A solar powered liquid-desiccant cooling system for greenhouses

Liquid desiccant systems are of potential interest as a means of cooling greenhouses to temperatures below those achieved by conventional means. However, only very little work has been done on this technology with previous workers focussing on the cooling of human dwellings using expensive desiccants such as lithium salts. In this study we are designing a system for greenhouse cooling based on magnesium chloride desiccant which is an abundant and non-toxic substance. Magnesium chloride is found in seawater, for example, and is a by-product from solar salt works. We have carried out a detailed experimental study of the relevant properties of magnesium rich solutions. In addition we have constructed a test rig that includes the main components of the cooling system, namely a dehumidifier and solar regenerator. The dehumidifier is a cross-flow device that consists of a structured packing made of corrugated cellulose paper sheets with different flute angles and embedded cooling tubes. The regenerator is of the open type with insulated backing and fabric covering to spread the flow of desiccant solution. Alongside these experiments we are developing a mathematical model in gPROMS® that combines and simulates the heat and mass transfer processes in these components. The model can be applied to various geographical locations. Here we report predictions for Havana (Cuba) and Manila (Philippines), where we find that average wet-bulb temperatures can be lowered by 2.2 and 3°C, respectively, during the month of May.

Effects of engine cooling water temperature on performance and exhaust emission characteristics of a multi-cylinder CI engine operated with Jatropha-Butanol blend

Renewable alternatives such as biofuels and optimisation of the engine operating parameters can enhance engine performance and reduce emissions. The temperature of the engine coolant is known to have significant influence on engine performance and emissions. Whereas much existing literature describes the effects of coolant temperature in engines using fossil derived fuels, very few studies have investigated these effects when biofuel is used as an alternative fuel. Jatropha oil is a non-edible biofuel which can substitute fossil diesel for compression ignition (CI) engine use. However, due to the high viscosity of Jatropha oil, technique such as transesterification, preheating the oil, mixing with other fuel is recommended for improved combustion and reduced emissions. In this study, Jatropha oil was blended separately with ethanol and butanol, at ratios of 80:20 and 70:30. The fuel properties of all four blends were measured and compared with diesel and jatropha oil. It was found that the 80% jatropha oil + 20% butanol blend was the most suitable alternative, as its properties were closest to that of diesel. A 2 cylinder Yanmar engine was used; the cooling water temperature was varied between 50°C and 95°C. In general, it was found that when the temperature of the cooling water was increased, the combustion process enhanced for both diesel and Jatropha-Butanol blend. The CO2 emissions for both diesel and biofuel blend were observed to increase with temperature. As a result CO, O2 and lambda values were observed to decrease when cooling water temperature increased. When the engine was operated using diesel, NOX emissions correlated in an opposite manner to smoke opacity; however, when the biofuel blend was used, NOX emissions and smoke opacity correlated in an identical manner. The brake thermal efficiencies were found to increase slightly as the temperature was increased. In contrast, for all fuels, the volumetric efficiency was observed to decrease as the coolant temperature was increased. Brake specific fuel consumption was observed to decrease as the temperature was increased and was higher on average when the biofuel was used, in comparison to diesel. The study concludes that the effects of engine coolant temperature on engine performance and emission characteristics differ between biofuel blend and fossil diesel operation. The coolant temperature needs to be optimised depending on the type of biofuel for optimum engine performance and reduced emissions.

Cooling of greenhouses using seawater:a solar driven liquid-desiccant cycle for greenhouse cooling in hot climates

Evaporative pads are frequently used for the cooling of greenhouses. However, a drawback of this method is the consumption of freshwater. In this paper it is shown, both theoretically and through a practical example, that effective evaporative cooling can be achieved using seawater in place of fresh water. The advantages and drawbacks of using seawater are discussed more generally. In climates that are both hot and humid, evaporative systems cannot always provide sufficient cooling, with the result that cultivation often has to be halted during the hottest months of the year. To overcome this, we propose a concept in which a desiccant pad is used to dehumidify the air before it enters the evaporative pad. The desiccant pad is supplied with a hygroscopic liquid that is regenerated by the energy of the sun. The performance of this concept has been modelled and the properties of various liquids have been compared. An attractive option is to obtain the liquid from seawater itself, given that seawater contains hygroscopic salts such as magnesium chloride. Preliminary experiments are reported in which magnesium chloride solution has been regenerated beneath a solar simulator.

Effects of engine cooling water temperature on performance and emission characteristics of a CI engine operated with biofuel blend

The temperature of the coolant is known to have significant influence on engine performance and emissions. Whereas existing literature describes the effects of coolant temperature in engines using fossil derived fuels, very few studies have investigated these effects when biofuel is used. In this study, Jatropha oil was blended separately with ethanol and butanol. It was found that the 80% jatropha oil + 20% butanol blend was the most suitable alternative, as its properties were closest to that of fossil diesel. The coolant temperature was varied between 50°C and 95°C. The combustion process enhanced for both diesel and biofuel blend, when the coolant temperature was increased. The carbon dioxide emissions for both diesel and biofuel blend were observed to increase with temperature. The carbon monoxide, oxygen and lambda values were observed to decrease with temperature. When the engine was operated using diesel, nitrogen oxides emissions correlated in an opposite manner to smoke opacity; however, nitrogen oxides emissions and smoke opacity correlated in an identical manner for biofuel blend. Brake specific fuel consumption was observed to decrease as the temperature was increased and was higher on average when the biofuel was used. The study concludes that both biofuel blend and fossil diesel produced identical correlations between coolant temperature and engine performance. The trends of nitrogen oxides and smoke emissions with cooling temperatures were not identical to fossil diesel when biofuel blend was used in the engine.