PERFORMANCE, EMISSION CHARACTERISTIC OF A

MULTI CYLINDER DIESEL ENGINE OPERATED WITH

TAMARIND SEED OIL AND DIESEL BLENDS
A PROJECT REPORT

Submitted By

AMBATI RAMESH REDDY (16PEIC4029)

Submitted to the

FACULTY OF AUTOMOBILE ENGINEERING

In partial fulfillment of the requirements
for the award of the degree of

MASTER OF TECHNOLOGY
In
AUTOMOBILE ENGINEERING

VEL TECH DR.RR & DR.SR TECHNICAL UNIVERSITY

CHENNAI – 600062
APRIL 2017
 i

PERFORMANCE, EMISSION CHARACTERISTIC OF A

MULTI CYLINDER DIESEL ENGINE OPERATED WITH
TAMARIND SEED OIL AND DIESEL BLENDS
A PROJECT REPORT

Submitted By
AMBATI RAMESH REDDY (16PEIC4029)

Submitted to the

FACULTY OF AUTOMOBILE ENGINEERING

In partial fulfillment of the requirements
for the award of the degree of

MASTER OF TECHNOLOGY
In
AUTOMOBILE ENGINEERING

VEL TECH DR.RR & DR.SR TECHNICAL UNIVERSITY

CHENNAI – 600062
APRIL 2017
 ii

BONAFIDE CERTIFICATE

This is certified that this project report titled PERFORMANCE, EMISSION

CHARACTERISTIC OF A MULTI CYLINDER DIESEL ENGINE
OPERATED WITH TAMARIND SEED OIL AND DIESEL BLENDS is the
bonafide work of Mr. AMBATI RAMESH REDDY (16PEIC4029) who carried
out the project work under my supervision.

Certified further, that to the best of my knowledge the work reported here
in does not form part of any other project report or dissertation on the
basis of which a degree or award was conferred on an earlier occasion on
this or any other candidate.

SIGNATURE SIGNATURE

Dr. AMALA JUSTUS SELVAM., Ph.D. MR. G.SUGASH.,ME.

HEAD OF DEPARTMENT INTERNAL GUIDE
Department of Automobile Egg. Department of Automobile Egg.
Veltech Technical University. Veltech Technical University.
Avadi, Chennai – 62. Avadi, Chennai – 62.

Date :

Seal :
 iii

CERTIFICATE OF EVALUATION
UNIVERSITY : VELTECH DR.RR & DR.SR. TECHNICAL UNIVERSITY
BRANCH : AUTOMOBILE ENGINEERING(IC
ENGINES)
SEMESTER : II
SL.NO NAME OF THE PROJECT TITLE INTERNAL GUIDE
STUDENT
1 A.RAMESH REDDY PERFORMANCE, MR. G.SUGASH
EMISSION .ME

CHARACTERISTIC ASST. PROFESSOR

OF A MULTI (AUTOMOBILE
ENGINEERING)
CYLINDER
DIESEL ENGINE
OPERATED WITH
TAMARIND SEED
OIL

The report of the project work submitted by the above students in partial fulfillment for the award
of DEGREE of BACHELORE OF TECHONOLOGY in AUTOMOBILE ENGINEERING of
VELTECH DR.RR & DR.SR. TECHNICAL UNIVERSITY was evaluated and confirmed to
be the report of the work done by the above students. This project report was submitted for VIVA
VOICE held on …………….................. at VEL TECH DR.RR & DR.SR. TECHNICAL
UNIVERSITY, AVADI, CHENNAI -600062.

