1.1 Background of Bio-Diesel

Effect of Injection pressure on performance of Direct Injection Diesel for the blend of Diesel,
karanja bio-diesel and Ethanol
CHAPTER 1
INTRODUCTION
1.1 Background of bio-diesel
The whole world is facing the crises of depletion of fossil fuels as well as the problem of
environmental degradation. The rapid depletion of fossil fuel reserves with increasing demand
and uncertainty in their supply, as well as the rapid rise in petroleum prices, has stimulated the
search for other alternatives to fossil fuels. In view of this, there is an urgent need to explore
new alternatives, which are likely to reduce our dependency on oil imports as well as can help
in protecting the environment for sustainable development. Many alternative fuels are being
recently explored as potential alternatives for the present high-pollutant diesel fuel derived
from diminishing commercial resources.
Biodiesel emerges as one of the most energy-efficient environmentally friendly options in

recent times to full fill the future energy needs. Biodiesel is a renewable diesel substitute that
can be obtained by combining chemically any natural oil or fat with alcohol. During the last 15
years, biodiesel has progressed from the research stage to a large scale production in many
developing countries. In Indian context, non-edible oils are emerging as a preferred feedstock
and several field trials have also been made for the production of biodiesel
Vegetable oils either from seasonal plant crops or from perennial forest tree's origin, after
being formulated, have been found suitable for utilization in diesel engines. Many traditional
oil seeds like pongamia glabra, jatropha, mallous philippines, garcinia indica, thumba, karanja
and madhuca indica etc. are available in our country in abundance, which can be exploited for
biodiesel production purpose. Many vegetable oils, animal fats and recycled cooking greases
can also be transformed into biodiesel. Biodiesel can be used neat or as a diesel additive in
compression ignition engines.
A detailed survey of available literature is therefore undertaken to review the different

research achievements of karanja as biodiesel as an alternative fuel for a compression ignition
engine, problems associated with pure biodiesel and their possible solutions with their
structural details have been looked into. Detail literature review has been done on the diesel
biodiesel-ethanol blend performance and emission parameters. The literature review suggests
Department of mechanical engineering, STJIT, Ranebennur, Page 1

that the numerous oils from seed crops have high energy content and reasonably good fuel
properties, but they require processing to biodiesel for its safe use in compression ignition
engines. It is reported that because of high viscosity, the biodiesel can lead to thickening in
cold climate, fuel flow problems, poor atomization and low efficiency. It is reported that
because of high viscosity, the biodiesel can lead to thickening in cold climate, fuel flow
problems, poor atomization and low efficiency.
It has been observed that the biodiesel mostly causes reduction in engine power and
torque, but some studies have reported higher engine power than conventional diesel fuel. Most
of the studies showed lower carbon dioxide, carbon monoxide, hydrocarbons and smoke
emissions with the biodiesel as compared to mineral diesel with a slight increase in NOX
emissions. Although encouraging work has been carried out on performance, emissions and
combustion of biodiesel produced from jatropha oil, karanja oil, sunflower oil, soya oil etc.,
blended with the diesel but it was observed from literature survey that limited amount of work
has been done to evaluate performance, emission characteristics and combustion analysis of
diesel engine by using ethanol as an additive for the diesel-karanja biodiesel blend. By using
the ethanol viscosity of the karanja biodiesel decreases and oxygen content of the blend also
increases. Decrease in the viscosity promotes the good atomization and spray patterns and the
increase in the oxygen content promotes the complete combustion of the blend.
1.2 Objectives
1. Preparing the blends by using various proportions of karanja, cotton seed and diesel-oil.
2. Characterization of the blends.
3. Performance test on C.I Engine by varying injection pressure for different blends.
4. From the results drawing conclusion for optimum injection and blend.

CHAPTER 2
LITERATURE REVIEW
H M. Dharmadhikari ,Puli Ravi kumar, S.Srinivas Rao suggested the results of their
study may be summarized as follows:
1. Karanja and neem based biodiesels can be directly used in diesel engines without any
modifications.
2. The performance is slightly reduced while brake specific fuel consumption is increased when
using biodiesels.
3. The brake thermal efficiency of B10, B20 and B60 are better than B100 but still inferior to
that of diesel.
4. Compared with conventional diesel, exhaust emissions of CO and HC are reduced while
NOx emissions are increased with biodiesel and its blends with diesel.
5. The availability of abundant resources and environmental friendly emissions are recognized
as strength of biodiesels leading them to potential candidates as alternative fuels.
6. However further investigations to explore the knowledge of dynamics combustion with

biodiesel as fuel is needed for the better optimization.
D. Srikanth, M.V.S.Muralikrishna P.Ushari, P.V. Krishnamurthy observed that:
1. The Crude vegetable oil operation at 27obTDC on diesel engine showed the deterioration in
the performance, while biodiesel operation showed compatible performance, when compared
with pure diesel operation.
2. Preheating of the vegetable oil improved performance when compared with normal vegetable
oil.
3. Improvement in the performance was observed with the increase of injector opening pressure
with vegetable oil operation. Biodiesel operation showed improved performance in
comparison with crude vegetable oil operation. When compared with crude vegetable oil
operation at 27obTDC, Peak brake thermal efficiency 3%, at peak load operation-brake
specific energy consumption decreased by 2%, exhaust gas temperature decreased by 25 o
C, volumetric efficiency was compatible, coolant load decreased by 5%, sound levels
decreased by 5% , smoke levels decreased by 15% and NOx.

