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Renewable Energy 32 (2007) 11361154 www.elsevier.com/locate/renene

Use of HOT EGR for NOx control in a compression ignition engine fuelled with bio-diesel from Jatropha oil
V. Pradeep, R.P. Sharma
Internal Combustion Engines Laboratory, Department of Mechanical Engineering, Indian Institute of Technology Madras, Chennai 600036, India Received 23 December 2005; accepted 30 April 2006 Available online 27 June 2006

Abstract Environmental degradation and depleting oil reserves are matters of great concern round the globe. Developing countries like India depend heavily on oil import. Diesel being the main transport fuel in India, nding a suitable alternative to diesel is an urgent need. Jatropha based bio-diesel (JBD) is a non-edible, renewable fuel suitable for diesel engines and is receiving increasing attention in India because of its potential to generate large-scale employment and relatively low environmental degradation. Diesel engines running on JBD are found to emit higher oxides of nitrogen, NOx. HOT EGR, a low cost technique of exhaust gas recirculation, is effectively used in this work to overcome this environmental penalty. Practical problems faced while using a COOLED EGR system are avoided with HOT EGR. Results indicated higher nitric oxide (NO) emissions when a single cylinder diesel engine was fuelled with JBD, without EGR. NO emissions were reduced when the engine was operated under HOT EGR levels of 525%. However, EGR level was optimized as 15% based on adequate reduction in NO emissions, minimum possible smoke, CO, HC emissions and reasonable brake thermal efciency. Smoke emissions of JBD in the higher load region were lower than diesel, irrespective of the EGR levels. However, smoke emission was higher in the lower load region. CO and HC emissions were found to be lower for JBD irrespective of EGR levels. Combustion parameters were found to be comparable for both fuels. r 2006 Elsevier Ltd. All rights reserved.
Keywords: HOT EGR; Jatropha; NO (Nitric oxide)

Corresponding author.

E-mail addresses: rpsharmaiitm@gmail.com, rpsharma@iitm.ac.in (R.P. Sharma). 0960-1481/$ - see front matter r 2006 Elsevier Ltd. All rights reserved. doi:10.1016/j.renene.2006.04.017

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1. Introduction Use of efcient diesel engines need encouragement in the future since they consume less fuel and signicantly reduce potent green house gases like carbon dioxide. Ever increasing diesel consumption, large outow of foreign exchange and concern for environment have prompted developing countries like India to search for a suitable environmental friendly alternative to diesel fuel. The country has to simultaneously address the issues of energy insecurity, increasing oil prices and large-scale unemployment. It is in this context that development and use of bio-diesel from Straight vegetable oils (SVO) like Jatropha Curcas may be looked at. Straight vegetable oils even though projected as an engine friendly fuel by many researchers have recently lost its attraction. Being highly viscous and less volatile, SVOs will result in poor spray atomization, vaporization, and pose serious threat to the engine health in the long run. More over many SVOs are edible oils whose continuous supply cannot be ensured in India [14]. 1.1. Features of Jatropha Curcas

  

The Jatropha Curcas plant can grow in waste lands and consumes less water. Its cultivation, seed collection, oil extraction, and bio-diesel production can generate large-scale employment. The by-products during bio-diesel production can be used in soap and fertilizer industry.

Vegetable oils are triglycerides and as per ASTM, bio-diesels are mono alkyl esters of long chain fatty acids derived from renewable fats such as oils and animal fats for use in diesel engines. Transesterication is an effective process of bio-diesel production in which straight vegetable oils are treated with methanol in the presence of catalyst. Catalysts like sodium or potassium hydroxide are generally used [15]. Jatropha Curcas oil (SVO) is chemically modied into bio-diesel through a transesterication process. Bio-diesel thus obtained has properties close to diesel fuel and is found to be engine friendly [1,4]. In spite of several advantages, Jatropha based bio-diesel (JBD) is found to emit higher NOx compared to diesel fuel. Higher NOx level in the JBD exhaust as reported by several researchers [1,2], is a serious issue to be addressed before its wide spread implementation [1,2]. The authors also found higher NO emissions when the JBD was tested in the laboratory. Higher NOx emission from JBD is probably due to their higher bulk modulus and boiling point. Inherent oxygen in its structure can also aggravate the situation [1,6]. 1.2. Properties of JBD and their signicance

