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POTASSIUM ALUM EFFECT ON PERFORMANCE AND EMISSIONS OF DIESEL IN AN
I.C ENGINE
BY AMMINENI SHYAM SUNDAR, B.B.M, P.G.D.B.A,
JUNIOR ASSISTANT (OUTSOURCING),
JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY,
ANANTAPUR – 515002, A.P, INDIA.
E-MAIL: A_SHYAMSUNDHAR@YAHOO.COM
ABSTRACT
TO CONTROL DIESEL POLLUTION, POTASSIUM ALUM USAGE IN DIESEL (GREEN
DIESEL) FOUND TO BE GOOD. IN THIS DIRECTION AN ATTEMPT HAS BEEN MADE BY
THE PRESENT PROJECT TO EXPERIMENTALLY FIND THE EFFECT OF POTASSIUM
ALUM ON THE PERFORMANCE AND EMISSIONS OF DIESEL IN AN I.C ENGINE. IN THE
PRESENT WORK, DIESEL IS MIXED WITH DIFFERENT PROPORTIONS OF PURIFIED
POTASSIUM; (PURIFIED IN THE SENCE, WHAT EVER THE TYPE POTASSIUM ALUM
AVAILABLE, HEAT THE ALUM IN A WAY THAT THE ALUM SHOULD COME TO SOLID
FORM TO LIQUID FORM AND LATER ON COOL IT TO GET SOLID FORM. LIKE THIS,
DO TRICE. IT IS A PROCESS IN AYURVEDAM, BY THAT THE ALUM CAN BE USED AS A
MEDICINE) AND ITS EFFECTS ON DIESEL ARE STUDIED BY CONDUCTING VARIOUS
EXPERIMENTS. POTASSIUM ALUM IS KEPT IN DIESEL AND AFTER A
PREDETERMINED TIME (7 DAYS) REMOVED THE ALUM. THE SAMPLE IS TAKEN FOR
PERFORMANCE PARAMETERS LIKE FLASH POINT, FIRE POINT, BRAKE POWER,
SPECIFIC FUEL CONSUMPTION, AND THERMAL EFFICIENCY ETC., ARE
CALCULATED BASED ON EXPERIMENTAL ANALYSIS ON A 4-STROKE DIESEL
ENGINE. EMISSIONS SUCH AS CARBON MONOXIDE, CARBON DIOXIDE AND
UNBURNT HYDROCARBONS ARE MEASURED AND COMPARED.BY ALL RESULTS IT
IS SAID THAT THE POTASSIUM ALUM USAGE IN DIESEL GIVES GOOD MILAGE AND
ENGINE EFFICIENCY WITH NO POLLUTION. IN ORDER TO GET EASY ACCESS ABOUT
POTASSIUM ALUM EFFECT ON DIESEL, THERE IS A NEED TO ANALYZE POTASSIUM
ALUM, DIESEL.
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INTRODUCTION
DIESEL FUEL, IN GENERAL, IS ANY LIQUID FUEL USED IN DIESEL ENGINES.
THE NORMAL DIESEL IS POLLUTANT. TO REDUCE THE POLLUTION, THE CHEAP AND
BEST PROCESESS IS USAGE OF POTASSIUM ALUM. THE DIESEL WITH POTASSIUM
ALUM IS CALLED GREEN DIESEL. BY KEEPING SEVEN DAYS PURIFIED POTASSIUM
ALUM IN ONE LITER DIESEL, THE PROPERTIES OF DIESEL LIKE FLASH POINT, FIRE
POINT, CALOROFIC VALUE ETC., ARE CHANGING. THIS DIESEL IS USED ON A FOUR
STROKE DIESEL ENGINE. COMPARISION TO THE NORMAL DIESEL ON AN IC ENGINE
AND POTASSIUM ALUMISED DIESEL ON IC ENGINE IS TAKEN. THE CONCEPT IS,
WHATEVER THE DIESEL AVAILABLE IN THE MARKET (LOW SULFUR, ULTRA LOW
SULFURE ETC.) TAKE IT. PUT IN THAT POTASSIUM ALUM AND USE THE DIESEL. BY
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THAT WE GET MORE MIELAGE AND MORE ENGINE EFFICIENCY AND NO
POLLUTION.
MATERIALS
1. POTASSIUM ALUM
2. DIESEL
1. POTASSIUM ALUM, potash alum or Tawas is the potassium double
sulfate of aluminium. Its chemical formula is KAl (SO4)2 and it is
commonly found in its dodecahydrate form as KAl (SO4)2·12(H2O). Alum
is the common name for this chemical compound, given the nomenclature
of potassium aluminum sulfate dodecahydrate. It is commonly used in
water purification, leather tanning, dyeing, fireproof textiles, and baking
powder. It also has cosmetic uses as a deodorant, as an aftershave
treatment and as a styptic for minor bleeding from shaving.
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Characteristics
Potassium alum crystallizes in regular octahedra with flattened corners, and is
very soluble in water. The solution reddens litmus and is an astringent. When
heated to nearly a red heat it gives a porous, friable mass which is known as
"burnt alum." It fuses at 92 °C in its own water of crystallization. "Neutral alum"
is obtained by the addition of as much sodium carbonate to a solution of alum
as will begin to cause the separation of alumina. Alum finds application as a
mordant, in the preparation of lakes for sizing handmade paper and in the
clarifying of turbid liquids. It can also be used as fire proof material and in
preparation of many fire proof clothing. Molar Mass is 258.21 g/mol. Boiling
Point is 200 °C. Melting Point is 92-93 °C. Density is 1.76 g/cm³. Odorless.
Solubility in Water is 14.00 g/100 mL (20 °C), 36.80 g/100 mL (50 °C).
Refractive Index (n D ): 1.4564.
Mineral form and occurrence
Potassium alum or alum-(K) is a naturally occurring sulfate mineral which
typically occurs as encrustations on rocks in areas of weathering and oxidation
of sulfide minerals and potassium-bearing minerals. In the past, alum was
obtained from alunite, a mineral mined from sulfur-containing volcanic
sediments source. Alunite is an associate and likely potassium and aluminium
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source. It has been reported at Vesuvius, Italy, east of Springsure, Queensland,
Alum Cave, Tennessee, Alum Gulch, Santa Cruz County, Arizona and the
Philippine island of Cebu. A related mineral is kalinite, a fibrous mineral with
formula KAl(SO 4 ) 2 ·11(H 2 O).
Uses
Potassium alum is an astringent/styptic and antiseptic. For this reason, it can be
used as a natural deodorant by inhibiting the growth of the bacteria responsible
for body odor. Use of mineral salts in such a fashion does not prevent
perspiration. Its astringent/styptic properties are often employed after shaving
and to reduce bleeding in minor cuts and abrasions, nosebleeds, and
hemorrhoids. It is frequently used topically and internally in traditional systems
of medicine including Ayurveda, where it is called phitkari or saurashtri, patika
in Telugu language and Traditional Chinese Medicine, where it is called Ming
fan. It is also used as a hardener for photographic emulsions (films and
papers), usually as part of the fixer, although modern materials are adequately
hardened and this practice has fallen out of favour. It is also used in tanning of
leather. Aftershave: In rock form, alum is used as an aftershave, due to its
astringent property. It can be rubbed on freshly shaved face, and its astringent
property helps in preventing and reducing bleeding caused due to minor cuts.
Alum is a coagulant, which means it neutralizes the electrostatic charges on
small suspended particles in water being treated. Once this happens, the
particles are drawn together and form large clumps known as flocks, which then
settle out of the water. In this way, alum is used to remove suspended solids
from water.
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2. DIESEL FUEL in general is any liquid fuel used in diesel engines. The
most common is a specific fractional distillate of petroleum fuel oil.
Petroleum-derived diesel is also called petro diesel. Ultra-low sulfur
diesel (ULSD) is a standard for defining diesel fuel with substantially
lowered sulfur contents. The word "diesel" is derived from the family
name of German inventor Rudolf Diesel who in 1892 invented the diesel
engine. Diesel engines are a type of internal combustion engine.
Petroleum diesel, also called petro diesel, or fossil diesel is produced
from the fractional distillation of crude oil between 200 °C (392 °F) and
350 °C (662 °F) at atmospheric pressure, resulting in a mixture of carbon
chains that typically contain between 8 and 21 carbon atoms per
molecule. Petroleum-derived diesel is composed of about 75% saturated
hydrocarbons (primarily paraffins including n, iso, and cycloparaffins), and
25% aromatic hydrocarbons (including naphthalenes and alkylbenzenes).
The average chemical formula for common diesel fuel is C 12 H 23 , ranging
approximately from C 10 H 20 to C 15 H 28 .
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CHEMICAL COMPOSITION OF DIESEL:
THE AVERAGE CHEMICAL FORMULA FOR COMMON DIESEL FUEL IS C 12 H 23 ,
RANGING APPROXIMATELY FROM C 10 H 20 TO C 15 H 28 .
TABLE
HYDRO CARBON
% OF VOLUME IN
DIESEL
PARAFFINS
52.4
MONOCYCLOPARAFFINS
21.3
BICYCLOPARAFFINS
5.1
TRICYCLOPARAFFINS
0.8
TOTAL
SATURATED
CARBONS
HYDRO 79.7
ALKYL BENZENES
13.5
INDANS/TETRALINS
3.3
DINAPTHENO BENZENES
0.9
NAPHTALENES
2.8
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130
0.4
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PROPERTIES OF DIESEL:
1) CETANE NUMBER:
CETANE NUMBER IS A MEASURE OF THE IGNITION DELAY OF A DIESEL FUEL. THE
SHORTER THE INTERVAL BETWEEN THE TIME THE FUEL IS INJECTED AND THE
TIME IT BEGINS TO BURN, THE HIGHER IS ITS CETANE NUMBER. IT IS A MEASURE
OF THE EASE WITH WHICH THE FUEL CAN BE IGNITED AND IS MOST SIGNIFICANT
IN LOW TEMPERATURE STARTING, WARM UP, IDLING AND SMOOTH, EVEN
COMBUSTION. CETANE NUMBER REQUIREMENTS DEPEND ON ENGINE DESIGN AND
SIZE, NATURE OF SPEED AND LOAD VARIATIONS, AND STARTING AND
ATMOSPHERE CONDITIONS.
