injection
Type of coolant
Maximum engine speed (1/min)
Engine volume (mm3)
biodiesel can be used more efciently in these engines. Thus, biodiesel can be used without pre-heating in these engines [15].
The objective of this study is to examine the effects of using
biodiesel as an alternative fuel in a diesel engine that has had its
combustion chamber elements coated with ceramic, to determine
any signicant effects on performance and exhaust gas emissions.
The effects of reference fuel ASTM No. 2D (2D), and canola methyl
ester (CME) were examined in a single cylinder direct injection
naturally aspirated diesel engine in full load-various speed ratios.
2. Materials and methods
A four-stroke, single cylinder, direct injection, naturally aspirated, air-cooled 6LD 400 Lombardini model diesel engine was used
in the tests. Technical specications of the engine are given in Table
1. All laboratory tests employed an electrical dynamometer (Model
Cussons P8160) as shown in Fig. 1. CO and NOx emissions (in ppm)
were measured with a Madur GA-21 Plus gas analyzer. The smoke
density (%) of the exhaust was measured with a Protech opax 2000
II device. The gas temperatures in the exhaust were measured with
a K-type thermocouple on an electrical dynamometer. The exhaust
emissions data were taken in the exhaust pipe at a distance of 1 m
from the engine. In this study, canola methyl ester (CME) was used
as alternative diesel fuels. Raw canola oil (RCO) was esteried using
the transesterication system developed at the Technical Education
Faculty, Automotive Laboratory of Firat University. RCO and methanol were mixed in certain ratios and kept at 60 C for 9 h and then
converted into methyl ester. Methyl ester from canola oil was
produced in this way. ASTM No. 2D diesel fuel (2D) was supplied
from a commercial gas station in Elazig/Turkey, and raw canola oil
was supplied from oil factories. Physical and chemical analyses of
2D, and CME were performed using the following methods: ASTM
D1798 (density), ASTM D 93 (ash point), ASTM 445 (viscosity), and
ASTM D 4737 (cetane number). Each value is the arithmetic mean of
ve tests. Physical and chemical properties of the test fuels are
Properties
of fuels
Density
at 20 C
(kg/1)
Viscosity
at 20 C
(mm2/s)
Cetane
number
Flash
point
( C)
Caloric
value
(kJ/kg)
Canola methyl
ester (CME)
ASTM No. 2D
(2D)
0.87
4.30
51
84
39573
0.83
3.20
47
58
42300
given in Table 2, and fuels used and mixture ratios are given in Table
3. 2D, and CME were mixed at ratios of 20% and 35%, respectively.
100% pure CME and 100% pure 2D (reference fuel), were also used
in the tests. Mixtures were prepared just before the tests. According
to Table 2, a sharp decline occurred in the viscosity of the vegetable
oil, its ash point decreased, its cetane number increased, and its
caloric value became closer to that of 2D diesel fuel due to the
transesterication method.
Cylinder head, exhaust and inlet valves of the diesel engine used
in the tests were coated with MgOZrO2, which is a ceramic
material, to a thickness of 0.35 mm over a 0.15 mm thickness of
NiCrAl bond coat, by the plasma spray method. The piston surface
was coated with 0.35 mm of ZrO2 over a 0.15 mm layer of NiCrAl
bond coated by the plasma spray method.
The engine was run for 30 min with 2D fuel to achieve a normal
working temperature. First, the uncoated engine was tested and the
results were obtained. Then, the tests were repeated under
the same conditions using coated combustion chamber elements of
the same engine.
The tests were performed at full load conditions for engine
speeds of 1800, 2100, 2400, 2700 and 3000 rpm. These tests were
repeated for both the coated (CE) and uncoated (UE) engines under
the same conditions. The engine was maintained at each speed and
then the measurement results were recorded. All measurements
were repeated at least three times at each speed.
3. Results and discussion
3.1. Engine power (Pe)
The variation of engine power depending on engine speed is
seen in Fig. 2(a) and (b). Engine power increases with the increase
in engine speed in all test fuels for both the UE (a) and CE (b). This
suggests increasing fuel consumption of the engine with the
increase in speed. Average PE increase in the CE (b) was determined
to be 8.4% for 2D, 3.5% for CME-100, 1.6% for CME-20, 1.7% for CME35, compared with that of the UE (a). As seen in Fig. 2(b), the
highest increase among the alternative test fuels, 3.5%, was
observed in the CME-100. An increase in Pe value occurred for all
test fuels used in the CE (b). This increase in Pe value may be
explained by an increase in the temperature of the combustion
chamber elements due to a thermal barrier effect caused by the
ceramic coating, and causing combustion to be improved, as has
been expressed in various studies [12,16,17].