  

Bio-diesel from Jatropha oil is free from sulfur and still exhibits excellent lubricity, which is an indication of the amount of wear that occurs between two metal parts covered with the fuel as they come in contact with each other [1]. It is a much safer fuel than diesel because of its higher ash and re point. Presence of oxygen in the structure of JBD reduces the energy content of fuel and signicantly contributes to NOx emissions. However, presence of oxygen facilitates complete combustion and reduces CO and HC emissions.

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Bulk modulus is another important property, which results in a dynamic advance of injection timing in bio-diesel fuelled engine. Bulk modulus of JBD is higher than the diesel fuel, which leads to a more rapid transfer of the pressure waves from fuel pump to lift the needle of the injector much earlier. This advance results in more fuel accumulation before the start of combustion leading to higher peak temperature and pressure in premixed phase and subsequently higher NOx [6]. Boiling point of bio-diesel is higher than diesel fuel. Because of higher boiling point, biodiesel retains its liquid state for an increased duration, facilitating more dropletpenetration into the engine cylinder. This feature can lead to increased fuel consumption, peak temperature and higher NOx [6].

An effective transesterication process is mainly aimed at bringing the viscosity and density of JBD closer to that of diesel. Table 1 shows slightly higher viscosity and density for JBD compared to diesel. Higher viscosity and density can lead to poor mixture formation, poor spray atomization, higher smoke and increased pumping losses [1,3]. 1.3. NOx reduction strategiesa comparison Even though some cetane improving additives are capable of reducing NOx, the amount of reduction is reported to be inadequate. Moreover, most of the additives are expensive and can promote auto-oxidation in bio-diesel. Extensive studies have revealed that NOx reduction by altering fuel properties is highly limited [68]. Retarded injection is an effective method employed in diesel engines for NOx control. However, this method leads to increased fuel consumption, reduced power, increased HC and excess smoke. Water injection on the other hand is prone to corrosion. In addition, it adds to the weight of the engine system for maintaining a water storage tank. It is also difcult to retain water at a desired value during cold climate. Exhaust gas recirculation is an effective method for NOx control. The exhaust gases mainly consist of inert carbon dioxide, nitrogen and possess high specic heat. When recirculated to engine inlet, it can reduce oxygen concentration and act as a heat sink. This process reduces oxygen concentration and peak combustion temperature, which results in reduced NOx. EGR is not free from demerits. It can signicantly increase smoke, fuel consumption and reduce thermal efciency unless suitably optimized. Many researchers have used EGR after cooling to room temperature (COOLED EGR). This method even though effective, is expensive and difcult to implement. Exhaust gases being at high temperature, a properly designed gas cooler is necessary for cooling exhaust to room temperature. Many researchers have reported serious difculties in maintaining

Table 1 Properties of diesel and Jatropha based bio-diesel Property Kinematic viscosity at 40 1C (mm2/s) Density (kg/m3) Caloric value (MJ/kg) Flash point (1C) Diesel 3.8 840 42.5 50 Jatropha bio-diesel 4.4 878 38.5 179