Avinash Kumar Agarwala, Atul Dhara, Jai Gopal Guptaa, Woong Kimb, Kibong Choib,
Chang Sik Leeb, Sungwook Parkb
Effects of fuel injection pressure and start of injection timings on CRDI engine performance,
emissions and combustion characteristics of Karanja biodiesel (KOME) blends and baseline
mineral diesel were investigated at a constant engine speed of 1500 rpm, in addition to
comprehensive spray investigations were carried out. The fuel injection duration decreased
slightly with increasing biodiesel content in the biodiesel blend. Fuel injection duration
shortened and peak injection rate increased with increasing fuel injection pressure. Sauter mean
diameter and arithmetic mean diameter of fuel spray droplet (D32 and D10) decreased with
reduction in biodiesel blending ratio due to relatively lower fuel density and viscosity. Brake
thermal efficiency of biodiesel blends was slightly higher than mineral diesel. Increasing fuel
injection pressures generally improved the thermal efficiency of test fuels. SOI timing
corresponding to maximum thermal efficiency was identical for biodiesel blends and mineral
diesel. Lower biodiesel blends showed lower BSCO and BSHC emissions in comparison to
mineral diesel however BSHC and BSCO emissions were found to be higher for some operating
conditions for KOME50. BSNOx emissions for KOME20 were higher than mineral diesel
however they were almost identical to mineral diesel for other blends. Maximum cylinder
pressure increased with increasing fuel injection pressure at fixed SOI timing for all test fuels
and SOC advanced for lower biodiesel blends in comparison to mineral diesel. For lower
biodiesel blends, combustion duration was relatively shorter than mineral diesel but at higher
FIPs, combustion duration of KOME50 was found to be relatively longer. These experimental
results showed that utilization of upto 10% Karanja biodiesel blends in a CRDI engines can be
done for improving engine efficiency and reducing emissions, without any significant hardware
changes or ECU recalibration.
Narsinga. R.L and Ranjith .K.S

In this study, the single cylinder diesel engine was tested with B50+100AL2O3 blend of Mahua
bio diesel by varying injection parameters like fuel injection pressure (200, 220 and 240 bar)
and injection timing (19°, 23° and 27° bTDC). Based on experimental results, the following
conclusions are drawn The optimum injection strategy for the better performance and emission
of the nano-additive biodiesel blend for the single cylinder diesel engine is 240 bar and 19°
bTDC. At full load the brake thermal efficiency for diesel and B50+100AL2O3

at 240bar and 19° bTDC are 34% and 41.43% respectively. There is almost 21.8% increment
by using B50+100Al2O3 than diesel. At full load the BSFC for diesel and B50+100AL2O3 at
240bar and 19° bTDC are 0.25 and 0.22 kg/kW-hr respectively. There is almost 12% decrement
by using B50+100Al2O3 than diesel. At full load the CO% for diesel and B50+100AL2O3 at
240 bar and 19° bTDC are 0.153 and 0.072 respectively. There is almost 52.94% decrement by
using B50+100AL2O3 than diesel. At full load the HC ppm for diesel and B50+100AL2O3 at
240 bar and 19°bTDC are 45 and 17 respectively. There is almost 62.22% decrement by using
B50+100AL2O3 than diesel. At full load the NOX ppm for diesel and B50+100AL2O3 at
24bar and 19°bTDC are 2049 and 2180 respectively. There is almost 6.39% increment by using
B50+100AL2O3 than diesel. At full load the smoke opacity for diesel and B50+100AL2O3 at
240 bar and 19°bTDC are 66.6 and 47.8 respectively. There is almost 28.22% decrement by
using B50+100AL2O3 than diesel.
D.Srikanth, M.V.S. Murali Krishna, P. Usha Sri

1. Engine with LHR combustion chamber is efficient for alternative fuel like biodiesel
rather than neat diesel.
2. Engine with LHR combustion chamber with biodiesel improved its performance and
combustion characteristics over CE at recommended injection timing.
3. The performance and combustion characteristics of the engine improved with preheating
of biodiesel and with increase of injector opening pressure with both versions of the
combustion chamber with biodiesel.
Avinash Kumar Agarwal, Atul Dhar

Neem oil biodiesel and its blends were characterized by measuring its density, viscosity and
calorific value.Performance, emission and combustion characteristics of this biodiesel and its
blends were measured in a constant speed direct injection engine. Brake specific fuel
consumption for biodiesel and its blends was higher than mineral diesel but brake thermal
efficiency of all the biodiesel blends was lower than mineral diesel. Brake specific CO2, CO
and Hydrocarbon emissions for biodiesel fuelled engine operation were lower than mineral
diesel but NO emissions were higher for biodiesel blends. Combustion started earlier for higher
biodiesel blend fuelled operating conditions but start of combustion was slightly delayed for
lower blends of biodiesel in comparison with mineral diesel. Combustion duration for biodiesel
blends was shorter than mineral diesel.