CETANE NUMBER IS MEASURED IN A SINGLE CYLINDER TEST ENGINE WITH A
VARIABLE COMPRESSION RATIO. THE REFERENCE FUELS USED ARE MIXTURES
OF CETANE, WHICH HAS A VERY SHORT IGNITION DELAY, AND ALPHAMETHYL
NAPHTHALENE WHICH HAS A LONG IGNITION DELAY. THE PERCENTAGE OF
CETANE IN THE REFERENCE FUEL IS DEFINED AS THE CETANE NUMBER OF THE
TEST FUEL. A LOW CETANE NUMBER FUEL CAN ALSO CAUSE WHITE SMOKE AND
ODOR AT START-UP ON COLDER DAYS. WHITE EXHAUST SMOKE IS MADE UP OF
FUEL VAPORS AND ALDEHYDES CREATED BY INCOMPLETE ENGINE COMBUSTION.
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IGNITION DELAY DURING COLD WEATHER IS OFTEN THE CAUSE. THERE IS NOT
ENOUGH HEAT IN THE COMBUSTION CHAMBER TO IGNITE THE FUEL; THEREFORE,
THE FUEL DOES NOT BURN COMPLETELY.
2) VOLATILITY :
THE DISTILLATION CHARACTERISTIC OF THE FUEL DESCRIBES ITS VOLATILITY.
EITHER TOO HIGH OR TOO LOW VOLATILITY MAY PROMOTE SMOKING, CARBON
DEPOSITS AND OIL DILUTION DUE TO THE EFFECT ON FUEL INJECTION AND
VAPORIZATION IN THE COMBUSTION CHAMBER. FOR ENGINE IN SERVICES
INVOLVING RAPIDLY FLUCTUATING LOADS AND SPEEDS, AS IN BUS AND TRUCK
OPERATIONS, THE MORE VOLATILE FUELS MAY PROVIDE BETTER PERFORMANCE,
PARTICULARLY WITH RESPECT TO SMOKE AND ODOUR. HOWEVER, BETTER FUEL
ECONOMY IS GENERALLY OBTAINED FROM THE HEAVIER TYPES OF FUEL
BECAUSE OF THEIR HIGHER ENERGY CONTENT
3) VISCOSITY:
VISCOSITY IS A MEASURE OF A LIQUID'S RESISTANCE TO FLOW. HIGH VISCOSITY
FUEL WILL INCREASE GEAR TRAIN, CAM AND FOLLOWER WEAR ON THE FUEL
PUMP ASSEMBLY BECAUSE OF THE HIGHER INJECTION PRESSURE. FUEL
ATOMIZES LESS EFFICIENTLY AND THE ENGINE WILL BE MORE DIFFICULT TO
START. LOW VISCOSITY FUEL MAY NOT PROVIDE ADEQUATE LUBRICATION TO
PLUNGERS, BARRELS AND INJECTORS, AND ITS USE SHOULD BE EVALUATED
CAREFULLY. THE VISCOSITY OF DIESEL FUEL IS NORMALLY SPECIFIED AT 40C.
FUELS WITH VISCOSITIES OVER 5.5 CENTISTOKES AT 40C ARE LIMITED TO USE IN
SLOW SPEED ENGINES, AND MAY REQUIRE PRE-HEATING FOR INJECTION. THE
CGSB HAS A VISCOSITY RANGE OF 1.30-3.60 FOR TYPE A FUEL WHILE THE RANGE
IS 1.70-4.10 FOR TYPE B FUEL.
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4) FUEL LUBRICITY:
SOME PROCESSES USED TO DESULPHURIZE DIESEL FUEL, IF SEVERE ENOUGH,
CAN ALSO REDUCE THE NATURAL LUBRICATING QUALITIES OF THE DIESEL FUEL.
SINCE ENGINES REQUIRE THE DIESEL FUEL TO ACT AS A LUBRICANT FOR THEIR
INJECTION SYSTEMS, DIESEL FUEL MUST HAVE SUFFICIENT LUBRICITY TO GIVE
ADEQUATE PROTECTION AGAINST EXCESSIVE INJECTION SYSTEM WEAR.THE
CANADIAN GENERAL STANDARDS BOARD RECOGNIZES THE VERY HIGH LUBRICITY
STANDARD OUTLINED BY THE HIGH FREQUENCY RECIPROCATING RIG TEST (ASTM
D6079) AND ALL CANADIAN AUTOMOTIVE DIESEL FUEL MUST PASS THIS STANDARD
WITH A WEAR SCAR DIAMETER OF LESS THAN OR EQUAL TO 460 µM (MICRON) AT
60◦C. THIS ASSURES THAT CONSUMERS WILL HAVE ADEQUATE LUBRICITY UNDER
ALMOST ALL NORMAL OPERATING CONDITIONS.
5) FLASH POINT:
FLASH POINT IS DETERMINED BY HEATING THE FUEL IN A SMALL ENCLOSED
CHAMBER UNTIL THE VAPOURS IGNITE WHEN A SMALL FLAME IS PASSED OVER
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THE SURFACE OF THE LIQUID. THE TEMPERATURE OF THE FUEL AT THIS POINT IS
THE FLASH POINT. THE FLASH POINT OF A DIESEL FUEL HAS NO RELATION TO ITS
PERFORMANCE IN AN ENGINE OR TO ITS AUTO IGNITION QUALITIES. IT DOES
PROVIDE A USEFUL CHECK ON SUSPECTED CONTAMINANTS SUCH AS GASOLINE,
SINCE AS LITTLE AS 0.5% OF GASOLINE PRESENT CAN LOWER THE FLASH POINT
OF THE FUEL VERY MARKEDLY. SHIPPING, STORAGE AND HANDLING
REGULATIONS ARE PREDICATED ON MINIMUM FLASH POINT OF 40◦C. IT IS A VERY
IMPORTANT ASPECT CONNECTED TO LEGAL REQUIREMENTS (SUCH AS THE
TRANSPORTATION OF DANGEROUS GOODS (TDG)) REGULATIONS AND SAFETY
PRECAUTIONS INVOLVED IN FUEL HANDLING AND STORAGE AND IS REQUIRED TO
MEET INSURANCE AND FIRE REGULATIONS.
6) FIRE POINT: The fire point of a fuel is the temperature at which it will continue to burn for
at least 5 seconds after ignition by an open flame. Diesel fire point is >720c.
7) ELECTRICAL CONDUCTIVITY:
THE ABILITY OF A FUEL TO DISSIPATE ELECTRIC CHARGE THAT HAS BEEN
GENERATED DURING PUMPING AND FILTERING OPERATIONS IS CONTROLLER BY
ITS CONDUCTIVITY. IF A FUEL’S CONDUCTIVITY IS SUFFICIENTLY HIGH, THE STATIC
ELECTRIC CHARGE DISSIPATES FAST ENOUGH TO PREVENT ITS ACCUMULATION
AND DANGEROUSLY HIGH ELECTRICAL POTENTIALS ARE AVOIDED.
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8) CARBON RESIDE:
CARBON RESIDUE GIVES A MEASURE OF THE CARBON DEPOSITING TENDENCIES
OF A DIESEL FUEL AFTER EVAPORATION AND PYROLYSIS UNDER PRESCRIBED
CONDITIONS. WHILE NOT DIRECTLY CORRELATING WITH ENGINES DEPOSITS, THIS
PROPERTY IS CONSIDERED A GUIDE.
9) ASH
ASH FORMING MATERIAL MAYBE PRESENT IN DIESEL FUEL IN TWO FORMS: (1)
ABRASIVE SOLIDS AND (2) SOLUABLE METALLIC SOAPS. ABRASIVE SOLIDS
CONTRIBUTE TO INJECTOR, FUEL PUMP, PISTON AND RING WEAR, AND ALSO
ENGINE DEPOSITS. SOLUABLE METALLIC SOAPS HAVE LITTLE EFFECT ON WEAR
BUT MAY CONTRIBUTE TO ENGINE DEPOSITS.
10) SULPHUR CONTENT:
SULPHUR IN DIESEL FUEL CAN CAUSE COMBUSTION CHAMBER DEPOSITS,
EXHAUST SYSTEM CORROSION, AND WEAR ON PISTONS, RINGS AND CYLINDERS,
PARTICULARLY AT LOW WATER-JACKET TEMPERATURES.
ULTRA LOW SULPHUR DIESEL (ULSD) IS AN INITIATIVE OF THE CANADIAN
GOVERNMENT TO SIGNIFICANTLY REDUCE THE AMOUNT OF SULPHUR IN ON-ROAD
CLEAR AND OFF-ROAD DYED DIESEL. IT WAS AN AGGRESSIVE INIATIVE TO
REDUCE FUEL SULPHUR TO 15 PARTS PER MILLION (PPM) BY MASS.
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YOUR PRESENT DIESEL ENGINES WILL PERFORM AS WELL WITH ULTRA LOW
SULPHUR DIESEL AS THEY DID WITH LOW SULPHUR DIESEL AND WILL BENEFIT BY
BURNING CLEANER, PRODUCING CLEANER EXHAUST AND, IN TURN, HELPING THE
ENVIRONMENT. ULSD IS ALSO GUARANTEED TO MEET THE VERY HIGH LUBRICITY
STANDARD.
11) CALORIFIC VALUE:
THE HEATING VALUE (CALORIFIC VALUE) OF A SUBSTANCE, USUALLY A FUEL, IS
THE AMOUNT OF HEAT RELEASED DURING THE COMBUSTION OF A SPECIFIED
AMOUNT OF IT. THE ENERGY VALUE IS A CHARACTERISTIC FOR EACH SUBSTANCE.
IT IS MEASURED IN UNITS OF ENERGY PER UNIT OF THE SUBSTANCE,
USUALLY MASS, SUCH AS: KJ/KG, KJ/MOL, KCAL/KG, BTU/LB. HEATING VALUE IS
COMMONLY DETERMINED BY USE OF A BOMB CALORIMETER.