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such a system with respect to its cooling capacity, weight etc., especially in higher load regions [9]. As a cost effective technique of exhaust gas recirculation, HOT EGR is effectively used in this work to reduce NO emissions. Practical difculties faced in a COOLED EGR system viz. corrosion of gas cooler, cooling capacity at higher load, extra weight are avoided with HOT EGR. 1.4. Effects of HOT EGR Dilution effect refers to the reduction in oxygen supplied to the engine due to application of EGR where as chemical effect is due to the participation of carbon dioxide, (present in the EGR) in the combustion process. Thermal effect refers to the increase in inlet charge thermal capacity due to the recirculation of exhaust gas [10]. 2. Experimentation The specications of the engine used are given in Table 2 and the experimental set up used is shown in Fig. 1. 2.1. EGR piping Exhaust gases were tapped from exhaust pipe and connected to inlet airow passage. An EGR control valve was provided in this pipe for EGR control (Fig. 2). The exhaust gases were regulated by this valve and directly send to the inlet manifold without a gas cooler. Sufcient distance for thorough mixing of fresh air and exhaust gases were ensured. Temperature of this exhaust gas-fresh air mixture was measured just before its entry into the combustion chamber using a K type thermocouple (refer Table 3). EGR amount was determined using the expression % EGR Mass of air admitted without EGR Mass of air admitted with EGR . Mass of air admitted without EGR

2.2. Instrumentation Electrical dynamometer, wherein the generator output connected to a resistance load, was used as loading device. Separate burettes and fuel piping were provided for both fuels

Table 2 Engine specication Make Details Bore and stroke Compression ratio Rated power Injector opening pressure Injection timing Kirloskar AV1 Single cylinder, DI, Four stroke, Water cooled 80 110 mm 16.5:1 3.7 kW at 1500 rpm 210 bar 27 deg bTDC static (diesel)

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16

7 6

Exhaust gas

10 8 9 13

11 14

12 15

18

17

Fig. 1. Experimental setup. (1) Air ow meter; (2) air vessel; (3) engine; (4) dynamometer; (5) smoke meter; (6) CO, HC analyser; (7) NO analyser; (8) EGR valve; (9) thermocouples (inlet/exhaust); (10) exhaust temperature indicator; (11) intake temperature indicator ; (12) inlet cooling water temperature indicator ; (13) outlet cooling water temp. indicator; (14) stopwatch; (15) speed indicator; (16) data acquisition system; (17) fuel tank; and (18) burette.

Exhaust Gas

EGR Valve Air flow Meter Air vessel

E N G I N E

Fig. 2. EGR Piping.

and connected to a single fuel pump with change over provision. An AVL piezoelectric pressure transducer in conjunction with a KISTLER charge amplier and data acquisition system were used to measure cylinder pressure. Before mounting on to the cylinder head, the transducercharge amplier combination was statically calibrated using a dead weight pressure tester. An optical encoder using photo emitter and detector was used to detect TDC. A non-dispersive infrared analyzer (NDIR), HORIBA-MEXA-324 FB was used for the measurement of CO and HC. CO was measured as percentage volume and HC was measured as n-hexane equivalent, ppm. Smoke was measured as percentage opacity using an AVL 437 Opacimeter. A chemiluminescent analyzer (Rosemount analytical951 A) was used for NO measurement. A turbine type air ow meter coupled to a counter was used to measure the airow rate. Temperatures were measured using K-type thermocouples (refer Table 3). All the experiments were conducted at a rated speed of 1500 rpm. Injection timing was optimized w.r.t. brake thermal efciency (BTE) for both diesel and JBD. An optimized injection timing of 27 and 28 degree bTDC (static) was used for diesel and bio-diesel

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V. Pradeep, R.P. Sharma / Renewable Energy 32 (2007) 11361154 Table 3 Inlet charge temperatures at various EGR levels %EGR Temperature (1C) Diesel 5 10 15 20 25 38 40 45 53 61 Bio-diesel 38 41 46 51 56 1141

