
Emission of Carbon Dioxide(CO 2)
The Variation of CO2 with BMEP at CR 18, CR17 and
CR16 for all fuel samples are shown in figures
(17-19).Results showed substantial reduction in
CO 2emission for fuel samplesDLD15 and DLD25, at all
compression ratios. At CR 18, DLD15 showed 10%
reduction in CO 2 emission though DLD15 and DLD25
indicated 19% and 13% reduction respectively at
CR17It was reported by Nwafor OMI. et. al. [46]that
decrease in fuel spray cone angle causes reduction of
amount of air available in the spray and lack of enough
air in the fuel spray hinders completion of combustion
which reduces the emission ofCO2.
Fig. 17: Variation of CO2 with brake mean effective
pressure at compression ratio 18
Fig. 18: Variation of CO2with brake mean effective
pressure at compression ratio 17
Fig. 19: Variation of CO 2 with brake mean effective
pressure at compression ratio 16
Emission of NO x
Figures (20-22) show the plots of NO x emissions of the
diesel fuel and DLD15, DLD20 and DLD25 samples at
CR18, CR17 and CR16.It was observed that all fuel
samples exhibited higher NO x emissions than that of
diesel fuel. However increase in NOx emission was
reported maximum for DLD25 and DLD20 at CR18 and
DLD25 showed maximum at CR16 at maximum load
condition when compared with diesel fuel. This could
be attributed to the increased exhaust gas
temperatures and the fact that biodiesel had some
oxygen content in it which facilitated NO x formation. In
general, the NO x concentration varies linearly with the
load of the engine. NOx emissions are a direct function
of engine loads. With increasing load, the temperature
of the combustion chamber increases and NO x
formation is enhanced because NO x formation is
strongly dependent on the temperature. Another point
is that the NOx emissions of biodiesel are higher than
diesel fuel in spite of any blending rates. This is in
accordance with their port on biodiesel from National
Biodiesel Board of USA. Results are in confirmation
with the results obtained by Ban-Weiss GA. et. al[47].
Fig. 20:Variation of NOx with brake mean effective
pressure at compression ratio 18