CHAPTER 3
PROBLEM DEFINITION
Compression ignition engines enjoy importance among internal combustion engines because
of relatively better fuel economy, lower emissions of HC and CO compared to spark ignition
engines. However, PM and NOx emissions are high. The fossil fuel reserves are limited. The
continuing rise in prices, growing concern on environment from exhaust emissions, global
warming and threat of supply instabilities have led to a growing concern for alternative fuel
for diesel engines throughout the world, more so in the petroleum importing countries like
India. Dependence on foreign sources of energy has been always a bane for any country,
particularly for countries like India.
Fuel injection pressures in diesel engine plays an important role for engine performance
obtaining treatment of combustion. The present diesel engines such as fuel direct injection, the
pressures can be increased about 100 – 200 Mpa bar in fuel pump injection system.
When fuel injection pressure is low, fuel particle diameters will enlarge and ignition delay
period during the combustion will increase. This situation leads to increase pressure. Engine
performance will be decrease since combustion process goes to a bad condition.
When injection pressure increased of fuel particle diameters will become small. Since
formation of mixing of fuel to air becomes better during ignition period, engine performance
will be increase. If injection pressure is too higher, ignition delay period becomes shorter.
Possibilities of homogeneous mixing decrease and combustion efficiency falls down.
The experimental investigated effects of fuel injection pressure on engine performance.
Experiments have been performed on a diesel engine. Experiments were carried out by using
different proportion of ternary blends of biodiesel blend for different injection pressures.

CHAPTER-4
METHODOLOGY
The Primary objective of this project is to prepare an optimum blends of Diesel-

biodiesel-ethanol (tertiary fuel) by blending process followed by stirring and then determining
various properties of blends then, using the blend in the compression ignition engine.
Below chart shows the brief introduction of steps to be carried out;
Preparation of different blends.
Characterization of blends.
Performance, emission and thermal characteristics compression ignition engine using diesel as
a primary and Biodiesel blends for 200bar and 190 bar injection pressures.
Tabulating the results obtained from each blends from the above experiments
Concluding the project with the results.

4.1 Preparation of Blends

Biodiesel blends have been prepared by normal stirring process on the basis of
volume ratio.
The volume ratio of the blends are as shown in the below table.
Table 4.1Volumetric ratio of Blends
Sl Name of the Blend Diesel karanja oil Ethanol
no. (%) (%) (%)
1. KED10 72 18 10
2. KED15 68 17 15
3. KD20 80 20 0
4. DISEL 100 0 0
 At first, beakers are taken from the laboratory and cleansed with diesel to remove
dirt and dust
 Respective volume of Diesel, Karanja oil and Ethanol has been taken in separate
beaker.
 Then the Karanja oil and ethanol has been poured and stirred well
 Stirring is continued until the ethanol has been completely mixed with Karanja oil.
 Then, the above stirred mixture is poured into the diesel beaker and again stirred
continuously until the blends are properly mixed.
 All the blends has been prepared by above method.

CHAPTER-5
TESTS TO DETERMINE THE PROPERTIES OF BLENDS
5.1 Density test
Procedure :
1. Check the digital weighing scale for any visual defects that can affect its accuracy.
Discontinue calibration if any defect is noted.
2. Carefully clean the weighing scale, most weighing scale pans can be removed for
better cleaning. Check for batteries to ensure accurate display and functionality.
3. Ensure that the area has no vibrations and strong air movement.
4. Prepare the measurement data sheet and record all necessary details or information
5. Zero the scale. ( push the zero button)
6. Take 100 mL of required blend in a beaker and its weight is measured.
7. Now the calculations are done for the required blend to determine the density of the
blend.
Fig 5.1 Digital weighing instrument.

5.2 Flash point test

The flash point of a volatile liquid is the lowest temperature at which it can vaporize to for an
ignitable mixture in air. Pensky-martin’s closed cup tester measures the lowest temperature
at which application at which the application of the test flame causes the vapor above the bio-
diesels ample to ignite. It is used to assess the overall flammability hazard of bio-diesel.
Specifically, flash point is used in safety regulations to define flammable and combustible
materials. Higher values indicate material that is less likely to ignite
accidentally. A typical value for diesel is 700C. which is considered safe under normal
conditions the biodiesels would be considered significantly safer with temperature between
128 and 160c.
Procedure :
(Pensky Martin’s closed cup) method
 Pour the measured bio-diesel up to the mark indicted in the flashpoint apparatus.
 Heat the oil at regular intervals and stir the oil.
 Note the temperature at regular period till a flash is observed.
 Once the flash is observed, note down the flash point temperature of bio-diesel.
Fig 5.2 Pensky Martin Apparatus

5.3 Characterization
Table 5.3.1 Standard characterization of fuel
Properties Units Karanja Ethanol Diesel

biodiesel
Density Kg/m3 924 785 832
0
Flash point C 163 26 65
0
Fire point C 167 26 80
Calorific value KJ/kg 37000 26000 44000
Table 5.3.2 Characterization of blends

Properties Units KED20 KED05 KED10 KED15 KD20
Density Kg/m3 858 831 851.15 847.75 845.2
Flash point ℃ 35 37 38 36 40
Fire point ℃ 38 41 40 39 43
Calorific Ki/kg 42693 42340 40877.9 41487.8 41600

value

CHAPTER-6
EXPERIMENTATION
6.1 Experimental setup

The components of experimental setup of the present work are detailed below. Fig 6.1.1
shows the schematic diagram of the complete experimental setup of diesel fuel engine test
rig.
Fig 6.1.1 Experimental setup
Schematic diagram of the engine test rig is shown in Fig. The engine test was conducted on
four-stroke single cylinder direct injection water cooled compression ignition engine connected
to eddy current dynamometer loading. The engine was always operated at a rated speed of
1500rev/min. The engine was having a common rail injection system fuel injection system
where we can vary the injection pressure up to 2000 bar by using the engine control software.
The injection nozzle had three holes of 0.3mm diameter with a spray angle of 120º. A
piezoelectric pressure transducer was mounted with cylinder head surface to measure the
cylinder pressure. It is also provided with temperature sensors for the measurement of jacket
water, calorimeter water and calorimeter exhaust gas inlet and outlet temperatures. An encoder
is fixed for crank angle record. The provision is also made for the measurement of volumetric
fuel flow. The software package is fully configurable and averaged P-Ө diagram, P-V plot and
liquid fuel injection pressure diagram can be obtained for various operating conditions.