HEATING VALUE UNIT CONVERSIONS:
•
•
•
KCAL/KG = MJ/KG * 238.846
BTU/LB = MJ/KG * 429.923
BTU/LB = KCALS * 1.8
THE HEAT OF COMBUSTION FOR FUELS IS EXPRESSED AS THE HHV, LHV, OR GHV.
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HIGHER HEATING VALUE
THE QUANTITY KNOWN AS HIGHER HEATING VALUE (HHV) (OR GROSS
ENERGY OR UPPER
HEATING
VALUE OR GROSS
CALORIFIC
VALUE (GCV)
OR HIGHER CALORIFIC VALUE (HCV)) IS DETERMINED BY BRINGING ALL THE
PRODUCTS OF COMBUSTION BACK TO THE ORIGINAL PRE-COMBUSTION
TEMPERATURE, AND IN PARTICULAR CONDENSING ANY VAPOUR PRODUCED.
SUCH MEASUREMENTS OFTEN USE A STANDARD TEMPERATURE OF 25°C. THIS IS
THE SAME AS THE THERMODYNAMIC HEAT OF COMBUSTION SINCE
THE ENTHALPY CHANGE FOR THE REACTION ASSUMES A COMMON TEMPERATURE
OF THE COMPOUNDS BEFORE AND AFTER COMBUSTION, IN WHICH CASE THE
WATER PRODUCED BY COMBUSTION IS LIQUID.
THE HIGHER HEATING VALUE TAKES INTO ACCOUNT THE LATENT HEAT OF
VAPORIZATION OF WATER IN THE COMBUSTION PRODUCTS, AND IS USEFUL IN
CALCULATING HEATING VALUES FOR FUELS WHERE CONDENSATION OF THE
REACTION PRODUCTS IS PRACTICAL (E.G., IN A GAS-FIRED BOILER USED FOR
SPACE HEAT). IN OTHER WORDS, HHV ASSUMES THE ENTIRE WATER COMPONENT
IS IN LIQUID STATE AT THE END OF COMBUSTION (IN PRODUCT OF COMBUSTION)
AND THAT HEAT ABOVE 150°C CAN BE PUT TO USE.
LOWER HEATING VALUE
THE QUANTITY KNOWN AS LOWER HEATING VALUE (LHV) (NET CALORIFIC
VALUE (NCV) OR LOWER CALORIFIC VALUE (LCV)) IS DETERMINED BY
SUBTRACTING THE HEAT OF VAPORIZATION OF THE WATER VAPOUR FROM THE
HIGHER HEATING VALUE. THIS TREATS ANY H 2 O FORMED AS A VAPOUR. THE
ENERGY REQUIRED TO VAPORIZE THE WATER THEREFORE IS NOT REALIZED AS
HEAT.
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LHV CALCULATIONS ASSUME THAT THE WATER COMPONENT OF A COMBUSTION
PROCESS IS IN VAPOR STATE AT THE END OF COMBUSTION, AS OPPOSED TO
THE HIGHER HEATING VALUE (HHV) (A.K.A. GROSS CALORIFIC VALUEOR GROSS
CV) WHICH ASSUMES THAT ALL OF THE WATER IN A COMBUSTION PROCESS IS IN
A LIQUID STATE AFTER A COMBUSTION PROCESS.
THE LHV ASSUMES THAT THE LATENT HEAT OF VAPORIZATION OF WATER IN THE
FUEL AND THE REACTION PRODUCTS IS NOT RECOVERED. IT IS USEFUL IN
COMPARING FUELS WHERE CONDENSATION OF THE COMBUSTION PRODUCTS IS
IMPRACTICAL, OR HEAT AT A TEMPERATURE BELOW 150°C CANNOT BE PUT TO
USE.
GROSS HEATING VALUE
•
GROSS HEATING VALUE ACCOUNTS FOR WATER IN THE EXHAUST LEAVING AS
VAPOR, AND INCLUDES LIQUID WATER IN THE FUEL PRIOR TO COMBUSTION.
THIS VALUE IS IMPORTANT FOR FUELS LIKE WOOD OR COAL, WHICH WILL
USUALLY CONTAIN SOME AMOUNT OF WATER PRIOR TO BURNING.
MEASURING HEATING VALUES
THE HIGHER HEATING VALUE IS EXPERIMENTALLY DETERMINED IN A BOMB
CALORIEMETER. THE COMBUSTION OF A STOICHIOMETRIC MIXTURE OF FUEL AND
OXIDIZER (E.G., TWO MOLES OF HYDROGEN AND ONE MOLE OF OXYGEN) IN A
STEEL CONTAINER AT 25° IS INITIATED BY AN IGNITION DEVICE AND THE
REACTIONS ALLOWED COMPLETING. WHEN HYDROGEN AND OXYGEN REACT
DURING COMBUSTION, WATER VAPOUR IS PRODUCED. THE VESSEL AND ITS
CONTENTS ARE THEN COOLED TO THE ORIGINAL 25°C AND THE HIGHER HEATING
VALUE IS DETERMINED AS THE HEAT RELEASED BETWEEN IDENTICAL INITIAL AND
FINAL TEMPERATURES.
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WHEN THE LOWER HEATING VALUE IS DETERMINED, COOLING IS STOPPED AT
150°C AND THE REACTION HEAT IS ONLY PARTIALLY RECOVERED. THE LIMIT OF
150°C IS AN ARBITRARY CHOICE.
NOTE: HIGHER HEATING VALUE (HHV) IS CALCULATED WITH THE PRODUCT OF
WATER BEING IN LIQUID FORM WHILE LOWER HEATING VALUE (LHV) IS
CALCULATED WITH THE PRODUCT OF WATER BEING IN VAPOUR FORM.
EXPERIMENTAL SET UP AND PROCEDURE
PROJECT EXPERIMENT
 ONE LITRE OF NORMAL DIESEL IS TAKEN INTO CONSIDERATION AND ONE
LITRE OF DIESEL WEIGHS 846 GRAMS.
 POTASSIUM ALUM IS TAKEN AND DIVIDED INTO VARIOUS PROPORTIONS BY
WEIGHT NAMELY 3% ,4%,5% AND 6% COMPARED TO THE WEIGHT OF ONE
LITRE OF DIESEL.
 A CONTAINER IS TAKEN WITH ONE LITRE OF DIESEL AND ALUM WITH 3% BY
WEIGHT OF DIESEL IS PUT INTO THE CONTAINER AND CLOSED WITH A LID.
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 IN THE SAME WAY OTHER 3 SAMPLES ARE PREPARED BY ADDING 4%, 5%, 6%
OF ALUM TO THE DIESEL IN 3 CONTAINERS.
 ALL THE 4 SAMPLES ARE CLOSED WITH A LID AND LEFT UNDISTURBED FOR 7
DAYS.
 AFTER THE INTERVAL OF TIME LID IS OPENED SEVERAL EXPERIMENTS ARE
CONDUCTED AND DIFFERENT PROPERTIES WERE FOUND OUT AND
COMPARED WITH THE PROPERTIES OF NORMAL DIESEL.
 THE PROPERTIES THAT ARE COMPARED ARE
•
FLASH POINT AND FIRE POINT
•
VISCOSITY
•
CALORIFIC VALUE
 PERFORMANCE TEST IS CONDUCTED AT DIFFERENT LOADS FOR ALL THE
SAMPLES AND TOTAL FUEL CONSUMPTION AND BRAKE THERMAL
EFFICIENCY IS ESTIMATED ON A 4-STROKE DIESEL ENGINE
 EMISSIONS ARE ALSO MEASURED FOR ALL THE SAMPLES AT DIFFERENT
LOADS BY USING EXHAUST GAS ANALYSER
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DETERMINATION OF THE PROPERTIES OF DIESEL WITH DIFFERENT PERCENTAGES
OF POTASSIUM ALUM
CLEAVELAND’S APPARATUS TO MEASURE FLASH AND FIRE POINT:
TO DETERMINE THE FLASH AND FIRE POINT OF THE DIESEL
SAMPLE USING CLEVELANDS’ APPARATUS THE FOLLOWING APPARATUS IS USED
APPARATUS REQUIRED ARE:
•
CLEAVELANDS OPEN CUP
•
HEATING SYSTEM
•
STIRRER
•
THERMOMETER
•
SPLINTER
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THEORY OF EXPERIMENT: IT IS VERY ESSENTIAL TO KNOW THE FLASH AND FIRE
POINT OF THE DIESEL BEFORE
USING IT IN VARIOUS CONDITIONS FOR ANY
GIVEN
SAMPLE.
THE FLASH
POINT OF
A VOLATILE MATERIAL
IS
THE
LOWEST TEMPERATURE AT WHICH IT CAN VAPORIZE TO FORM AN IGNITABLE
MIXTURE IN AIR. THE FIRE POINT, THE TEMPERATURE AT WHICH THE VAPOUR
CONTINUES TO BURN AFTER BEING IGNITED.
DESCRIPTION: CLEVELANDS OPEN CUP IS PLACED ON THE STAND.A HEATING
SYSTEM IS PROVIDED BENEATH THE CUP.A THERMOMETER IS PLACED IN THE CUP
AND A SPLINTER IS USED TO DETECT THE POINTS
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FIGURE.1
PROCEDURE:
 THE OPEN CUP APPARATUS IS CLEANED AND THE DIESEL IS TAKEN UP TO
THE MARK.
 THE CUP IS PLACED ON THE HEATING SYSTEM AND THERMOMETER PLACED
IN THE GAP SO THAT THE BULB TOUCHES THE SURFACE OF OIL.