respectively. The cooling water outlet temperature was maintained at 70 1C during all the experiments. Since most of the modern diesel engines use EGR, JBD performance under various EGR, levels were compared with corresponding diesel performance also. 3. Results and discussion 3.1. Performance 3.1.1. Brake thermal efciency Fig. 3 shows the comparison of BTE for JBD and diesel without EGR. Comparable efciency values were obtained for both fuels. Fig. 4 indicates variation of BTE at 5% EGR level. Both fuels have shown small improvement in thermal efciency probably due to the increased combustion velocity because of higher intake charge temperature, with HOT EGR [11]. HOT EGR is believed to have improved combustion due to higher inlet temperature. In addition, it is believed that EGR being at slightly higher pressure than atmosphere might have reduced pumping losses also. The chemical effect of EGR associated with dissociation of carbon dioxide to form free radicals can also be attributed to this improvement in efciency [11,12]. Fig. 5 indicates the variation of BTE at optimized EGR level of 15%. With 15% EGR, full load BTE was found to be 30.1% and 32.4% for JBD and diesel, respectively. However due to predominant dilution effects, BTE of JBD reduced to 29.6% and 29.4% for 20% and 25% EGR levels at peak power. Beyond 15% EGR level, BTE also reduced signicantly. Percentage reduction in BTE over an EGR range of 025% was 6.6% for diesel whereas it was only 4.9% for JBD. The drop in efciency at higher levels viz. 20% and 25% of EGR is possibly due to predominant dilution effect of EGR leaving more exhaust gases in combustion chamber. 3.1.2. Brake specic energy consumption (BSEC) Brake specic energy consumption is more effective than brake specic fuel consumption (BSFC) in comparing fuels of different caloric value. Fig. 6 indicates the variation of full load BSEC with % EGR. BSEC can be obtained as the product of BSFC and caloric value of the fuel. BSEC of bio-diesel was slightly higher for all levels of EGR compared to corresponding diesel values. This is presumably due to lower caloric value, higher boiling point and viscosity [1,6].

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WITHOUT EGR 35 30 25 20 15 10 diesel 5 0 0 1 2 Brake power (kW) 3 4 bio-diesel

Thermal efficiency (%)

Fig. 3. Comparison of brake thermal efciency (No EGR).

35 30 Thermal efficiency (%) 25 20 15 Diesel with 5% EGR 10 5 0 0 1 2 Brake Power (kW) 3 4 Bio-diesel with 5% EGR Diesel without EGR Bio-diesel wihout EGR

Fig. 4. Comparison of brake thermal efciency(5% EGR).

3.2. Emission 3.2.1. Smoke emission Fig. 7 shows smoke variation with various EGR levels. Smoke emissions were found to be lower for JBD compared to diesel at full load irrespective of EGR level. This is presumably due to good mixture formation and presence of oxygen in bio-diesel. However,

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35 30 Thermal efficiency (%) 25 20 15 Diesel with 15% EGR 10 5 0 0 1 2 Brake power (kW) 3 4 Bio-diesel with 15% EGR Diesel without EGR Bio-diesel wihout EGR

1143

Fig. 5. Effect of 15% EGR on brake thermal efciency.

13

BSEC (MJ/kW-hr)

12

11

Diesel 10 0 5 10 % EGR 15 20

JBD

25

Fig. 6. Comparison of BSEC with EGR (full load).

higher smoke emissions were observed for JBD up to 60% load. Smoke emissions at no load condition are also shown in Fig. 7. Bio-diesel with slightly higher viscosity and lower volatility can result in poor mixture formation in lower load region were temperatures are comparatively low. Water content if not removed properly during bio-diesel production can also result in higher smoke emission especially in the lower load region [2,3]. Smoke opacity values higher than 60% were observed for EGR levels of 20 and 25% for both fuels. However, it was still lower for bio-diesel at higher loads. Since opacity values

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100 90 80 70 Smoke opacity (%) 60 50 40 30 20 10 0 0 5 10 % EGR 15 20 25 Diesel (Full load) JBD (Full load) Diesel (No load) JBD (NO load)

Fig. 7. Comparison of smoke with EGR (full load and no load).

