New Carinata Biofuel Combustion Technology in an Indirect Injection Diesel Engine
Primary Faculty Mentor’s Name
Dr. Valentin Soloiu
Proposal Track
Student
Session Format
Paper Presentation
Abstract
This study investigates the combustion of novel Carinata biofuel in an indirect injection (IDI) diesel engine. The search for renewable fuels has become increasingly prominent due to the need of reducing dependence on the world’s ever-decreasing supply of fossil fuels. Brassica Carinata has become an attractive oilseed for biodiesel as it is a non-edible feedstock, and hence, does not have a direct effect on the food supply. Carinata also has a lower crop production cost and has a higher yield than other oilseeds. In advance of engine testing, the biodiesel quality of Carinata FAME (fatty acid methyl esters) was determined by measuring the dynamic viscosity, energy content, and thermal properties. With the preliminary data, it was determined proper to test a biodiesel blend with ultra-low sulfur diesel #2 (ULSD#2). A single cylinder IDI engine was ran at a speed of 2000 rpm with a load of 3 bar brake mean effective pressure (BMEP) with ULSD#2 and compared with C50, a 50% Carinata biodiesel-ULSD#2 blend (by weight). The characteristic higher cetane value of biodiesel resulted in C50 having 1.1 bar higher, yet earlier pressure peak than ULSD#2 in addition to a slightly lower ignition delay. The maximum in-cylinder combustion temperature reached 1825 K for ULSD#2 and 1812 K for C50 which had an effect in nitrogen oxide (NOx) emissions with ULSD#2 and C50 producing 2.35 g/kWh and 2.23 g/kWh, respectively. The apparent heat release for C50 reached a maximum of 22 J/deg which was 6 % lower than ULSD#2 which is supported by an earlier 1.8 CAD peak. The heat losses for the blend were found to be lower. The brake specific fuel consumption (BSFC) of C50 was 211 g/kWh which is 9% higher than for ULSD#2 due to the lower energy content of biodiesel. The mechanical efficiency of the engine was maintained at 55% while the indicated thermal efficiency was sustained at 59%. The results indicate that concentrations up to 50% Carinata biodiesel are viable to sustain the performance of an IDI engine.
Keywords
Carinata, biodiesel, emissions, combustion, indirect injection
Location
Room 2911
Presentation Year
2015
Start Date
11-7-2015 1:00 PM
End Date
11-7-2015 2:00 PM
Publication Type and Release Option
Presentation (Open Access)
Recommended Citation
Moncada, Jose D.; Naes, Tyler; Muinos, Martin; and Soloiu, Valentin, "New Carinata Biofuel Combustion Technology in an Indirect Injection Diesel Engine" (2015). Georgia Undergraduate Research Conference (2014-2015). 36.
https://digitalcommons.georgiasouthern.edu/gurc/2015/2015/36
New Carinata Biofuel Combustion Technology in an Indirect Injection Diesel Engine
Room 2911
This study investigates the combustion of novel Carinata biofuel in an indirect injection (IDI) diesel engine. The search for renewable fuels has become increasingly prominent due to the need of reducing dependence on the world’s ever-decreasing supply of fossil fuels. Brassica Carinata has become an attractive oilseed for biodiesel as it is a non-edible feedstock, and hence, does not have a direct effect on the food supply. Carinata also has a lower crop production cost and has a higher yield than other oilseeds. In advance of engine testing, the biodiesel quality of Carinata FAME (fatty acid methyl esters) was determined by measuring the dynamic viscosity, energy content, and thermal properties. With the preliminary data, it was determined proper to test a biodiesel blend with ultra-low sulfur diesel #2 (ULSD#2). A single cylinder IDI engine was ran at a speed of 2000 rpm with a load of 3 bar brake mean effective pressure (BMEP) with ULSD#2 and compared with C50, a 50% Carinata biodiesel-ULSD#2 blend (by weight). The characteristic higher cetane value of biodiesel resulted in C50 having 1.1 bar higher, yet earlier pressure peak than ULSD#2 in addition to a slightly lower ignition delay. The maximum in-cylinder combustion temperature reached 1825 K for ULSD#2 and 1812 K for C50 which had an effect in nitrogen oxide (NOx) emissions with ULSD#2 and C50 producing 2.35 g/kWh and 2.23 g/kWh, respectively. The apparent heat release for C50 reached a maximum of 22 J/deg which was 6 % lower than ULSD#2 which is supported by an earlier 1.8 CAD peak. The heat losses for the blend were found to be lower. The brake specific fuel consumption (BSFC) of C50 was 211 g/kWh which is 9% higher than for ULSD#2 due to the lower energy content of biodiesel. The mechanical efficiency of the engine was maintained at 55% while the indicated thermal efficiency was sustained at 59%. The results indicate that concentrations up to 50% Carinata biodiesel are viable to sustain the performance of an IDI engine.