 A BURNING SPLINTER IS BROUGHT NEAR THE SURFACE OF THE OIL ,THE
CORRESPONDING TEMPERATURE IS NOTED AS FLASH POINT
 FURTHER RISE IN TEMPERATURE OF OIL IS NOTED AS FIRE POINT WHERE
THE BURNING SPLINTER NEAR TO ITS SURFACE CATCHES FIRE
 REMOVE THE CUP FROM THE HEATING SYSTEM AND CLEAN IT NEATLY
 REPEAT THE EXPERIMENT WITH THE SAMPLE OF OIL TO GET CORRECT
READINGS
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 THE EXPERIMENT IS REPEATED FOR NORMAL DIESEL AND ALL THE SAMPLES
TAKEN AND THE VALUES ARE COMPARED
DURING THE TIME OF EXPERIMENT THE PRECAUTIONS ARE TO
BE TAKEN SO THAT SPLINTER SHOULD NOT TOUCH THE OIL SAMPLE AND
ALSO THERMOMETER SHOULD TOUCH THE SURFACE OF OIL AND NOT THE
CUP. THE OIL MUST BE HEATED CONSTANTLY FOR GRADUAL RISE IN
TEMPERATURE. THE DATA SO OBTAINED HAS BEEN PRESENTED IN TABLE
REDWOOD VISCOMETER TO FIND VISCOSITY:
TO DETERMINE THE KINEMATIC VISCOSITY AND ABSOLUTE VISCOSITY OF THE
DIESEL AT VARIOUS TEMPERATURES RED WOOD VISCOMETER IS USED THE
APPARATUS REQUIRED TO DETERMINE THE VISCOSITY ARE
•
RED WOOD VISCOMETER
•
THERMOMETER
•
STOP WATCH
•
SPIRIT LEVEL
•
GLASS JAR
•
DIESEL
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DESCRIPTION OF THE APPARATUS: IT CONSISTS OF A VERTICAL CYLINDER
CONTAINING THE LIQUID WHICH IS ALLOWED TO DISCHARGE THROUGH A
STANDARD ORIFICE SITUATED AT THE CENTRE OF THE BASE .THE BATH IS FITTED
WITH A THERMOMETER AND STIRRING KNOB.BATH AND STIRRER ARE FURNISHED
IN A HIGHLY POLISHED CHROMIUM PLATE TO FACILITATE CHARRING AND IS
MOUNTED ON A STAND WITH LEVELLING NUT THE CYLINDER IS SURROUNDED BY
A WATER JACKET WHICH CAN MAINTAIN THE LIQUID UNDER TEST AT A REQUIRED
TEMPERATURE EITHER BY MEANS OF GAS HEATING WHERE A HEATING TUBE IS
PROVIDED OR BY ELECTRONIC HEATING.
PROCEDURE:
 THE OIL CUP IS CLEANED WITH SUITABLE SOLVENT AND IT IS THOROUGHLY
DRIED USING SOFT TISSUE OR SIMILAR MATERIAL WHICH WILL NOT LEAVE
ANY FIBRE.
 THE BATH IS MOUNTED ON WHICH THE STAND AND CYLINDER LEVEL ARE
PROVIDED.THE VISCOMETER IS LEVELLED
 THE BATH IS FILLED WITH WATER.THE VISCOMETER BATH IS HEATED TO
FEW DEGREES ABOVE THE DESIRED TEMPERATURE.
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 THE PREPARED SAMPLE OF OIL IS POURED INTO THE OIL CUP THROUGH A
FILTER OF MATERIAL GUAGE.
 THE TEMPERATURE OF BATH IS ADJUSTED UNTILL THE SAMPLE IN THE CUP
IS MAINTAINED AT THE TEST TEMPERATURE BY STIRRING THE CONTENTS
OF THE BATH AND THE CUP DURING THE PROCESS,PREFERABLY BY
CONSTANT STIRRING OF THE BATH
IJOART
FIGURE .2
 THEN THE QUITE STEADY TEMPERATURE IS NOTED THEN CLEAN AND DRY
50CC. FLASK IS PLACED CENTRALLY BELOW THE JET WITH THE TOP OF
NECK
 A FEW MM FROM THE BOTTOM OF THE JET, THE TIME RECORDED IS
STOPPED AT THE INSTANT THE SAMPLE REACHED THE MARK.
 EXPERIMENT IS REPEATED FOR DIFFERENT VALUES OF TEMPERATURES
 SAME EXPERIMENT IS REPEATED FOR ALL REMAINING SAMPLES AND THE
CALCULATED VISCOSITIES ARE COMPARED WITH THAT OF THE NORMAL
DIESEL
THE DATA SO OBTAINED HAS BEEN TABULATED AND PRESENTED IN
BOMB CALORIEMETER TO MEASURE CALORIFIC VALUE:
TO DETERMINE THE CALORIFIC VALUE BOMB CALORIMETER IS USED.
BASIC PRINCIPLE:
A KNOWN WEIGHT OF SAMPLE IS BURNT IN THE BOMB CALORIMETER AND
THE RISE IN TEMPERATURE IS DETERMINED.HEAT PRODUCED BY THE
BURNING OF FUEL MUST BE EQUAL TO AMOUNT OF HEAT ABSORBED BY THE
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CALORIMETER ASSEMBLY.BEFORE CALCULATING THE CALORIFIC VALUE OF
FUEL,THE WATER EQUIVALENT TO THE ASSEMBLY MUST BE CALCULATED.
DESCRIPTION:
THE APPARATUS CONSISTS OF THE FOLLOWING PARTS.
1) BOMB: - THE BOMB CONSISTS OF THREE PARTS VIZ. BOMB BODY, LID AND
THE CAP.
THE BOMB VESSEL AND THE LID ARE MACHINED FROM AN
CORROSION RESISTANT STAINLESS STEEL ALLOY ROD.THE BOMB BODY IS A
CYLINDRICAL VESSEL HAVING CAPACITY OF 300ML.THE WALLS ARE STRONG
ENOUGH TO EASILY SUPPORT THE NORMAL OPERATING PRESSURE(30
ATMOSPHERES) AND ALSO EXTREME PRESSURE AS HIGH AS 300
ATMOSPHERES.DURING BURNING AT HIGH PRESSURE THE NITROGEN AND
SULPHUR CONTENTS ARE OXIDISED TO NITRIC ACID AND SULPHURIC ACID
RESPECTIVELY.THE CORROSION RESISTANT NATURE OF THE BOMB
MATERIAL PROTECT IT FROM THE CORROSIVE VAPOURS.THE LID IS
PROVIDED WITH TWO TERMINALS.THE METALLIC RODS PASS THROUGH
THESE TERMINALS,ONE OF WHICH IS PROVIDED WITH A RING FOR PLACING
THE SAMPLE CRUCIBLE WITH A SMALL HOOK AND THE OTHER WITH A
GROOVE.EACH ROD IS ALSO PROVIDED WITH A RING TO PRESS THE FUSE
WIRE ATTACHED TO IT.THE UPPER SIDE OF THE LID IS ALSO PROVIDED WITH
SMALL HOOK ROD LIFTING IT AND WITH A SCHRADER VALVE FOR FILLING
OXYGEN IN THE BOMB.THE VALVE IS PROVIDED WITH A METALLIC CAP.
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2)WATER JACKET: IT IS MADE OF STAINLESS STEEL POLISHED ON THE
INSIDE AND ALSO OUTSIDE TO MINIMISE RADIATIVE LOSSES.THE TOP OF
JACKET CARRIES A ROD TO HOLD THE STIRRER UNIT AND A SMALL PIPE
THROUGH WHICH WATER IS ADDED.THE PIPE ALSO SUPPORTS THE
THERMOMETER FOR MEASURING TEMPERATURE INSIDE THIS JACKET.
3)OFFSET STIRRER: IT CONSISTS OF A STIRRER DRIVEN AT CONSTANT
SPEED OF 800 RPM BY A MOTOR THROUGH A HEAT INSULATOR RUBBER
BELT.THE MOTOR UNIT IS KEPT AT SUFFICIENT DISTANCE FROM THE
VESSEL TO ELIMINATE HEATING.
4) CALORIMETER VESSEL:
POLISHED OUTSIDE.
IT IS MADE OF STAINLESS STEEL AND IS
BOMB FIRING UNIT: THE FIRING UNIT IS OPERATED BY A.C MAINS (230
VOLTS).THE ELECTRICAL BOX IS PROVIDED WITH TERMINALS FOR THE
STIRRER UNIT, THE ALARM UNIT AND THE BOMB FUSE WIRE.
5)PRESURE GUAGE ON STAND:
AN ACCURATE PRESSURE GUAGE IS
SUPPLIED FOR MEASUREMENT OF PRESSURE OF OXYGEN IN THE BOMB.THE
Copyright © 2013 SciResPub.
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DIAL IS GRADUATED FROM 0 TO 56G/CM(0 TO 600 IB/IN2).NORMALLY THE
OXYGEN IS FILLED IN THE BOMB AT A PRESSURE OF 25KG/CM2.
6)GAS RELEASE VALVE: IT IS TO REMOVE THE EXCESS OF OXYGEN.IT IS
SCREWED ON THE SCHREDER VALVE PROVIDED ON THE LID OF THE
BOMB.THE KNOB SHOULD BE TURNED DOWN TO RELEASE EXCESS OF
OXYGEN GAS OUT OF THE TUBE.
7) CRUCIBLE: THE STAINLESS STEEL CRUCIBLE IS OFFERED AS STANDARD
WITH INSTRUMENT.
8) IGNITION WIRE: A NICHROME WIRE OF 5M LENGTH IS PROVIDED WITH
INSTRUMENT.
IJOART
FIGURE .3
PROCEDURE:
 A KNOWN WEIGHT (0.5_1.0) OF GIVEN FUEL IS TAKEN IN A CLEAN
CRUCIBLE AND KEPT IN THE RING.
 A POINT WIRE TOUCHING THE FUEL SAMPLE IS STRETCHED AND
TIGHTENED TO THE TWO ELECTRODES AND IS INSERTED INTO THE
CRUCIBLE.
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 PLACE 10 ML OF DISTILLED WATER INSIDE THE BOMB WITH THE HELP
OF PIPETTE.
 SCREW THE BOMB TIGHT AND SLOWLY PASS OXYGEN GAS UPTO 2.5
ATMOSPHERES OF PRESSURE AFTER CONNECTING BOMB TO OXYGEN
CYLINDER.
 PLACE THE BOMB INSIDE THE COPPER CALORIMETER CONTAINING
THE KNOWN WEIGHT OF WATER SO THAT BOMB IS IMMERSED IN
WATER AND TERMINALS ARE OUTSIDE WATER.
 CONNECT THE ELECTRODES TO 6V BATTERY.
 SAMPLE BURNS AND HEAT IS LIBERATED AND RISE IN TEMPERATURE
IS RECORDED.