higher than 60% were unacceptable, optimum EGR rate with respect to smoke was found to be 15%. 3.2.2. Carbon monoxide emission Fig. 8 indicates full load CO variation with various EGR levels. CO emissions were found to be lower for bio-diesel compared to diesel with and without EGR. For both fuels, CO levels increased as EGR rate was increased. However, CO emissions of JBD were comparatively lower. Higher values of CO were observed at full load for both fuels beyond 15% EGR. Very high CO values for diesel under higher EGR are due to the oxygen decient operation. For bio-diesel, the excess oxygen content is believed to have partially compensated for the oxygen decient operation under EGR. Dissociation of CO2 to CO at peak loads where high combustion temperatures and comparatively fuel rich operation exists, can also contribute to higher CO emissions [12]. 3.2.3. Hydrocarbon emission Fig. 9 shows variation of full load HC emission with EGR rate. Increase in HC was not signicant as EGR level was increased for bio-diesel. This is probably due to oxygen content in bio-diesel compensating for oxygen deciency and facilitating complete combustion. However, for diesel, full load HC increased from 20 ppm without EGR to even 90 ppm at 25% EGR. The variation over this range was only 1040 ppm for biodiesel. For 15% EGR, diesel and bio-diesel HC was comparable at full load. 3.2.4. Oxides of nitrogen emission Fig. 10 indicates the variation of NO emission with brake power. NO was found to be 1255 ppm for diesel and 1350 ppm for bio-diesel at full load and 0% EGR operation. NO emissions were also higher at part loads for bio-diesel without EGR. This is probably due

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2.0

1.5

CO (% Vol)

1.0 Diesel JBD 0.5

0.0 0 5 10 % EGR 15 20 25

Fig. 8. Comparison of CO with EGR (full load).

100 Diesel JBD 80

HC (ppm)

60

40

20

0 0 5 10 % EGR 15 20 25

Fig. 9. Comparison of HC with EGR (full load).

to higher bulk modulus of bio-diesel resulting in a dynamic injection advance apart from static injection advance provided for optimum efciency. Excess oxygen (10%) present in the bio-diesel would have aggravated the situation. At higher loads, NO levels were higher by 58% compared to diesel. Figs. 1113 indicate the variation of NO emissions with EGR rate for the entire load range. With 5% EGR, the NO level came down to 1105 ppm for bio-diesel and 900 ppm for diesel, at full load operation. However, for JBD, NO levels were found to be increasing for load range of 0-40% under 5 and 10% EGR operation. These values

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WITHOUT EGR 1500 1300 1100 NO (ppm) 900 700 500 300 100 0 1 2 Brake power (kW) 3 4

Diesel JBD

Fig. 10. Comparison of NO with power (no EGR).

Diesel (full load) Diesel (80% load)

JBD (full load) JBD (80% load)

1400

1200

NO (ppm)

1000

800

600 0 5 % EGR 10 15

Fig. 11. Variation of NO with EGR (full load and 80%).

were found to be higher compared to both diesel and bio-diesel, without EGR. This is probably due to the increased inlet charge temperature because of HOT EGR [10,11]. Dynamic injection advance of bio-diesel fuel can also assist the NO formation. However, at higher loads NO levels reduced signicantly presumably due to the dominant dilution effect of EGR.

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Diesel (60% load) Diesel (40% loaad) 800 JBD (60% load) JBD (40% load)

700

NO (ppm)

600

500

400

300 0 5 % EGR 10 15

Fig. 12. Variation of NO with EGR (60% and 40% load).

Diesel (20% load) Diese l(No load) 300

JBD (20% load) JBD (No load)

250

200 NO (ppm)

150

100

50

0 0 5 % EGR 10 15

Fig. 13. Variation of NO with EGR (20% and no load).