6.2 Experimental procedure
 Switch on the mains of the control panel and set the supply voltage from servo
stabilizer to 230V.
 The main gate valve is opened and pump is switched ON, so that the water
flow to engine cylinder jacket and dynamo meter.
 Engine is started by hand cranking and allowed to run for few minutes to reach
steady state condition.
 The engine speed is set for 1500RPM by controlling the fuel supply.
 The engine was run at no load condition.
 The engine is loaded through the rotation of a knob in the dynamometer-
loading unit.
The Engine is connected to Electronic Injection System which is further
connected to Computer and the readings are displayed in the software.
Fig 6.2.1 Diesel Engine

Fig 6.2.2 Control Panel
Fig 6.2.3 System display
 The engine sensors senses the different temperatures like inlet water jacket
temperature, outlet engine jacket water temperature, exhaust gas temperature
before calorimeter, exhaust gas temperature after calorimeter, fuel flow Rate and
calculates the performance parameters such as brake-power, BSFC etc.
 Experiments are conducted with different blends.

6.3 Measurement system
The test bed is fully instrumented to measure the different parameters during the
experiments on engine
6.3.1 Flow measurement

Air flow measurement is done by the conventional method U-tube manometer by the method
called air box method.
6.3.2 Engine speed measurement

Engine speed is sensed and indicated by an inductive pickup sensor in the conduction and
the readings are taken from the software.
6.3.3 Load measurement

The Eddy current dynamometer is provided to test the engine at different loading conditions.
A dial weight indicator indicates the amount of load on the engine. The dynamometer loaded
by dynamometer–loading unit situated in the control panel.
6.3.4 Temperature measurement

Temperature sensor of RADIXPVT.LTD make positioned at different locations to measure
following temperatures.
Air Inlet temperature T1
Inlet water temperature at engine jacket T2
Exhaust gas temperature T3
Outlet water temperature T4

6.3.5 SMOKEMETER
The AVL DIGAS 444N is to measure the relative volumes of certain gaseous constituents in
the exhaust gases.
These gases are Carbon Monoxide (CO), Carbon Dioxide (CO2), Hydro carbons (HC), Oxygen
(O2) and Nitric Oxide (NO).The Air fuel ratio is calculated from the CO, CO2, HC and O2
constituents and displayed. Optionally, Engine speed and engine oil temperature can also be
measured.
Fig 6.3.5 Smoke meter
Operating Principle :
The AVL 437C SMOKEMETER measure the opacity of polluted air and in particular diesel
exhaust gases. The opacity is the extinction of Light between source and receiver.
The gas to be measured is fed into the chamber with non- reflective inner surfaces.
The equipment has a micro-processor controlled program sequence to check the
measurement process and to store such values as pressure, temperature, opacity, absorption.

6.4 Technical specifications
Table 6.4 Technical Specifications
Measured Quantity Measuring Range
CO 0-0.15% Volume
CO2 0-20 %
HC 0-30000 ppm Volume
O2 0-25% Volume
NO 0-5000ppm Volume
Engine Speed 400-6000 min-1
Oil Temperature 0-125oC
Voltage 19V DC
Power Consumption 15W
Dimensions(W*D*H) 255*292*187 mm3
Weight 4Kg

6.5 Engine specification
Table 6.5.1 Technical Specifications of CI Engine.
Make Kirloskar
Number of stroke 4 stroke
Injection type Mechanical
Bore 0.08 meter
Stroke 0.110 meter
Conn. Rod length 0.735

meter
Compression Ratio 16.500
Number of Cylinders 1
Area of piston Head 0.005 m2

6.6 Performance and Emission Tests

Tests were conducted at full load condition for Diesel, KED10, KED15 blends. Engine
performance characteristics are Mass of Fuel, Brake Specific Fuel Consumption (BSFC) and
Brake Thermal Efficiency (BTE) studied and discussed as follows.
Blends mixture
Fig 6.6.1 Ternary Blends.
Fig 6.6.2 Ternary blends

Table 6.6.1 Performance of Diesel engine using Pure Diesel at 200 bar
Engine Load Time Monometer Mass of Brake BSFC Ƞ bth

Speed (Kg) taken for reading Fuel Power (Kg/kW- (%)
(RPM) 10cc of (Cm) Consu- (kW) Hr)
Fuel mption
(Sec) (Kg/Hr)
1500 0 110 10 0.27229 0 0 0
09
1500 2 68 7.5 0.44047 0.7216 0.6104 13.40
06 52226
1500 4 42 7 0.71314 1.4433 0.4941 16.55
29 04451
1500 6 30 7 0.9984 2.1649 0.4612 17.74
56677
1500 8 25 6.5 1.19808 2.8866 0.415 19.71
08902
Table 6.6.2 Emission test of pure Diesel at 200 bar.
Load HC CO CO2 NOX OPACITY
0 5 0.03 2.54 253 5.611
2 14 0.10 3.88 506 3.620
4 103 0.47 5.96 315 2.253
6 161 1.31 7.40 338 1.69
8 164 1.47 7.43 628 1.66