INTERNAL GUIDE
INTERNAL EXAMINER EXTERNAL EXAMINAR
 iv

ACKOWLEDGEMENT
This project, through done by us would not have been possible without the support
of various people by their co-operation have helped in bringing out this project
successfully.
We would like to thank our Founder president col. Prof. Dr.R.RANGARAJAN
B.E (Elec.), M.S.(Auto.).D.Sc. and vice chairman Dr. SAKUNTHALA
RANGARAJAN and trustees & directors for providing us ambient learning
experience at our institution.
We give special thanks to our CHANCELLOR Dr. R.P.BAJPAI, Ph.D. (IIT),
D.Sc. (Hokkaido, Japan), and FIETE for providing all facilities to complete our
project.
I also give a special thanks to our VICE CHANCELLOR PROF. BEELA
SATYANARAYAN, B.E(Mech), M.E (MD), M.E(IE), M.Tech(CSE), Ph.D.(IIT,
Delhi), for providing all facilities to complete our project.
We express our immense respect to Dr. P.SARASU, DIRECTOR R&D, for
providing this opportunity to do this project work.
We also express our sincere thanks to Dr. AMALA JUSTUS SELVAM, B.E
(Mech).,M.E(Thermal).,Ph.D. (Head of the Department, Department of
Automobile Engineering) for his support to do this project work. A special thanks
to internal guide Mr. M.RAJESH KUMAR, M.E (Auto) and Mr. M. AHMED
JINNAH Lab instructor (AETF) for immense care and encouragement towards
us throughout the course of this project.
We also express our sincere thanks to Mr. SENTHIL KUMAR PB sir, project
coordinator, Department of Automobile Engineering for his continuous and
valuable suggestions which helped us to proceed with this project work.
Also, we thank all faculty members, supporting staff, Parents and friends for the
help they extended to us for the completion of project.
 v

ABSTRACT

Petroleum based fuels worldwide have not only resulted in the rapid depletion of
conventional energy sources, but have also caused severe air pollution. The search
for an alternate fuel has led to many findings due to which a wide variety of
alternative fuels are available at our disposal now. The existing studies have
revealed the use of vegetable oils for engines as an alternative for diesel fuel.
However, there is a limitation in using straight vegetable oils in diesel engines due
to their high viscosity and low volatility. In the present work, neat TAMARIND
seed oil is converted into their respective through transesterification process.
Experiments are conducted using various blends of TAMARIND seed oil with
diesel in a 3 Cylinder, 4 Stroke, Inline, Water cooled, DI TAFE diesel engine. The
experimental results of this study showed that the TSO biodiesel has similar
characteristics to that of diesel. The brake thermal efficiency, unburned
hydrocarbon and smoke density are observed to be lower in case of TSO biodiesel
blends than diesel. The CO emission for B10, B20 and B30 are observed to be
lower than diesel at full load, whereas for B100 it is higher at all loads. On the
other hand, BSFC and NOx of TSO biodiesel blends are found to be higher than
diesel. It is found that the combustion characteristics of all blends of TAMARIND
seed oil showed similar trends with that of the base line diesel. From this study, it is concluded that optimized
blend is B10 and could be used as a viable alternative fuel in a multi cylinder direct injection diesel engine without
any modifications.
 vi

TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ACKNOWLEDEGEMENT IV

ABSTRACT V

LIST OF TABLES VIII

LIST OF FIGURES VIII

NOMENCLATURE IX

1 INTRODUCTION 1

1.1 BIO – OILS 2

1.2 BIODIESEL 2
1.3 BLENDING WITH DIESEL 2
1.4 LITERATURE REVIEW 3
1.4 METHODOLOGY 5

2 FUEL PREPARATION
TAMARIND SEED BIO
2.1 DIESEL 6
2.2 BIODIESEL PRODUCTION 6
2.3 TRANSESTERIFICATION 6
2.4 BIODIESEL PROPERTIES 8

3 INTRODUCTION TO INTERNAL COMBUSTION ENGINE

3.1 ENGINE 9
3.2 INTERNAL COMBUSTION ENGINE 9
3.3 DIESEL ENGINE 10
3.4 ADVANTAGES OF DIESEL ENGINE 10
3.5 BASIC TYPE 11
3.6 WORKING PRINCIPLE OF ENGINES 11
3.7 FOUR STROKE COMPRESSION-IGNITION ENGINE 11
 vii

4 FUEL INJECTION TIMING

4.1 FUEL INJECTION SYSTEM 13

4.2 PURPOSE OF FUEL INJECTION SYSTEM 13
4.3 DEFINITION OF TERMS 14
4.4 FUEL INJECTOR 15
4.5 INJECTION PUMP 16
4.6 FUEL INJECTION TIMING 16