3.2. Specic fuel consumption (SFC)
Fig. 3(a) and (b) shows the SFC variations depending on the
speed of the engine. SFC increases at low speed, decreases at
Table 3
Fuel compositions.
Fig. 1. Schematic of test set-up. (1) Engine; (2) Electrical load bank; (3) Control panel;
(4) Air lter; (5) Air measurement; (6) Fuel tank; (7) Burette; (8) Smoke meter; (9)
Exhaust gas analyzer.
No.
Test fuels
1
2
3
4
2D-100
CME-100
CME-20
CME-35
5
4
Pe ( kW )
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
3
2
1
0
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
Pe ( kW )
1535
3
2
1
1800
2100
2400
2700
3000
1800
2100
2400
2700
3000
Fig. 2. Comparison of Pe of test fuels at different speeds in UE (a) and CE (b) engines.
700
600
700
500
400
300
200
100
0
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
800
SFC (g/kWh)
SFC (g/kWh)
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
800
600
500
400
300
200
100
1800
2100
2400
2700
3000
1800
2100
2400
2700
3000
Fig. 3. Comparison of SFC of test fuels at different speeds in UE (a) and CE (b) engines.
medium speed, and increases again at high speed in both the UE (a)
and the CE (b) for all test fuels. The decrease in SFC was 4.9% for 2D,
5.8% for CME-100, 4.7% for CME-20, and 8.0% for CME-35 in the CE
(b) compared with UE (a). Because the caloric value of biodiesel
fuel is lower than that of 2D fuel [18], the SFC of biodiesel and its
mixtures are higher than that of 2D for both engines. However,
a decrease in SFC was observed for all test fuels in CE (b). This may
occur as a result of more HC addition to the combustion reaction
and the decrease in the heat transferred due to the ceramic coating
of combustion chamber elements. Some studies [12,14,15,19,20]
have shown similar results.
3.3. Carbon monoxide (CO) emissions
Fig. 4(a) and (b) shows variations of CO emissions depending on
the speed of the engine. CO emission is high at low speed in both
the UE (a) and the CE (b) for all test fuels; it decreases at medium
speed and starts to increase above medium speed. For both engines,
the lowest CO emission occurred in CME-35, compared with that of
770
CO (ppm)
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
880
660
880
550
440
330
660
550
440
330
220
220
110
110
1800
2100
2400
2700
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
770
CO (ppm)
3000
1800
2100
2400
2700
Fig. 4. Comparison of CO of test fuels at different speeds in UE (a) and CE (b) engines.
3000
1536
250
NOx (ppm)
150
100
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
50
0
250
200
200
1800
2100
2400
2700
NOx (ppm)
150
100
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
50
0
3000
1800
2100
2400
2700
3000
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
35
30
25
20
15
10
5
0
1800
2100
2400
2700
35
Fig. 5. Comparison of NOx of test fuels at different speeds in UE (a) and CE (b) engines.
30
25
20
15
10
5
0
3000
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
1800
2100
2400
2700
3000
Fig. 6. Comparison of smoke density of test fuels at different speeds in UE (a) and CE (b) engines.
500
a
2D-100/UE
CME-100/UE
CME-20/UE
CME-35/UE
400
300
200
100
0
medium engine speed in the UE (a) and the CE (b). NOx emission is
low at low speed for both engines. Considering that the combustion
chamber temperature is low at low speed and that low temperature
reduces NOx formation [24,25], this is an expected result. As seen in
Fig. 5(a) and (b), NOx formation decreases in both engines for all
test fuels as speed increases above medium levels. This is because
there is not sufcient time for NOx formation despite the increase in
temperature.
Increases in NOx emission in the CE (b), compared with the UE
(a), are 4.9% for 2D, 5.3% for CME-100, 4.8% for CME-20, and 7.3% for
CME-35. An increase in NOx emission was observed for all test fuels
used in the CE (b) compared to the UE (a). The NOx increase for all
test fuels used in the CE (b) may be a result of an increase in aftercombustion temperature due to the ceramic coating.
Biodiesel and its mixtures used in both engines cause more NOx
emission compared with that of the reference fuel because of their
higher oxygen contents than that of fossil fuels [4,26].
1800
2100
2400
2700
3000
500
2D-100/CE
CME-100/CE
CME-20/CE
CME-35/CE
400
300
200
10
0
1800
2100
2400
2700
Fig. 7. Comparison of exhaust gas temperature of test fuels at different speeds in UE (a) and CE (b) engines.
3000
1537