Table 6.6.3 Performance of Diesel engine using Pure Diesel at 190 bar

Fuel mption
(Sec) (Kg/Hr)
1500 0 104 7 0.288 0 0 0
1500 2 92 7 0.32556 0.7216 0.4511 18.13
52 52226
1500 4 58 7 0.51641 1.4433 0.3578 22.86
38 04451
1500 6 46 6 0.65113 2.1649 0.3008 27.20
04 56677
1500 8 40 5.5 0.7488 2.8866 0.2594 31.54
08902
Table 6.6.4 Emission test of pure Diesel.at 190 bar.
0 121 0.26 2.57 213 5.22
2 98 0.21 3.08 305 4.533
4 86 0.22 4.79 435 2.939
6 119 0.63 6.27 499 2.132
8 147 1.28 7.04 653 1.787

Table 6.6.5 Performance of Diesel Engine using KED10 as fuel at 200 bar pressure.
Engine Load Time taken Monometer Mass of Brake SFC Ƞ bth

Speed (Kg) for 10cc of reading Fuel Power (Kg/k (%)
(RPM) Fuel (Cm) Consum (kW) W-Hr)
(Sec) -ption
(Kg/Hr)
1500 0 84 7.5 0.364778 0 0 0
6
1500 2 68 6.5 0.450608 0.7216 0.6244 13.89
8 52226
1500 4 64 5.5 0.478771 1.4433 0.3317 26.15
9 04451
1500 6 50 5 0.612828 2.1649 0.2831 30.65
56677
1500 8 84 2.5 0.364778 2.8866 0.1264 12.63
6 08902
Table 6.6.6 Emission test of KED10 at 200 bar.
0 13 0.07 3.05 219 56.9
2 43 0.10 3.80 350 52.7
4 54 0.12 4.77 449 60.1
6 13 0.23 6.09 363 97.9
8 54 0.25 6.57 1044 57.8

Table 6.6.7 Performance of Diesel engine using KED10 at 190 bar.
Engine Load Time Monometer Mass Brake SFC Ƞ bth

Speed (Kg) taken for reading of Fuel Power (Kg/kW- (%)
Fuel mption
(Sec) (Kg/H
r)
1500 0 138 5 0.2220. 0 0 0
91
1500 2 70 6.5 0.4377 0.7216 0.6066 14.3
343 52226
1500 4 60 6 0.5106 1.4433 0.3538 24.5
9 04451
1500 6 50 5.5 0.6128 2.1649 0.2831 30.6
28 56677
1500 8 90 2.5 0.3404 2.8866 0.1179 73.5
6 08902
0 31 0.10 1.92 140 7.8
2 41 0.10 3.63 333 40.3
4 43 0.10 4.89 350 54.5
6 47 0.22 6.07 407 89.3
8 53 0.28 6.22 889 48.4

Table 6.6.9 Performance of Diesel Engine using KED15 as fuel at 200 bar.
Engine Load Time taken Monometer Mass of Brake SFC Ƞ bth

Speed (Kg) for 10cc of reading Fuel Power (Kg/k (%)
(RPM) Fuel (Cm) Consum (kW) W-Hr)
(Sec) -ptions
(Kg/Hr)
1500 0 110 6.5 0.277437 0 0 0
3
1500 2 72 5.5 0.423862 0.7216 0.5874 14.99
5 52226
1500 4 54 6 0.56515 1.4433 0.3916 22.49
04451
1500 6 50 5 0.610362 2.1649 0.2819 31.23
56677
1500 8 92 2.5 0.331718 2.8866 0.1149 76.35
5 08902
Table 6.6.10 Emission test of KED15 at 200 bar
0 42 0.12 2.35 136 0.0
2 44 0.10 3.83 334 32.8
4 41 0.10 4.93 320 59+.8
6 44 0.26 5.89 403 82.9
8 47 0.24 5.89 994 42.9

Table 6.6.11 Performance of Diesel Engine using KED15 as fuel at 190 bar.
Engine Load Time Monometer Mass of Brake SFC Ƞ bth

(RPM) 10cc of (Cm) Consum (kW) Hr)
Fuel -ption
(Sec) (Kg/Hr)
1500 0 124 5.5 0.246113 0 0 0
7
1500 2 80 6 0.381476 0.7216 0.5286 16.65
3 52226
1500 4 60 5.5 0.508635 1.4433 0.3524 24.98
04451
1500 6 58 4 0.526174 2.1649 0.243 36.23
1 56677
1500 8 114 2 0.267702 2.8866 0.0927 94.96
6 08902
0 44 0.11 2.32 206 0.6
2 46 0.10 3.60 303 30.4
4 46 0.11 4.58 291 53
6 48 0.20 5.63 443 68.51
8 53 0.15 6.75 1320 30.8

Table 6.6.13 Performance of Diesel engine using KD20 as fuel at 200 bar.

Fuel mption
(Sec) (Kg/Hr)
1500 0 100 6.5 0.30888 0 0 0
1500 2 84 5.4 0.3677 0.7216 0.50955 16.54
52
1500 4 60 5.1 0.51435 1.4433 0.35668 23.64
04451
1500 6 48 5.2 0.6435 2.1649 0.29723 28.36
56677
1500 8 74 2.7 0.41705 2.8866 0.1446 58.31
08902
Table 6.6.14 Emission test KD20 at 200 bar.
0 48 0.14 2.50 263 0
2 56 0.11 3.52 381 27.7
4 65 0.13 5.03 493 66.4
6 97 0.31 6.10 460 94.8
8 99 0.39 6.19 324 80.8

Table 6.6.15 Performance of Diesel Engine using KD20 as fuel at 190 bar.
Engine Load Time Monometer Mass Brake SFC Ƞ bth