5 EXPERIMENTAL METHODOLOGY

5.1 EQUIPMENT AND METHOD 17

5.2 SPECIFICATIONS OF THE TEST ENGINE 17
5.3 APPEARANCE OF ENGINE TEST BED 18
5.4 LAYOUT OF EXPERIMENTAL SETUP 18
5.5 ENGINE DATA ACQUISITION AND CONTROL SYSTEM 19
5.6 SAJ FUEL CONSUMPTION METER 19
5.7 AVL DI GAS 444 GAS ANALYZER 20
5.8 U-TUBE MASS FLOW MANOMETER 20
5.9 AVL 437C SMOKE METER 21
5.10 ENGINE TEST PROCEDURE 21
5.11 FORMULAE FOR PERFORMANCE AND
EMISSION CHARACTERISTICS 22

6 RESULTS AND DISCUSSIONS

6.1 PERFORMANCE CHARACTERISTICS

6.1.1 VARIATION OF BSFC WITH BRAKE POWER 24

6.1.2 VARIATION OF BTE WITH BRAKE POWER 26
6.1.3 VARIATION OF EGT WITH BRAKE POWER 28

6.2 EMISSION CHARACTERISTICS

6.2.1 VARIATION OF CO WITH BRAKE POWER 30

6.2.2 VARIATION OF HC WITH BRAKE POWER 32
6.2.3 VARIATION OF NOX WITH BRAKE POWER 34
6.2.4 VARIATION OF CO2 WITH BRAKE POWER 36

8 CONCLUSION 38

REFFERENCE 39
 viii

LIST OF TABLES
TABLE NO DESCRIPTION PAGE NO
2.1 Properties of biodiesel in comparison with diesel and
best blend 8
2.2 Fatty acid composition of biodiesel 8

LIST OF FIGURES
FIGURE NO DESCRIPTION PAGE NO
2.1 Production of Biodiesel by Transesterification 7
2.2 Production of Biodiesel from TAMARIND seed 7
3.1 Schematic diagram of IC Engine 9
3.2 Working principle of a four stroke engine 13
4.1 Fuel injector 15
5.1 Engine Test Laboratory 18
5.2 Engine Test Laboratory Layout 18
5.3 EDACS- Engine Control System and Data
Acquisition Setup 19
5.4 SAJ Fuel Consumption meter 19
5.5 AVL DI GAS 444 (4 Gas Analyzer) 20
5.6 U-Tube Manometer 20
5.7 AVL SMOKE METER 21
6.1 Variation of BSFC with BP at Full Load 24
6.2 Variation of BSFC with BP at 50% Load 24
6.3 Variation of BSFC with BP at 75% Load 25
6.4 Variation of BTE with BP at Full Load 26
6.5 Variation of BTE with BP at 50% Load 26
6.6 Variation of BTE with BP at 75% Load 27
6.7 Variation of Exhaust Temp with BP at Full Load 28
6.8 Variation of Exhaust Temp with BP at 50% Load 28
6.9 Variation of Exhaust Temp with BP at 75% Load 29
6.10 Variation of CO with BP at Full Load 30
6.11 Variation of CO with BP at 50% Load 30
6.12 Variation of CO with BP at 75% Load 31
6.13 Variation of HC with BP at Full Load 32
6.14 Variation of HC with BP at 50% Load 32
6.15 Variation of HC with BP at 75% Load 33
6.16 Variation of NOX with BP at Full Load 34
6.17 Variation of NOX with BP at 50% Load 34
6.18 Variation of NOX with BP at 75% Load 35
6.19 Variation of CO2 with BP at Full Load 36
6.20 Variation of CO2 with BP at 50% Load 36
6.21 Variation of CO2 with BP at 75% Load 37
 ix