With 10% EGR, NO levels were 885 ppm for diesel and 910 ppm for bio-diesel. Since many modern diesel vehicles run on EGR, experiments were continued for higher levels of EGR to reduce NO levels signicantly. With 15% EGR, NO levels were found to be

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772 ppm for bio-diesel and 780 ppm for diesel at full load. NO emission from bio-diesel at all loads, for this EGR rate, was lower compared to diesel under no EGR condition also. Even though 20 and 25% EGR were able to reduce NO by a large amount, reduction in BTE and large increase in smoke, CO and HC emissions were observed. 3.3. Combustion parameters 3.3.1. Cylinder pressure Fig. 14 indicates the cylinder pressure data obtained. Cylinder pressure data obtained at full load, no EGR condition was found to be comparable for diesel and bio-diesel. Peak pressure was found to be 52.5 bars for diesel and 53.9 bars for bio-diesel under these conditions. This is indicative of good mixture formation for bio-diesel at higher loads where temperatures are high. Slightly higher values are probably due to static and dynamic injection advance. As shown in Fig. 15 no signicant deterioration in cylinder pressure was observed for JBD under smoke limited, optimized EGR of 15%. In this case, the peak cylinder pressure was 53 bars. 3.3.2. Rate of heat release and cumulative heat release A First law analysis was used for heat release calculations [13]. Rate of heat release (HRR) and cumulative heat release are shown in Figs. 1619. Slightly higher peak HRR of 51.7 J/deg. was obtained for bio-diesel under full load, no EGR condition. It was found to be 48.4 J/deg. for diesel under similar conditions. Increase in heat release rate is indicative of better-premixed combustion and is probably the reason for increased NO emission. With smoke limited EGR of 15%, HRR was found to be 47.7 J/deg. for bio-diesel. Higher HRR for bio-diesel without EGR is probably due to excess oxygen present in its structure and a dynamic injection advance apart from static injection advance. Higher boiling point of bio-diesel can also result in higher HRR [6]. Cumulative heat release were found to be
60

50 Cylinder Pressure (bar)

40

30

20 Diesel without EGR Bio-diesel without EGR

10

0 340 350 360 370 380 390 Crank angle (deg.)

Fig. 14. Comparison of cylinder pressure (full load, no EGR).

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60

1149

50 Cylinder Pressure (bar)

40

30

20 Bio-diesel without EGR 10 Bio-diesel with 15% EGR

0 340 350 360 370 380 390

Crank angle (deg.)

Fig. 15. Effect of 15% EGR on cylinder pressure (full load).

60 50 Heat release rate (J / deg.) 40 30 20 10 0 -10 340 Bio-diesel without EGR Diesel without EGR

350

360

370

Crank angle (deg.)

Fig. 16. Comparison of rate of heat release (HRR) (full load, no EGR).

comparable for both fuels without and with optimized EGR of 15% as shown in Figs. 18 and 19. 3.3.3. Rate of pressure rise Figs. 20 and 21 show the variation of rate of pressure rise with crank angle. Higher rate of pressure rise is indicative of noisy operation of the engine. A value exceeding 8 bar/deg. CA is generally considered as unacceptable. Rate of pressure rise was found to be comparable for both fuels without EGR and with optimized EGR level of 15%.

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60 Bio-diesel without EGR Bio-diesel with 15% EGR

50

Heat release rate (J / deg.)

40

30

20

10

-10 340 350 360 370 Crank angle (deg.)

Fig. 17. Effect of 15% EGR on HRR (full load).

600 500 Cumulative heat release (J) 400 300 200 100 0 -100 340 380 420 Crank angle (deg.) 460 500 Bio-diesel without EGR Diesel without EGR

Fig. 18. Comparison of cumulative heat release (full load, no EGR).

Peak values at full load were found to be 5.8 bar/deg. for diesel and 6.2 bar/deg. for JBD. With smoke limited EGR of 15%, the rate of pressure rise decreased slightly to 5.7 bar/deg probably due to reduced peak heat release rates. Comparable rate of pressure rise obtained is indicative of stable and noise free operation of compression ignition engines with JBD.

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700

1151

Cumulative heat release (J)

500

300 Bio-diesel without EGR Bio-diesel with 15% EGR

100

-100 340 380 420 Crank angle (deg.) 460 500

Fig. 19. Effect of 15% EGR on cum. heat release (full load).

Rate of pressure rise (bar / deg.)