Speed (Kg) taken for reading of Fuel Power (Kg/kW- (%)
Fuel mption
(Sec) (Kg/H
r)
1500 0 126 5.5 0.2451 0 0 0
1500 2 84 5.3 0.3677 0.7216 0.0.5095 16.65
1 52226
1500 4 60 5.5 0.5177 1.4433 0.3566 23.64
6 04451
1500 6 50 5.3 0.612 2.1649 0.2853 29.55
56677
1500 8 108 2.9 0.286 2.8866 0.09908 85.107
Table 6.6.16 Emission test of KD20 at 190 bar
0 65 0.14 2.33 304 0
2 93 0.18 3.60 349 34.9
4 97 0.21 4.94 398 66.4
6 102 0.32 6.08 366 90.0
8 105 0.42 6.20 277 59.7

CHAPTER 7
RESULTS AND DISCUSSION
7.1 Formulas used
1) Mass of Fuel (Mf) = in Kg/m3

 V = Volume of fuel consumed=10×10-3 in Kg
 ρ = Density of fuel at 35°C
 T = Time taken for 10cc of fuel in sec
2) Brake Power (BP) = 2 ( × 9.81) /60 × 1000 in

 N = Speed of the engine in rpm
 W = Applied load in N
 Rm = Radius of the dynamometer arm length M
3) Specific Fuel consumption (SFC) = / /

 TFC = Total fuel consumption in kg/h
 BP = Brake Power in kW
4) Brake Thermal Efficiency ( Bth) = / × × 100 %

 TFC = Total fuel consumption in kg/s
 CV = Calorific value of fuel = 42,500 kJ/kg
 BP = Brake power in kW
.

7.2 Performance graphs
7.2.1 Variation of specific fuel consumption with break power

SFC FOR KED 10,15,20, WITH 190 & 200 BAR
SFC KED 10@190

BAR
SFC KED 10@200
BAR
SFC KED 15@190
BAR
SFC KED 15@200
BAR
SFC KED 20@190
BAR
SFC KED 20@200
BAR
SFC DIESEL 190 BAR
SFC DIESEL 200 BAR
Graph 7.2.1 variation of specific fuel consumption with break power
 Observe the graph for all blends SFC will increase up to 0.7 load and then decrease
with respect to load as shown in graph.
 In this graph shows, the SFC for KED20 at 200bar showing the minimum trend and
SFC for KED10 at 200bar showing the maximum trend.
 SFC of KED20 at 200bar is nearly to the commercial diesel at 190bar and SFC of
KED10 at 200bar is nearly to the commercial diesel at 200bar.

7.2.2 Variation of break thermal efficiency with break power
BTE KED 10 @190

BAR
BTE KED 10@200
BTE FOR KED 10,15,20 WITH 190
BAR
BTE KED 15@190
BAR
BTE KED 15@200
& 200 BAR
BAR
BTE KED 20@190
BAR
BTE KED 20@200
BAR
190BAR
BAR
Graph 7.2.2 variation of break thermal efficiency with break power
 The variation of BTE with load for different fuel blends are shown in above fig In all
cases break thermal efficiency is increase with increasing load.
 The maximum effect obtain in the experimental was KED15 at 190bar by considering
the lower viscosity and high break thermal efficiency , KED 15 at 190bar consider as
the combustion in the cylinder. In presence of extra oxygen and higher lubricity due to
high viscosity then diesel.
 KED20 at 200bar blend has lower break thermal efficiency that KED15, KED10 this
may be due to higher viscosity, inappropriate spray and inappropriate combustion.
 The KED 20 at 200 bar is nearly to the pure diesel.The break thermal efficiency of
KED15 at 190bar is high, so this mixture blend is better combustion in the cylinder.

7.2.3 Variation of total fuel consumption with break power

T F C FOR KED 10,15,20 WITH 190 & 200 BAR
FC FOR KED 10@190

BAR
FC FOR KED 10@200
BAR
FC FOR KED 15@190
BAR
FC FOR KED 15@200
BAR
FC FOR KED 20@190
BAR
FC FOR KED 20@200
BAR
FC FOR DIESEL 190
BAR
BAR
0 1
Graph 7.2.3 variation of total fuel consumption with break power
 In the graph all blends the total fuel consumption increase up to increase load at point
2.1 and then decrease with a increasing load.
 In the graph the characteristic of total fuel for KED20 at 200bar is shows the
maximum trend and KED10 at 200bar shows the minimum trend.
 The all KED blends are below the diesel trend so the fuel consumption is good in the
cylinder.
 Fuel consumption KED15 at 190bar is nearly to the FC of diesel at 190bar and
KED15 at 200bar is nearly to the FC of diesel at 200bar.

7.2.4 Variation of air fuel ratio with break power
50
FC FOR KED 10@190
45
BAR
AF FOR KED 10,15,20 WITH 190 & 200 BAR
FC FOR KED 10@200

40
BAR
35 FC FOR KED 15@190
BAR
BAR
BAR
BAR
15
BAR
10
BAR
Graph 7.2.4 variation of air fuel ratio with break power
 Air fuel ratio is defined as the ratio of mass flow to rate of fuel flow rate.
 This graph is observed the air fuel ratio decrease with increase in load i.e O2 content
in the mixture is decreasing.
 The KED20 at 200bar shows the minimum trend and KED10 at 200br shows he
maximum trend
 The minimum trend KED20 at 200bar is nearly to pure diesel at 200bar and the
maximum trend KED10 at 200bar is nearly to pure diesel at 190bar.