NOMENCLATURE

BP Brake Power

Cv Specific heat

CV calorific value of the fuel

N Engine speed

P Pressure

BSEC Brake Specific energy consumption

BSFC Brake Specific fuel consumption

TFC Total fuel consumption

V/V Volume to volume percentage

X Amount of fuel sample collected for test

HC Hydrocarbon

CO Carbon mono oxide

CO2 Carbon di oxide

NOX Oxides of Nitrogen

BSEC Brake specific energy consumption

BTE Brake thermal efficiency

TSO TAMARIND seed oil

 1

CHAPTER 1

INTRODUCTION

India is importing crude petroleum and petroleum products from Gulf countries. Indian scientists
searched for an alternate to diesel fuel to preserve the global environment and to withstand the
economic crisis. As far as India is concerned because of its vast agro forestry base, fuels of bio
origin can be considered to be ideal alternative renewable fuels to run the internal combustion
engines. Vegetable oils from plants both edible, non-edible and methyl esters (Biodiesel) are used
as an alternate source for diesel fuel. Biodiesel was found to be the best alternate fuel,
technically, environmentally acceptable, economically competitive and easily available.
There are more than 350 oil bearing crops that have been identified, among which only
sunflower, soybean, cottonseed, TAMARIND seed, rapeseed and peanut oils are considered as
potential alternative fuels for diesel engines. Apart from the renewability, the advantages of
biofuel are: High oxygen content, higher flash point and higher lubricity that produce complete
combustion in comparison with conventional diesel fuel. Further, the environmental benefit is
another investigation factor due to lesser greenhouse effect, less air pollution, less contamination
of water, soil and reduced health risk. Traditional oilseed feedstock for biodiesel production
predominantly includes soybean, rapeseed/canola, palm, corn, sunflower, cottonseed, peanut and
coconut oil. The long chain hydrocarbon structure, vegetable oils have good ignition
characteristics, however they cause serious problems such as carbon deposits build up, poor
durability, high density, high viscosity, lower calorific value, more molecular weight and poor
combustion. These problems lead to poor thermal efficiency, while using vegetable oil in the
engine. These problems can be rectified by different methods which are used to reduce the
viscosity of vegetable oils.
The methods are transesterification, dilution and cracking method. The transesterification of
vegetable oil gives better performance when compared to straight vegetable oil. Many researches
are focused on non-edible oils which are not suitable for human consumption due to the presence
of toxic components present in the oil. Moreover, the non-edible oil crops grow in waste lands
which are not suitable to use as food. The increase in brake thermal efficiency and lower in
specific fuel consumption were observed in a diesel engine.

Implementation of biodiesel in India will lead to many advantages like green cover to waste land,
support to agriculture, rural economy, reduction in dependence on imported crude oil and
reduction in air pollution. Currently, India is spending about Rs.80,000 million per year for
importing 70% of petroleum fuels and produces only 30% of the total fuel requirements. It is
estimated that mixing of 5% of biodiesel fuel to the present diesel fuel can save Rs.40, 000
million per year. The objective of the present study is the preparation of biodiesel from
TAMARIND seed oil; the performance, emission and combustion characteristics of a diesel
engine using biodiesel and its various blends are analyzed and compared with neat diesel.
 2

1.1 BIO OILS

Due to the rising prices of petroleum products associated with rising vehicle population, the
development of alternative energy sources has become very important. Non edible oils are found
as promising alternative fuels for diesel engines. They are renewable and biologically
degradable. As a compression ignition engine fuel, non-edible oils have cetane number very
close to diesel. The flash point is higher as compared to diesel.

Due to their high flash point, non-edible oil has certain advantages like great safety during
storage, handling and transport. However, this may create problems during engine starting. Non
edible oils typically have large molecules, with carbon, hydrogen and oxygen being present.
They have a higher molecular mass and viscosity as compared to diesel. Contrary to fossil fuels,
non-edible oils are free from sulfur and heavy metals.

The main problems associated with the use of non-edible oils are their high viscosity and density.
There are various methods to use non edible oils 2 efficiently in diesel engines like
transesterification, blending with Diesel/alcohol, dual fuel operation, use of additives etc.

1.2 BIODIESEL
Biodiesel is obtained from trans-esterification of vegetable oils. Biodiesels can be used in diesel
engines without any modification in the engine. They have higher cetane number than diesel but
they are viscous than diesel. Biodiesel is obtained from trans-esterification of vegetable oils. To
improve the characteristics of biodiesel and to bring its performance near to diesel, methods like
Blending with alcohols, water emulsification, low heat rejection technique, exhaust gas
recirculation, using it with gaseous fuels in dual fuel mode are followed.