6 Diesel without EGR 4 Bio-diesel without EGR

0 300 -2 Crank angle (deg.) 350 400 450

Fig. 20. Comparison of rate of pressure rise (full load, no EGR).

3.3.4. Combustion duration Fig. 22 shows the comparison of combustion duration for both fuels at full load. Values obtained were 801 for diesel and 781 for JBD. As mentioned earlier, comparable peak pressures, efciency and heat release obtained for bio-diesel were indicative of good mixture preparation at these conditions. Oxygen content in the bio-diesel is believed to

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8 Bio-diesel without EGR Rate of pressure rise (bar / deg.) 6 Bio-diesel with 15% EGR 4

0 300 -2 Crank angle (deg.) 350 400 450

Fig. 21. Effect of 15% EGR on rate of pressure rise (full load).

85

Diesel without Combustion duration (deg.) EGR 80 JBD without EGR JBD with 15% EGR

75

70

Fig. 22. Comparison of combustion duration (full load).

have enhanced ame velocity that resulted in small reduction in the combustion duration [14]. However, Combustion duration for JBD with optimized value of 15% EGR, increased by one degree than no EGR condition, probably due to the presence of exhaust

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V. Pradeep, R.P. Sharma / Renewable Energy 32 (2007) 11361154 Table 4 Comparison of full load values for diesel and Jatropha based bio-diesel Parameter BTE (%) BSEC (MJ/kW h) NO (ppm) Smoke opacity (%) CO (% Vol) HC (ppm) Cylinder pressure (bars) Rate of heat release (J/deg. CA) Rate of pressure rise (bar/deg.) Combustion duration (deg.) Diesel 0% EGR 31.5 11.4 1255 58.8 0.03 20 52.5 48.4 5.8 80 JBD 0% EGR 31 11.6 1350 36.8 0.01 10 53.9 51.7 6.2 78 JBD 15% EGR 30.1 11.9 780 58 0.03 20 53 47.7 5.7 79 1153

gases in combustion chamber resulting in weak combustion. For JBD, the effect of excess oxygen content might have been nullied under EGR operation (Table 4). 4. Conclusions Following are our main conclusions based on the experimental work conducted with diesel and Jatropha based bio-diesel with and without HOT EGR.

           

BTE with JBD was found to be comparable with diesel, at all loads with and without EGR. NO emission from JBD was found to be comparatively higher than the diesel fuel. HOT EGR of 15% effectively reduced NO emission without much adverse effects on the performance, smoke and other emissions. Higher EGR of 20 and 25% resulted in inferior performance and heavy smoke. Because of the increased inlet charge temperature due to HOT EGR and dynamic injection advance, 5 and 10% EGR levels were not sufcient to reduce NO emission at all loads for JBD. However, these EGR levels signicantly reduced NO at peak loads. About 15% of EGR, on JBD was found to be effective in reducing NO emission to values lower than that of diesel, without EGR, at all loads. Full load NO emission from JBD with 15% EGR, was found to be lower than that of corresponding diesel NO emission. Inherent oxygen present in the bio-diesel structure is believed to have played a signicant role in compensating for oxygen decient operation under EGR. JBD was found to be environmental friendly as far as CO and HC were considered. Smoke emission from JBD was found to be lower than diesel at peak loads with and without EGR. Smoke emissions were found to be higher for JBD in the lower load region because of slightly higher viscosity, low volatility and probably due to the presence of water content. Analysis of combustion parameters have also indicated comparable heat release rates cylinder pressures, cumulative heat release, combustion duration and noise free operation with and without EGR.

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Acknowledgements The authors thank Prof. A Ramesh and Prof. Pramod S Mehta of IC Engines Laboratory, IIT Madras, India for their enthusiastic support and help during this work. Authors thank Mr. K. Chandrasekhar, Jatropha consultant, Jatropha Oil Seed Development & Research, Hyderabad, India for the support and help during this work. References
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Further reading
[15] Wei DP, Spikes HA. Fuel lubricityFundamentals and review. Fuels Int 2000;1(1):4365.