7.3 Emission graphs
7.3.1 Variation of hydrocarbon (hc) with break power (bp)
FC FOR KED
10@190 BAR
HC FOR KED 10,15,20, WITH 190 & 200 BAR
FC FOR KED
10@200 BAR
FC FOR KED
15@190 BAR
FC FOR KED
15@200 BAR
FC FOR KED
80
20@190 BAR
60 FC FOR KED
20@200 BAR
40
BAR
20
BAR
Graph 7.3.1 variation of hydrocarbon with break power
 In the emission the hydrocarbon are less compare to the pure diesel.
 The KED10 at 200bar is the minimum trend and KED20 at 190bar is maximum trend
as show in above fig.
 Observe the graph, the KED20at 190bar is nearly as same the pure diesel at 190bar.
 All the blends are lower compare to the pure diesel at both at 190 and 200bar, so the
burned of hydrocarbon are good in combustion chamber.

7.3.2 Variation of carbon monoxide (co) with break power (bp)

CO FOR KED 10,15,20 WITH 190 & 200 BAR
FC FOR KED
10@190 BAR
FC FOR KED
10@200 BAR
FC FOR KED
15@190 BAR
FC FOR KED
15@200 BAR
FC FOR KED
20@190 BAR
FC FOR KED
20@200 BAR
BAR
BAR
Graph 7.3.2 Variation carbon monoxide with break power
 Carbon monoxide is co not co2 because mono means single, it means molecule of
carbon monoxide has 1 atom of oxygen in it.
 In the emission the carbon monoxide is decrease with increase load as compare to
the pure diesel as shown in above fig.
 The KED20 at 190bar is shows the maximum trend and is nearly to the pure diesel
at 190bar and 200bar.
 The KED15 at 190bar is shows the minimum trend and is nearly to the pure diesel
at 200bar.

7.3.3 Variation of carbon dioxide (co2) with break power (bp)

CO2 FOR KED 10,15,20 WITH 190 & 200 BAR
FC FOR KED 10@190

BAR
FC FOR KED 10@200
BAR
FC FOR KED 15@190
BAR
FC FOR KED 15@200
BAR
FC FOR KED 20@190
BAR
FC FOR KED 20@200
BAR
BAR
BAR
Graph 7.3.3 Variation of carbon dioxide with break power
 This graph shows the emission level of co2 with various blends and diesel.Test
measurement reveals that the co2 emission for all blends are less as compared to diesel
at increasing load.
 The rising trend of co2 emission with load is due to the higher fuel entry as the load
increase. Bio-fuel contains lower carbon content as compared to diesel and hence the
co2 emission is comparatively lower.
 The KED10 at 200bar and KED20 at 200bar are nearly to the same commercial diesel
with both 190ba and 200bar.

7.3.4 Variation of oxygen (o2) with break power (bp)

O2 FOR KED 10,15,20 WITH 190 & 200 BAR
FC FOR KED
10@190 BAR
FC FOR KED
10@200 BAR
FC FOR KED
15@190 BAR
FC FOR KED
15@200 BAR
FC FOR KED
20@190 BAR
FC FOR KED
20@200 BAR
BAR
BAR
Graph 7.3.4 variation of oxygen with break power
 The emission level of oxygen as shown in above fig, as load increases the o2 will be
increase.
 The KED15 at 190bar is shows maximum trend and KED10 at 200bar shows
minimum trend.
 The KED5 at 190bar and KED15 at 200bar are nearly to the diesel at 190bar.
 The KED20 at 190bar is nearly to the diesel at 200bar.

7.3.5 Variation of nitric oxide (Nox) with break power (Bp)
FC FOR KED 10@190

BAR
NOX FOR KED 10,15,20 WITH A 190 & 200 BAR
FC FOR KED 10@200

BAR
FC FOR KED 15@190
BAR
FC FOR KED 15@200
800 BAR
FC FOR KED 20@190
600 BAR
FC FOR KED 20@200
BAR
400
BAR
200
BAR
Graph 7.3.5 variation of nitric oxide with break power
 The variation of NOx emission for different blends is indicated in above figure.
 The NOx emission for diesel and all the blends followed on increasing trend with
respect to increase in load.
 For the blend an increase in the emission was found at all loads when compared to
diesel.
 NOx is formed generally at high temperature, since exhaust gas term are higher the
NOx emission also higher.
 The KED20 at 200bar shows the maximum tend and KED15 at 190bar shows the
minimum trend.KED15 at 190bar is nearly to pure diesel at 190bar compare to all
blends.

CHAPTER 8
CONCLUSION
 Literature Review has been done on the effect of injection pressure on the performance
and emission characteristic of diesel engine by using Diesel, Karanja biodiesel and
Ethanol.
 Different blends were prepared by using Diesel, Karanja biodiesel and Ethanol.
Characterizations of these blends were done.
 Ethanol is added to the diesel- Karanja biodiesel blend to reduce the viscosity and
increase in the oxygen content of the blend.
 Performance and emission test were conducted on single cylinder diesel engine for all
the blends by varying the injection pressure 190 bar and 200 bars.
 The SFC for KED20 at 200bar showing the minimum. SFC of KED10 at 200bar is
showing the same trend as of commercial diesel at 200bar. For all blends break thermal
efficiency is increase with increasing load. The maximum break thermal efficiency is
obtained for KED15 at 190 bars. For all blends fuel consumptions are below the diesel.
 Hydrocarbon emissions are found to be minimum for KED10 at 200bar. For all the
blends HC emissions are lower compare to the pure diesel at both at 190 and 200bar.
CO emission for KED20 at 190bar is shows the maximum trend. For KED15 at 190bar
is shows the minimum trend and is in accord with the pure diesel at 200bar. The NOx
emission for diesel and all the blends followed increasing trend with respect to increase
in load.
 From the performance and emission test it is conclude that KED20 at 200bar shows
appreciable decrease in SFC, KED15 at 190 bars shows highest brake thermal
efficiency. Hydrocarbon emissions are found to be minimum for KED10 at 200bar.