1.3 BLENDING WITH DIESEL

Non edible oil can be directly mixed with diesel fuel and may be used for running an engine. The
blending of non-edible oil with diesel fuel were experimented successfully by various
researchers. A diesel fleet was powered with a blend of 95% filtered used cooking oil and 5%
diesel in 1982. In 1980, Caterpillar, a Brazilian Company used pre-combustion chamber engines
with a mixture of 10% non-edible oil to maintain total power without any modification to the
engine. A blend of 20% oil and 80% diesel was found to be successful. It has been proved that
the use of 100% non-edible oil was also possible with some minor modifications in the fuel
system. This caused the major problems associated with the use of pure non edible oils as fuel
viscosity is very high in compression ignition engines. Micro-emulsification, pyrolysis and
transesterification are the remedies used to solve the problems encountered due to high fuel
viscosity.
 3

1.4 LITERATURE REVIEW

1.4.1 REVIEW OF TECHNICAL PAPERS:

Rakopoulos et.al. studied the use of four straight vegetable oils like sunflower, cotton seed, olive
and corn oils on mini-bus engine and reported that olive oil has very high content of the
unsaturated oleic acid (one double carbon bond) and very low content of the unsaturated linoleic
acid (two double carbon bonds), in contrast with the other three vegetable linoleic acids. Further,
the cotton seed oil has the highest content of palmitic acid (saturated). These may play some role
in the soot formation and oxidation mechanism.

Saravanan et al. reported that pure Mahua oil methyl ester (B100) gives the lower emissions as
compared with neat diesel (B0) in a DI diesel engine. The performance of diesel engine with rice
bran oil methyl ester and its diesel blends resulted in increase of CO, HC and soot emissions and
slight increase of NOx with increase in blends compared to diesel Also the ignition delay and
peak heat release rate for RBME were lower for biodiesel and it was increased with increase in
RBME blends.

Rajan et al have investigated the performance of a diesel engine with internal jet piston using
biodiesel and observed increase in brake thermal efficiency and decrease in CO and smoke
emissions at full load, whereas NOx emission is increased at full load compared to diesel fuel.

Sharanappa et al investigated the use of Mahua oil methyl ester and its diesel blends as an
alternative fuel in a hevy duty diesel engine and observed that B20 blend gives better
performance and lower emissions. The methyl ester of Thevetia peruviana seed oil (METPSO)
results lower emission of CO, HC and higher NOx as compared to that of diesel . The cylinder
peak Pressure of soyabean biodiesel is close to that of diesel and also the peak rate of pressure
rise and peak heat release rate during premixed combustion are lower for biodiesel.

Lei Zhu et al [2011] studied the combustion, performance and emission characteristics of a 4
cylinder engine with diesel fuel, biodiesel, and ethanol–biodiesel blends (BE) under five engine
loads at the maximum torque engine speed of 1800 rpm. The results indicate that when compared
with biodiesel, the combustion characteristics of ethanol–biodiesel blends changed; the engine
performance has improved slightly with 5% ethanol in biodiesel (BE5). In comparison with
diesel fuel, the biodiesel and BE blends have higher brake thermal efficiency. On the whole,
compared with diesel fuel, the BE blends leads to reduction of both NOx and particulate
emissions of the diesel engine. The effectiveness of NOx and particulate reductions increases
with increasing ethanol in the blends. With high percentage of ethanol in the BE blends, the HC,
CO emissions increase. But the use of BE5 reduces the HC and CO emissions as well.
 4

Dhandapani Kannan et al [2009] “Ethanol blending with JME and Diesel”

In this study the performance and emission tests were carried on Compression Ignition Engine
using blends (B20, B40, B60, B80 and B100) of Jatropha Methyl Esters (JME) and diesel. 5%
Ethanol was also added through carburettor. It is premixed with intake air and can be considered
as homogeneous charge combustion. This ethanol injection assisted in getting an improved
combustion process in diesel and JME blends as well. From the study it is found that the engine
performance was increased to about 3-5% by addition of 5% ethanol in CI engine fuel with
diesel and Jatropha Methyl Ester blends. Also a reduction of emissions like Carbon monoxide
(CO), Total Hydrocarbon (THC), and Smoke were achieved about 51%, 40% and 43%
respectively. However NOx emission was 47% increase in nature at high engine load. These
results were compared with the neat diesel fuel and it may be due to presence of oxygen contents
in its fuel molecular structure and also it was observed from combustion of fuel in an engine.