 SAME EXPERIMENT IS REPEATED FOR ALL DIFFERENT SAMPLES AND
COMPARED WITH NORMAL DIESEL.
THE DATA SO OBTAINED HAS BEEN TABULATED AND PRESENTED IN
PERFORMANCE TEST ON 4-STROKE DIESEL ENGINE:
PERFORMANCE TEST IS CONDUCTED ON THE 4-STROKE ENGINE USING THE
DIFFERENT SAMPLES.
IJOART
DESCRIPTION:
ENGINE: THE ENGINE IS SUPPLIED BY M/S ANIL COMPANY. THE ENGINE IS
SINGLE CYLINDER VERTICAL TYPE FOUR STROKE, WATER COOLED, AND
COMPRESSION IGNITION ENGINE. THE ENGINE IS SELF GOVERNED TYPE.
THE PRESENT ENGINE IS ONE OF THE EXTENSIVELY USED
ENGINES IN INDUSTRIAL SECTOR IN INDIA. THIS ENGINE CAN WITHSTAND
PEAK PRESSURES ENCOUNTERED BECAUSE OF ITS ORIGINAL HIGH
COMPRESSION RATIO. HENCE THIS ENGINE IS SELECTED FOR PRESENT
PROJECT WORK.
SPECIFICATIONS OF DIESEL ENGINE USED FOR EXPERIMENTATION
TABLE
ITEM
ENGINE POWER
CYLINDER BORE
STROKE LENGTH
ENGINE SPEED
COMPRESSION RATIO
SPECIFICATIONS
3.78KW
80MM
110MM
1500RPM
16.5:1
THE
EXPERIMENTAL
SET
UP
CONSIST
OF
ENGINE,
AN
ALTERNATOR,TOP LOAD SYSTEM, FUEL TANK ALONG WITH IMMERSION
HEATER AND EXHAUST GAS MEASURING DIGITAL DEVICE.
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DYNAMOMETER:
THE ENGINE IS COUPLED TO A GENERATED TYPE
ELECTRICAL DYNAMOMETER WHICH IS PROVIDED FOR LOADING THE
ENGINE.
FUEL INJECTION PUMP: THE PUMP IS DRIVEN BY CONSUMING SOME PART
OF POWER PRODUCED BY THE ENGINE; IT WILL PROVIDE THE REQUIRED
POWER TO THE ENGINE.THE PUMP IS BOSCH FUEL INJECTION PUMP.
FUEL INJECTOR: THE INJECTOR ASSEMBLY CONSISTS OF
1.
2.
3.
4.
A NEEDLE VALVE
A COMPRESSION SPRING
A NOZZLE
AN INJECTOR BODY
DIGITAL THERMOMETER:
IT CONSISTS OF TEMPERATURE SENSING
ELEMENT CONNECTED TO THE ELECTRONIC DIGITAL DISPLAY WHICH IS
OPERATED BY BATTERY.
PROCEDURE:
START THE ENGINE AT NO LOAD CONDITION WITH THE HELP OF CRANK
PROVIDED. LET THE ENGINE STABILISED. TIME TAKEN FOR CONSUMPTION
OF 20ML OF DIESEL IS NOTED WITH THE HELP OF BURETTE AND STOP
WATCH. TAKE THE READINGS ON VOLTMETER AND AMMETER FOR EVERY
LOAD. INCREASE THE LOAD OF ENGINE BY 15% OF FULL LOAD AS PER
LOADING PROCEDURE. REPEAT THE STEPS FOR DIFFERENT LOADS AND
UNLOAD GRADUALLY. MEASUREMENT OF BRAKE POWER: THE POWER
DEVELOPED IN THE ENGINE IS MEASURED BY USING ELECTRICAL DYNAMO
METER. THE PUMP IS RUN BY USING THE POWER DEVELOPED BY THE
ENGINE. THE TOTAL POWER IS OBTAINED BY ADDING PUMP POWER TO THE
PRODUCT OF VOLTAGE AND CURRENT. MEASUREMENT OF FUEL: THE FUEL
FLOW IS MEASURED BY VOLUME THROUGH A BURETTE TUBE WHICH IS
FIXED BETWEEN FUEL TANK AND FUEL PUMP. A T-JOINT PREPARED AND
ONE SIDE OF IT IS CONNECTED TO THE FUEL MEASURING TUBE. THE
REMAINING TWO SIDES OF THE JOINTS ARE CONNECTED TO THE FUEL TANK
AND THE FUEL PUMP RESPECTIVELY. FUEL FLOW IS MEASURED BY NOTING
THE TIME TAKEN FOR 20 C.C OF FUEL CONSUMPTION BY STOP-WATCH.
MEASUREMENT OF EXHAUST GAS TEMPERATURE: THE TEMPERATURE OF
EXHAUST GAS IS MEASURED BY USING DIGITAL ELECTRONIC DEVICES. IT
GIVES EXHAUST GAS TEMPERATURE DIRECTLY. REPEAT THE EXPERIMENT
FOR DIFFERENT SAMPLES AND COMPARED WITH THAT OF THE NORMAL
DIESEL. THE DATA OBTAINED HAS BEEN PRESENTED IN THE TABLE.
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EMISSIONS
DURING THE PERFORMANCE TEST ON THE ENGINE WITH THE VARIOUS
SAMPLES AT DIFFERENT LOADS WHICH ARE INCREASING GRADUALLY
EMISSIONS ARE ALSO ANALYSED FOR THE SAMPLES BY USING EXHAUST
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GAS ANALYSER EQUIPMENT. THE EQUIPMENT ANALYSED DIFFERENT GASES
PRESENT IN THE EXHAUST LIKE OXYGEN, CARBON DIOXIDE, CARBON
MONOXIDE, HYDRO CARBONS ETC AND THE QUANTITY OF EACH GAS
PRESENT IN THE EXHAUST. THE EMISSIONS ARE ANALYSED FOR VARIOUS
SAMPLES AT DIFFERENT LOADS AND COMPARED WITH THAT OF THE
NORMAL DIESEL. THE DATA SO OBTAINED HAS BEEN PRESENTED IN THE
TABLE
OBSERVATIONS AND CALCULATIONS
FLASH AND FIRE POINT
FLASH AND FIRE POINTS OF ALL THE SAMPLES WERE FOUND OUT BY USING
CLEVELAND’S APPARATUS AND RECORDED AS
OBSERVATIONS:
NORMAL DIESEL:
TRAILS
1
2
3
AVG
FLASH POINT
54
51
51
52
FIRE POINT
57
54
54
55
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DIESEL WITH 3% OF ALUM
TRAILS
1
2
3
AVG
FLASH POINT
47
48
47
47.33
FIRE POINT
51
51
50
50.67
DIESEL WITH 4% OF ALUM
TRAILS
1
2
3
AVG
FLASH POINT
48
45
45
46
FIRE POINT
50
48
49
49
DIESEL WITH 5% OF ALUM
Copyright © 2013 SciResPub.
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TRAILS
1
2
3
AVG
FLASH POINT
42
42
42
42
144
FIRE POINT
45
45
45
45
DIESEL WITH 6% OF ALUM
TRAILS
1
2
3
AVG
FLASH POINT
42
41
40
41
FIRE POINT
45
44
43
44
VISCOSITY
IJOART
KINEMATIC VISCOSITY IS FOUND OUT BY USING RED WOOD VISCO METER
KINEMATIC VISCOSITY KV =AT-B/T
WHERE T= TIME IN SECONDS
A=0.26
B= 179
ABSOLUTE VISCOSITY =SPECIFIC GRAVITY×K V
SPECIFIC GRAVITY= 0.846/ [1+0.00036(T-15.55)]
VISCOSITY IS IN CENTI POISE
OBSERVATIONS AND CALCULATIONS
NORMAL DIESEL:
TEMPERATURE TIME(SEC)
KINEMATIC
SP.GRAVITY
VISCOSITY(CENTI
POISE)
30
40
50
60
2.37
1.861
1.649
1.462
31.19
30.06
29.52
29.2
0.8397
0.8410
0.8411
0.8415
ABSOLUTE
VISCOSITY
(CENTI
POISE)
1.99
1.565
1.387
1.230
DIESEL WITH 3% OF ALUM:
Copyright © 2013 SciResPub.
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TEMPERATURE TIME(SEC)
KINEMATIC
SP.GRAVITY
VISCOSITY(CENTI
POISE)
30
40
50
60
2.129
1.569
1.410
1.320
30.65
29.43
29.09
28.9
0.8411
0.8419
0.8429
0.8422
145
ABSOLUTE
VISCOSITY
(CENTI
POISE)
1.79
1.32
1.1872
1.11
DIESEL WITH 4% OF ALUM:
TEMPERATURE TIME(SEC)
KINEMATIC
SP.GRAVITY
VISCOSITY(CENTI
POISE)
30
40
50
60
2.075
1.391
1.263
1.129
30.53
29.05
28.78
28.5
0.8414
0.8423
0.8427
0.8429
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ABSOLUTE
VISCOSITY
(CENTI
POISE)
1.745
1.172
1.064
0.952
DIESEL WITH 5% OF ALUM
TEMPERATURE TIME(SEC)
KINEMATIC
SP.GRAVITY
VISCOSITY(CENTI
POISE)
30
40
50
60
1.829
1.344
1.229
0.911
29.99
28.95
28.71
28.05
0.8418
0.8425
0.8428
0.8433
ABSOLUTE
VISCOSITY
(CENTI
POISE)
1.5396
1.1323
1.0358
0.7682
DIESEL WITH 6% OF ALUM
TEMPERATURE TIME(SEC)
KINEMATIC
SP.GRAVITY
VISCOSITY(CENTI
POISE)
30
40
50
60
2.147
1.177
0.936
0.641
30.69
28.6
28.1
27.5
0.8418
0.8425
0.8428
0.8433
ABSOLUTE
VISCOSITY
(CENTI
POISE)
1.8073
0.9916
0.7889
0.5405
CALORIFIC VALUE:
Copyright © 2013 SciResPub.