CHAPTER 9
PHOTOS WHILE CONDUCTING THE EXPERIMENT

CHAPTER 10
COST ESTIMATION
Sl. No. Particulars Amount in (Rs)
1 Karanja Biodiesel(5 Liters) 375
2 Ethanol(2 Liters) 100
3 Diesel(8 Liters) 360
4 Engine Test 8000
5 Travelling Cost 400
6 Project Report 2000
7 Miscellaneous Cost 1000
TOTAL 12,235

REFERENCES
1) Sarin, Rakesh, et al. "Jatropha–palm biodiesel blends: an optimum mix for Asia."
Fuel 86.10-11 (2007): 1365-1371
2) Arkadiusz Jamrozik et al,“effect of diesel-biodisel-ethanol blend on combustion,

performance, and emission characteristics on a direct injection diesel engine” thermal
science ,year 2017.vol.21,No.1B,pp.591-604
3) R. Sathiyamoorthi et al. " The effects of using ethanol as additive on the combustion
and emissions of a direct injection diesel engine fuelled with neat lemongrass oil- diesel
fuel blend" Renewable Energy 101 (2017) 747 -756
4) Sethi, Mrs Sapana, and Mr MK Kaushik. "Evaluation of In-cylinder Combustion of

Different Bio-diesels."
5) H.E. Saleh et al "Improving the performance and emission characteristics of a diesel

engine fueled by jojoba methyl ester-diesel-ethanol ternary blends" Fuel (2017)
6) Vivek and A. K. Guptha Dept. of chemical engineering IIT. New Delhi, Journal of
Scientific and Industrial Research.
7) Sethi, Mrs Sapana, and Mr MK Kaushik. "Evaluation of In-cylinder Combustion of

Different Bio-diesels."
8) Basavaraja A. T and Rana Pratap Reddy Department of mechanical engineering, IIT.

Suratkal, Karnataka.

1.1 Background of Bio-Diesel

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1.1 Background of Bio-Diesel

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Effect of Injection pressure on performance of Direct Injection Diesel for the blend of Diesel,

karanja bio-diesel and Ethanol

Biodiesel emerges as one of the most energy-efficient environmentally friendly options in

A detailed survey of available literature is therefore undertaken to review the different

Department of mechanical engineering, STJIT, Ranebennur, Page 1

2. Characterization of the blends.

Department of mechanical engineering, STJIT, Ranebennur, Page 2

6. However further investigations to explore the knowledge of dynamics combustion with

D. Srikanth, M.V.S.Muralikrishna P.Ushari, P.V. Krishnamurthy observed that:

Department of mechanical engineering, STJIT, Ranebennur, Page 3

Narsinga. R.L and Ranjith .K.S

Department of mechanical engineering, STJIT, Ranebennur, Page 4

D.Srikanth, M.V.S. Murali Krishna, P. Usha Sri

Avinash Kumar Agarwal, Atul Dhar

Department of mechanical engineering, STJIT, Ranebennur, Page 5

Department of mechanical engineering, STJIT, Ranebennur, Page 6

The Primary objective of this project is to prepare an optimum blends of Diesel-

Preparation of different blends.

Concluding the project with the results.

Department of mechanical engineering, STJIT, Ranebennur, Page 7

4.1 Preparation of Blends

Department of mechanical engineering, STJIT, Ranebennur, Page 8

5.1 Density test

Fig 5.1 Digital weighing instrument.

Department of mechanical engineering, STJIT, Ranebennur, Page 9

5.2 Flash point test

Fig 5.2 Pensky Martin Apparatus

Department of mechanical engineering, STJIT, Ranebennur, Page 10

Table 5.3.1 Standard characterization of fuel

Properties Units Karanja Ethanol Diesel

Density Kg/m3 924 785 832

Calorific value KJ/kg 37000 26000 44000

Table 5.3.2 Characterization of blends

Density Kg/m3 858 831 851.15 847.75 845.2

Calorific Ki/kg 42693 42340 40877.9 41487.8 41600

Department of mechanical engineering, STJIT, Ranebennur, Page 11

6.1 Experimental setup

Fig 6.1.1 Experimental setup

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6.2 Experimental procedure

Fig 6.2.1 Diesel Engine

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Fig 6.2.2 Control Panel

Fig 6.2.3 System display

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6.3 Measurement system

6.3.1 Flow measurement

6.3.2 Engine speed measurement

6.3.3 Load measurement

6.3.4 Temperature measurement

Department of mechanical engineering, STJIT, Ranebennur, Page 15

Fig 6.3.5 Smoke meter

Department of mechanical engineering, STJIT, Ranebennur, Page 16

6.4 Technical specifications

Table 6.4 Technical Specifications

Measured Quantity Measuring Range

HC 0-30000 ppm Volume

Engine Speed 400-6000 min-1

Oil Temperature 0-125oC

Power Consumption 15W

Dimensions(W*D*H) 255*292*187 mm3

Department of mechanical engineering, STJIT, Ranebennur, Page 17

6.5 Engine specification

Dimensions(WDH) 255292187 mm3