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146
A KNOWN WEIGHT OF SAMPLE IS BURNT IN THE BOMB CALORIMETER AND
THE RISE IN TEMPERATURE IS DETERMINED.HEAT PRODUCED BY THE
BURNING OF FUEL MUST BE EQUAL TO AMOUNT OF HEAT ABSORBED BY THE
CALORIMETER ASSEMBLY.BEFORE CALCULATING THE CALORIFIC VALUE OF
FUEL,THE WATER EQUIVALENT TO THE ASSEMBLY MUST BE CALCULATED.
HCV= (W+W) (T2-T1+TC)
W=WEIGHT OF WATER IN CALORIMETER
W=WATER EQUIVALENT OF CALORIMETER
T2=FINAL TEMPERATURE OF CALORIMETER
T1=INITIAL TEMPERATURE OF CALORIMETER
TC=COOLING CORRECTIONS
TABLE
SERIAL NO
SAMPLE
1
NORMAL
DIESEL
DIESEL
WITH
ALUM
DIESEL
WITH 4
ALUM
DIESEL
WITH
ALUM
DIESEL
WITH
ALUM
2
3
4
5
CHANGE
TEMP
IN AVG
CHANGE
1.62
1.42
1.52
CALORIFIC
VALUE
IN
KJ/KG
44,000
1.65
1.47
1.56
45,176.16
1.72
1.59
1.65
47822.74
1.9
1.84
1.87
54,292
1.7
1.74
1.72
49881.207
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3%
%
5%
6%
PERFORMANCE TESTS
PERFORMANCE TEST FOR THE DIFFERENT SAMPLES IS CONDUCTED ON A 4STROKE DIESEL ENGINE AND THE CALCULATIONS ARE DONE BY USING THE
FOLLOWING FORMULAE
1) TOTAL FUEL CONSUMPTION IN KG/S =( VOL OF DIESEL ×DENSITY×10-6)/T
2) BRAKE POWER = VI/1000 KW
WHERE V=VOLTAGE IN VOLTS
Copyright © 2013 SciResPub.
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ISSN 2278-7763
3)
4)
5)
6)
7)
147
I=CURRENT IN AMPHERES
HEAT INPUT= TOTAL FUEL CONSUMPTION ×CALORIFIC VALUE KW
INDICATED POWER=BRAKE POWER + FRICTION POWER(FROM GRAPH)
BRAKE THERMAL EFFICIENCY= BRAKE POWER/HEAT INPUT
INDICATED THERMAL EFFICIENCY=INDICATED POWER/HEAT INPUT
MECHANICAL EFFICIENCY= BRAKE POWER /INDICATED POWER
ALL THE VALUES ARE CALCULATED AND TABULATED IN THE FOLLOWING PAGES
PERFORMANCE
TEST
FRICTION POWER=1.53 KW
SERIAL
NO
LOAD
TIME IN
SEC
1
0
2
500
TOTAL
FUEL
CONSUMPTION
IN KG/S
RESULTS
FOR
NORMAL
DIESEL
EXHAUST GAS
TEMPERATURE
0
IN C
AIR
VELOCITY
IN M/S
VOLTAGE
IN VOLTS
CURRENT
IN
AMPHERES
BRAKE
POWER
IN KW
84.34 200.6×10-6
165
3.2
230
0
0
81.52 207.5×10-6
235
3.9
230
1.25
0.2875
3
1000 65.54 258.16×10- 270
5.4
230
2.75
0.6325
4
1500 50.66 333.9X10-6
312
7.8
230
5.5
1.265
5
2000 39.42 429.22X10- 385
9.6
230
7.7
1.771
6
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6
HEAT INPUT INDICATED
MECHANICAL
IN KW
POWER
IN EFFICIENCY
KW
8.826
1.53
0
BRAKE
THERMAL
EFFICIENCY
0
INDICATED
THERMAL
EFFICIENCY
17.335
9.130
1.817
15.823
3.149
19.901
11.359
2.162
29.255
5.568
20.033
14.692
2.795
45.259
8.610
19.024
18.886
3.301
53.650
9.377
17.478
Copyright © 2013 SciResPub.
IJOART
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PERFORMANCE
TEST
RESULTS
FRICTION POWER=1.5 KW
SERIAL
NO
LOAD
TIME IN
SEC
1
0
2
500
86.14
3
TOTAL
FUEL
CONSUMPTION
IN KG/S
FOR
DIESEL
148
WITH
3%
OF
ALUM
EXHAUST GAS
TEMPERATURE
0
IN C
AIR
VELOCITY
IN M/S
VOLTAGE
IN VOLTS
CURRENT
IN
AMPHERES
BRAKE
POWER
IN KW
104.02 162.27×10-6
180
2.8
230
0
0
196.42×10-6
228
6.6
230
1.42
0.322
1000 71.84
235×10-6
278
6.9
230
3.35
0.771
4
1500 55.84
303.01X10-6
310
7.6
230
5.65
1.299
5
2000 42.84
394.95X10-6
358
9.6
230
7.8
1.794
HEAT INPUT INDICATED
MECHANICAL
IN KW
POWER
IN EFFICIENCY
KW
7.331
1.5
0
BRAKE
THERMAL
EFFICIENCY
0
INDICATED
THERMAL
EFFICIENCY
20.461
8.873
1.822
17.673
3.629
20.531
10.616
2.271
33.949
7.263
21.392
13.689
2.729
47.599
9.489
19.936
17.842
3.294
54.463
10.055
18.462
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PERFORMANCE TEST RESULTS FOR DIESEL WITH 4% OF ALUM
FRICTION POWER=1.47KW
TEMPERATURE
0
IN C
AIR
VELOCITY
IN M/S
VOLTAGE
IN VOLTS
CURRENT
IN
AMPHERES
BRAKE
POWER
IN KW
190
3
230
0
0
193.9×10-6
223
3.5
230
1.5
0.345
1000 72.24
234.21×10-6
302
4.9
230
3.5
0.805
4
1500 56.36
300.212X10- 318
5.2
230
5.75
1.322
5
2000 43.94
386.83X10-6
5.4
230
7.8
1.794
SERIAL
NO
LOAD
TIME
SEC
IN
TOTAL
FUEL
CONSUMPTION
IN KG/S
1
0
105.74 160.02×10-6
2
500
87.26
3
6
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149
HEAT INPUT INDICATED
MECHANICAL
IN KW
POWER
IN EFFICIENCY
KW
7.652
1.47
0
BRAKE
THERMAL
EFFICIENCY
0
INDICATED
THERMAL
EFFICIENCY
19.211
9.273
1.815
19.008
3.720
19.575
11.2
2.275
35.385
7.187
20.312
14.357
2.792
47.349
9.208
19.447
18.499
3.264
54.963
10.698
17.644
PERFORMANCE
TEST
RESULTS
FRICTION POWER=1.35KW
FOR
DIESEL
WITH
5%
OF
AIR
VELOCITY
IN M/S
VOLTAGE
IN VOLTS
CURRENT
IN
AMPHERES
BRAKE
POWER
IN KW
106.42 158.99×10- 148
3.5
230
0
0
190.97×10- 195
4.1
230
2.1
0.483
1000 73.36
230.64×10- 240
4.6
230
3.9
0.897
1500 59.3
285.32X10- 270
5.5
230
5.85
1.345
6.1
230
7.9
1.817
SERIAL
NO
LOAD
TIME
SEC
IN
1
0
2
500
88.6
3
4
TOTAL
FUEL
CONSUMPTION
IN KG/S
TEMPERATURE
0
IN C
IJOART
6
6
6
ALUM
6
5
2000 45.9
371.86X10- 345
6
HEAT INPUT INDICATED
MECHANICAL
IN KW
POWER
IN EFFICIENCY
KW
8.632
1.35
0
BRAKE
THERMAL
EFFICIENCY
0
INDICATED
THERMAL
EFFICIENCY
15.639
10.368
1.833
26.350
4.658
17.679
12.522
2.247
39.919
7.163
17.944
15.490
2.695
49.907
8.683
17.398
20.185
3.167
57.373
9.001
15.689
Copyright © 2013 SciResPub.
IJOART
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PERFORMANCE TEST RESULTS FOR DIESEL WITH 6% OF ALUM
FRICTION POWER=1.5KW
SERIAL
NO
LOAD
TIME
SEC
IN
TOTAL
FUEL
CONSUMPTION
IN KG/S
TEMPERATURE
0
IN C
1
0
105.32 160.653×10- 182
AIR
VELOCITY
IN M/S
VOLTAGE
IN VOLTS
CURRENT
IN
AMPHERES
BRAKE
POWER
IN KW
3.1
230
0
0
6
2
500
86.94
194.62×10-6
225
3.6
230
2.1
0.483
3
1000 69.72
242.68×10-6
283
4.2
230
3.7
0.851
4
1500 53.60
315.67X10-6
328
4.8
230
5.75
1.323
5
2000 39.34
430.10X10-6
378
5.1
230
7.7
1.771
HEAT INPUT INDICATED
MECHANICAL
IN KW
POWER
IN EFFICIENCY
KW
8.013
1.5
0
BRAKE
THERMAL
EFFICIENCY
0
INDICATED
THERMAL
EFFICIENCY
18.719
9.708
1.822
24.357
4.975
20.426
12.105
2.271
36.197
7.030
19.422
15.746
2.729
46.865
8.403
17.928
21.454
3.294
54.142
8.255
15.246
IJOART
EMISSIONS
DURING THE PERFORMANCE TEST OF THE 4-STROKE DIESEL ENGINE WITH THE
VARIOUS SAMPLES SEVERAL EXHAUST GASES ARE RELEASED. ALL THE EXHAUST
GASES ARE ANALYSED AT DIFFERENT LOADS BY USING EXHAUST GAS ANALYSER
AFTER ANALYSING THE EXHAUST GASES THEY ARE TABULATED AND COMPARED
WITH THAT OF THE NORMAL DIESEL
WHERE
•
•
•
•
CO-CARBON MONOXIDE
HC-HYDRO CARBONS
CO 2 –CARBON DIOXIDE
O 2 -OXYGEN
Copyright © 2013 SciResPub.
IJOART
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EMISSIONS OF VARIOUS GASES FOR NORMAL DIESEL:
ERIAL NO
1
2
3
4
5
LOAD
IN CO IN
WATTS
VOL
0
0.02
500
0.02
1000
0.03
1500
0.11
2000
1.01
% HC IN PPM
0
0
0
10
109
CO 2
VOL
0.3
0.6
0.9
1
3.6
% O 2 % VOL
20.6
20.38
20.2
20.01
17.04
EMISSIONS OF VARIOUS GASES FOR DIESEL WITH 3% OF ALUM:
SERIAL NO LOAD
IN CO IN
WATTS
VOL
1
0
0.02
2
500
0.0
3
1000
0.01
4
1500
0.06
5
2000
0.52
% HC IN PPM
0
0
0
6
55
CO 2 IN % O 2 IN
VOL
VOL
0.2
20.57
0.1
20.69
0.1
20.74
0.5
20.29
1.7
18.43
IJOART
%
EMISSIONS OF VARIOUS GASES FOR DIESEL WITH 4% OF ALUM:
SERIAL NO LOAD
IN CO IN
WATTS
VOL
1
0
0.0
2
500
0.01
3
1000
0.01
4
1500
0.09
5
2000
0.38
% HC IN PPM
0
0
0
3
46
CO 2 IN % O 2 IN
VOL
VOL
0
20.73
0.2
20.56
0.5
20.26
0.7
20.05
1.1
19.19
%
EMISSIONS OF VARIOUS GASES FOR DIESEL WITH 5% OF ALUM:
SERIAL NO LOAD
IN CO IN
WATTS
VOL
1
0
0.04
2
500
0.02
3
1000
0.03
4
1500
0.07
5
2000
0.18
% HC IN PPM
0
0
0
1
21
CO 2 IN % O 2 IN
VOL
VOL
0.9
19.8
0.5
20.13
0.6
20.09
0.5
20.12
0.6
19.88
%
EMISSIONS OF VARIOUS GASES FOR DIESEL WITH 6% OF ALUM:
SERIAL NO LOAD
IN CO IN
WATTS
VOL
1
0
0.03
2
500
0.03
3
1000
0.03
4
1500
0.17
Copyright © 2013 SciResPub.
% HC IN PPM
1
2
6
15
CO 2 IN % O 2 IN
VOL
VOL
0.7
20.16
1
19.8
0.7
20.03
1.2
19.52
%
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2000
152
0.25
27
0.8
RESULTS AND DISCUSSIONS
19.74
FLASH AND FIRE POINTS
IN ORDER TO ANALYSE THE EFFECT OF VARIATION OF FLASH AND FIRE
POINTS WITH RESPECT TO DIFFERENT PERCENTAGES OF ALUM, THE FOLLOWING
FIGURE PRESENTED BELOW
60
Temperature
50
40
30
flash point
20
10
IJOART
0
0
1
2
3
4
5
6
7
% of Alum
FLASH POINT VS % OF POTASSIUM ALUM
fire point
60
Temperature
50
40
30
fire point
20
10
0
0
1
2
3
4
5
6
7
% of Alum
Copyright © 2013 SciResPub.
IJOART
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FIRE POINT VS % OF POTASSIUM ALUM
FROM THE GRAPH IT CAN BE OBSERVED THAT FLASH AND FIRE POINTS ARE
CONTINUOUSLY REDUCING WITH INCREASE IN PERCENTAGE OF ALUM FROM 0 TO
6%
VISCOSITY
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN VISCOSITY WITH RESPECT
TO DIFFERENT PERCENTAGES OF POTASSIUM ALUM THE FOLLOWING FIGURES
ARE PRESENTED BELOW
2.5
Viscosity
2
IJOART
1.5
1
kinematic
viscosity at
30 C
0.5
0
0
2
4
6
8
% of Alum
KINEMATIC VISCOSITY VS % OF POTASSIUM ALUM AT ROOM TEMPERATURE
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2
1.8
1.6
Viscosity
1.4
1.2
1
kinematic
viscosity at
40 C
0.8
0.6
0.4
0.2
0
0
2
4
6
8
% of Alum
KINEMATIC VISCOSITY VS % OF POTASSIUM ALUM AT 400C
IJOART
1.8
1.6
1.4
Viscosity
1.2
1
0.8
Kinematic
viscosity at
50 C
0.6
0.4
0.2
0
0
2
4
6
8
% of Alum
KINEMATIC VISCOSITY VS % OF POTASSIUM ALUM AT 500C
Copyright © 2013 SciResPub.
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1.6
1.4
Viscosity
1.2
1
0.8
Kinematic
Viscosity at
60 C
0.6
0.4
0.2
0
0
2
4
6
8
% of Alum
KINEMATIC VISCOSITY VS % OF POTASSIUM ALUM AT 600C
FROM THE GRAPHS IT CAN BE OBSERVED THAT AS THE ALUM
CONTENT IN DIESEL IS INCREASING FROM 0 TO 6%, VISCOSITY IS FOUND TO BE
DECREASING BUT AN INCREASE IN VISCOSITY IS OBSERVED IN DIESEL WITH 6%
ALUM AT ROOM TEMPERATURE.
IJOART
CALORIFIC VALUE
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN CALORIFIC VALUE WITH
RESPECT TO DIFFERENT PERCENTAGES OF POTASSIUM ALUM FIGURE HAS BEEN
PRESENTED BELOW
60000
Calorific Value
50000
40000
30000
Calorific Value
20000
10000
0
0
1
2
3
4
5
6
7
% of Alum
CALORIFIC VALUE VS % OF POTASSIUM ALUM
Copyright © 2013 SciResPub.
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FROM THE GRAPH IT CAN BE OBSERVED THAT CALORIFIC VALUE IS
CONTINUOUSLY INCREASING WITH INCREASE IN PERCENTAGE OF ALUM FROM 0
TO 5 %. MORE THAN 5% DECREASING. IT CLEARLY INDICATES THE EXISTENCE OF
AN OPTIMUM VALUE OF PERCENTAGE OF ALUM IS AROUND 5%.
PERFORMANCE TESTS - TOTAL FUEL CONSUMPTION
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN TOTAL FUEL CONSUMPTION
WITH RESPECT TO DIFFERENT PERCENTAGES OF POTASSIUM ALUM AT VARIOUS
LOADS THE FOLLOWING FIGURES PRESENTED BELOW
250
Total fuel Consumption
200
150
Total fuel
Consumption at
no load in 10-6
kg/s
100
50
0
0
IJOART
2
4
6
8
% of Alum
TOTAL FUEL CONSUMPTION VS % OF POTASSIUM ALUM AT NO LOAD
210
208
Total fuel Consumption
206
204
202
200
Total Fuel
Consumptio
n at 500
watts load
in 10-6 Kg/s
198
196
194
192
190
0
2
4
% of Alum
6
8
TOTAL FUEL CONSUMPTION VS % OF POTASSIUM ALUM AT 500 WATTS LOAD
Copyright © 2013 SciResPub.
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260
Total fuel Consumption
255
250
245
Total Fuel
Consumption
at 1000 watts
load in 10-6
Kg/s
240
235
230
225
0
2
4
6
8
% of Alum
TOTAL FUEL CONSUMPTION VS % OF POTASSIUM ALUM AT 1000 WATTS LOAD
IJOART
500
450
Total Fuel Consumption
400
350
300
250
Total Fuel
Consumption
at 1500 watts
load in 10-6
Kg/s
200
150
100
50
0
0
2
4
6
8
% of Alum
TOTAL FUEL CONSUMPTION VS % OF POTASSIUM ALUM AT 1500 WATTS LOAD
Copyright © 2013 SciResPub.
IJOART
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158
440
Total fuel Consumption
430
420
410
400
Total Fuel
Consumption
at 2000 watts
load in 10-6
Kg/s
390
380
370
360
0
2
4
6
8
% of Alum
TOTAL FUEL CONSUMPTION VS % OF POTASSIUM ALUM AT 2000 WATTS LOAD
FROM THE GRAPHS IT CAN BE OBSERVED THAT TOTAL FUEL CONSUMPTION IS
CONTINUOUSLY REDUCING WITH INCREASE IN PERCENTAGE OF ALUM FROM 0 TO
5% AND FURTHER IT INCREASES AS % OF ALUM INCREASES FROM 5 TO 6%.IT
CLEARLY INDICATES THE EXISTENCE OF AN OPTIMUM VALUE OF PERCENTAGE OF
ALUM AROUND 5%.
IJOART
Copyright © 2013 SciResPub.
IJOART
International Journal of Advancements in Research & Technology, Volume 2, Issue5, May-2013
ISSN 2278-7763
159
BRAKE THERMAL EFFICIENCY
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN BRAKE THERMAL
EFFICIENCY WITH RESPECT TO DIFFERENT PERCENTAGES OF POTASSIUM ALUM AT
VARIOUS LOADS PRESENTED BELOW
12
Brake Thermal Efficiency
10
8
6
Brake thermal
Efficiency at
500 watts load
4
2
IJOART
0
0
2
4
6
8
% of Alum
BRAKE THERMAL EFFICIENCY VS % OF ALUM AT 500 WATTS LOAD
16
Brake Thermal Efficiency
14
12
10
8
6
Brake thermal
Efficiency at 1000
watts load
4
2
0
0
2
4
6
8
% of Alum
Copyright © 2013 SciResPub.
IJOART
International Journal of Advancements in Research & Technology, Volume 2, Issue5, May-2013
ISSN 2278-7763
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BRAKE THERMAL EFFICIENCY VS % OF ALUM AT 1000 WATTS LOAD
19.5
Brake Thermal Efficiency
19
18.5
18
Brake
thermal
Efficiency
at 1500
watts load
17.5
17
16.5
0
2
4
6
8
% of Alum
IJOART
BRAKE THERMAL EFFICIENCY VS % OF ALUM AT 1500 WATTS LOAD
Brake thermal Efficiency
25
20
15
10
Brake thermal
Efficiency at
2000 watts
load
5
0
0
2
4
6
8
% of Alum
BRAKE THERMAL EFFICIENCY VS % OF ALUM AT 2000 WATTS LOAD
FROM THE GRAPHS IT IS INFERRED THAT AS THE ALUM CONTENT IN DIESEL IS
INCREASING, THERE IS NO MAGNIFICENT CHANGE IN BRAKE THERMAL
Copyright © 2013 SciResPub.
IJOART
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EFFICIENCY. SLIGHT INCREASE IS OBSERVED BETWEEN 3-4% AS COMPARED
TO THAT OF THE NORMAL DIESEL.
EMISSIONS
CARBON MONOXIDE (CO) EMISSIONS
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN CARBON
MONOXIDE EMISSIONS WITH RESPECT TO DIFFERENT PERCENTAGES OF
POTASSIUM ALUM AT VARIOUS LOADS FIGURE HAS BEEN PRESENTED
BELOW
0.045
0.04
CO Emissions
0.035
0.03
IJOART
0.025
0.02
0.015
CO Emissions in
% of volume
0.01
0.005
0
0
2
4
6
8
% of Alum
CO EMISSIONS VS % OF POTASSIUM ALUM AT NO LOAD
Copyright © 2013 SciResPub.
IJOART
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0.035
0.03
CO Emissions
0.025
0.02
0.015
CO Emissions in
% of volume
0.01
0.005
0
0
2
4
6
8
% of Alum
CO EMISSIONS VS % OF POTASSIUM ALUM AT 500WATTS LOAD
0.035
IJOART
0.03
CO Emissions
0.025
0.02
0.015
CO
Emissions
in % of
volume
0.01
0.005
0
0
1
2
3
4
5
6
7
% of Alum
CO EMISSIONS VS % OF POTASSIUM ALUM AT 1000WATTS LOAD
Copyright © 2013 SciResPub.
IJOART
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0.18
0.16
CO Emissions
0.14
0.12
0.1
0.08
CO Emissions
in % of
volume
0.06
0.04
0.02
0
0
2
4
6
8
% of Alum
CO EMISSIONS VS % OF POTASSIUM ALUM AT 1500WATTS LOAD
IJOART
1.2
CO Emissions
1
0.8
0.6
CO Emissions in % of volume
0.4
0.2
0
0
2
4
6
8
% of Alum
CO EMISSIONS VS % OF POTASSIUM ALUM AT 2000WATTS LOAD
Copyright © 2013 SciResPub.
IJOART
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IT CAN BE INFERRED THAT CO EMISSIONS ARE DECREASING GRADUALLY FROM 0
TO 4%, AND THEN IT IS INCREASING FROM 4 TO 6% AT MINIMUM LOADS, BUT AT
MAXIMUM LOADS CO EMISSIONS ARE MINIMUM FOR THE SAMPLE OF DIESEL WITH
5% OF ALUM.
HYDRO CARBON EMISSIONS
IN ORDER TO ANALYSE THE EFFECT OF VARIATION IN HYDRO CARBON
EMISSIONS WITH RESPECT TO DIFFERENT PERCENTAGES OF POTASSIUM ALUM
AT VARIOUS LOADS FIGURES PRESENTED BELOW
1.2
1
HC Emissions
0.8
0.6
0.4
IJOART
HC Emissions in
ppm
0.2
0
0
-0.2
2
4
6
8
% of Alum
HYDRO CARBON EMISSIONS VS % OF POTASSIUM ALUM AT NO LOAD
2.5
HC Emissions
2
1.5
1
HC Emissions in
ppm
0.5
0
0
2
4
6
8
-0.5
% of Alum
Copyright © 2013 SciResPub.
IJOART
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HYDRO CARBON EMISSIONS VS % OF POTASSIUM ALUM AT 500 WATTS LOAD
7
6
5
HC Emissions
4
3
HC Emissions
in ppm
2
1
0
0
-1
2
4
6
8
IJOART
% of Alum
HYDRO CARBON EMISSIONS VS % OF POTASSIUM ALUM AT 1000 WATTS LOAD
16
14
HC Emissions
12
10
8
HC
Emissions in
ppm
6
4
2
0
0
2
4
6
8
% of Alum
HYDRO CARBON EMISSIONS VS % OF POTASSIUM ALUM AT 1500 WATTS LOAD
Copyright © 2013 SciResPub.
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120
HC Emissions
100
80
60
40
HC Emissions in
ppm
20
0
0
2
4
6
8
% of Alum
IJOART
HYDRO CARBON EMISSIONS VS % OF POTASSIUM ALUM AT 2000 WATTS LOAD
FROM THE GRAPHS IT IS INFERRED THAT AS THE ALUM CONTENT IN
DIESEL IS INCREASING, EMISSIONS OF HYDRO CARBONS ARE DECREASING
UPTO 5% AND THEN THEY STARTED INCREASING BEYOND 5%.
CONCLUSIONS
THE FOLLOWING ARE THE CONCLUSIONS BASED ON THE EXPERIMENTS
CONDUCTED WITH VARIOUS SAMPLES OF DIESEL WHICH IS ADDED WITH
POTASSIUM ALUM IN VARIOUS PROPORTIONS. AS THE DIESEL IS ADDED WITH
ALUM THERE WAS A CHANGE IN THE SEVERAL PROPERTIES OF DIESEL. DIESEL
MIXED WITH 5% OF ALUM BY WEIGHT IS FOUND TO BE OPTIMUM.
THE FOLLOWING
INVESTIGATIONS
CONCLUSIONS ARE DRAWN BASED ON THE PREVIOUS
 FROM THE GRAPHS, IT IS INFERRED THAT AS THE ALUM CONTENT IN DIESEL
IS INCREASING FROM 0 TO 6% FLASH AND FIRE POINTS ARE CONTINUOUSLY
REDUCING.
 AS THE ALUM CONTENT IN DIESEL IS INCREASING FROM 0 TO 6%, VISCOSITY
IS FOUND TO BE DECREASING BUT AN INCREASE IN VISCOSITY IS
OBSERVED IN DIESEL WITH 6% ALUM AT ROOM TEMPERATURE.
 IT CAN BE OBSERVED THAT CALORIFIC VALUE IS CONTINUOUSLY
INCREASING WITH INCREASE IN PERCENTAGE OF ALUM FROM 0 TO 5% AND
FURTHER IT DECREASES AS PERCENTAGE OF ALUM INCREASES FROM 5 TO
6%.IT CLEARLY INDICATES THE EXISTENCE OF AN OPTIMUM VALUE OF
PERCENTAGE OF ALUM AROUND 5%.
Copyright © 2013 SciResPub.
IJOART
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 IT CAN BE OBSERVED THAT TOTAL FUEL CONSUMPTION IS CONTINUOUSLY
REDUCING WITH INCREASE IN PERCENTAGE OF ALUM FRO 0-5% AND
FURTHER IT INCREASES AS PERCENTAGE OF ALUM INCREASES FROM 5 TO
6%.IT CLEARLY INDICATES THE EXISTENCE OF AN OPTIMUM VALUE OF
PERCENTAGE OF ALUM AROUND 5%.
 IT IS INFERRED THAT AS THE ALUM CONTENT IN DIESEL IS INCREASING
THERE IS NO MAGNIFICENT CHANGE IN BRAKE THERMAL EFFICIENCY.
SLIGHT INCREASE IS OBSERVED BETWEEN 3-4% AS COMPARED TO THAT OF
THE NORMAL DIESEL.
IT CAN BE INFERRED THAT CO EMISSIONS ARE DECREASING GRADUALLY
FROM 0 TO 4%, AND THEN IT IS INCREASING FROM 4 TO 6% AT MINIMUM
LOADS, BUT AT MAXIMUM LOADS CO EMISSIONS ARE MINIMUM FOR THE
SAMPLE OF DIESEL WITH 5% OF ALUM.
 IT IS INFERRED THAT AS THE ALUM CONTENT IN DIESEL IS INCREASING,
EMISSIONS OF HYDRO CARBONS ARE DECREASING UPTO 5% AND THEN
THEY STARTED INCREASING BEYOND 5%.
IJOART
ACKNOWLEDGEMENTS
I, THE AUTHOR DEDICATE MY SINCERE GRATITUDE TO JAWAHARLAL NEHRU
TECHNOLOGICAL UNIVERSITY, ANANTAPUR AND OIL AND TECHNOLOGY
RESEARCH INSTITUTE, ANANTAPUR AND GOVERNMENT POLYTECHNIC COLLEGE,
ANANATAPUR.
MY SPECIAL THANKS TO DR. K.GOVINDARAJULU, M.TECH, PHD, F.I.E,M.I.S.T.E,C.E.,
PROFESSOR OF MECHANICAL ENGINEERING DEPARTMENT, JAWAHARLAL NEHRU
TECHNOLOGICAL UNIVERSITY, ANANTAPUR AND TO HIS BELOVED FINAL YEAR
B.TECH, MECHANICAL ENGINEERING STUDENTS, V.BALARAJU (HT.NO.09001A0320),
P.SRAVANI (HT.NO.09001A0323), V.RAJENDRA (HT.NO.09001A0334), R.NARAYANA
SWAMY NAIK (HT.NO.09001A0336), N.TEJA SWAROOPA (HT.NO.09001A0344).
REFERENCES
•
PETROL AND DIESEL POLLUTION CONTROL BY POTASSIUM ALUM BY
AMMINENI SHYAM SUNDAR FROM INTERNATIONAL JOURNAL OF
ADVANCEMENTS IN RESEARCH & TECHNOLOGY (ISSN 2278-7763)
Copyright © 2013 SciResPub.
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International Journal of Advancements in Research & Technology, Volume 2, Issue5, May-2013
ISSN 2278-7763
•
•
•
•
•
•
168
GREEN DIESEL BY POTASSIUM ALUM BY AMMINENI SHAYM SUNDAR FROM
INTERNATIONAL JOURNAL OF ADVANCEMENTS IN RESEARCH &
TECHNOLOGY (ISSN 2278-7763).
WIKIPEDIA BY INTERNET
ENGINEERING THERMODYNAMICS BY P.K.NAG
THERMAL ENGINEERING BY R.K.RAJPUT
I.C ENGINES BY V.GANESHAN
THE USE OF DIESEL OIL TREATED WITH INORGANIC SALT: AN ALTERNATIVE
TO KEROSENE BY ABDULFATAI JIMOH, DEPARTMENT OF CHEMICAL
ENGINEERING, FEDERAL UNIVERSITY OF TECHNOLOGY MINNA, NIGER
STATE, NIGERIA, ARTICLE PULBLISHED IN WWW.JOURNAL.AU.EDU
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