Vipul Vibhanshu et al [2003] “Jatropha oil + ethanol blend” studied the blends of jatropha oil
and ethanol as diesel engine fuel with ethanol fraction of 5, 10, 15 and 20% (v/v) and important
properties of blends were evaluated. The results show that the properties are quite similar to
diesel fuel. Performance and emission characteristics were evaluated for straight vegetable
jatropha ethanol (SVJE) blends. It has been found that at part load condition, the brake thermal
efficiency and brake specific energy consumption of blends of SVJE were insignificant. HC, CO
emissions and smoke opacity were reduced at part load condition. However, there was a decrease
in NOx in case of SVJE diesel blends at full load condition.

Huseyin Aydin et al [2010] “Diesel-Biodiesel vs Biodiesel-Ethanol” studied the possible use of

higher percentages of biodiesel in an unmodified diesel engine. Ethanol was used as an additive.
Commercial diesel fuel, 20% biodiesel and 80% diesel fuel (B20), and 80% biodiesel and 20%
ethanol (BE20), were used in a diesel engine. The effect of test fuels on engine torque, power,
brake specific fuel consumption, brake thermal efficiency, exhaust gas temperature, and CO,
CO2, NOx and SO2 emissions were investigated. From experimental results he has found that
the performance of CI engine was improved with the use of the BE20 especially in comparison
to B20. Besides, the exhaust emissions for BE20 were fairly reduced.
 5

1.5 METHODOLOGY

STEP 1
Biodiesel Production
↓
STEP 2
Biodiesel properties
↓
STEP 3
List out the technical specification of the present experimental Diesel engine setup

4
↓
STEP 4
Conduct experiments to evaluate characteristeristics of the engine using diesel fuel

5
↓
STEP 5
Prepararation of bio diesel blend .
↓
STEP 6
Conduct experiments to evaluate characteristics of the engine using bio diesel fuel

↓
STEP 7
Compare and optimizing the steps 4 and 6.
 6

CHAPTER 2

FUEL PREPARATION

2.1 TAMARIND SEED BIO DIESEL

Biodiesels from TAMARIND seed kernel oil is used in this work. TAMARIND seed kernel is
readily available from TAMARIND pulp extraction and pickle industries. 3 The potential of
TAMARIND seed kernel is around 3 lakh tones in India. These are renewable fuels which can
reduce the depletion of natural resources. Biodiesels when blended with alcohol which can also
be manufactured from renewable sources like sugarcane molasses etc, have the potential of
reduced emissions and improved performance due to the reduced viscosity, improved lubricity,
improved flow characteristics etc.
Raw waste TAMARIND seeds are collected from many places especially from TAMARIND
juice centers and TAMARIND pickle industries. These seeds are dried at room temperature about
15 days. The outer cover from the seed was broken to get the kernel from the seed. The
TAMARIND seed kernel is dried again at room temperature for 5 days. The kernel is broken into
pieces and then subjected to crushing with the crusher machine. During crushing at one stage the
oil was derived. The raw oil is then filtered for using is to the investigation. Raw TAMARIND
seed oil is slight yellowish in color, less volatile and having the combustible mixture of hydro
carbons.
2.2 BIODIESEL PRODUCTION
The production of biodiesel from TAMARIND seed oil is done by transesterification process. It
is the process of reacting the TAMARIND seed oil in the presence of catalyst (KOH). During the
process, the molecule of TAMARIND seed oil is chemically broken to form methyl ester of
TAMARIND seed oil (biodiesel). The biodiesel is filtered to separate from glycerol. A maximum
of 850 ml methyl ester of TAMARIND seed oil production is observed for 1 liter of raw
TAMARIND seed oil, 250 ml of potassium hydroxide at 600°C.
2.3 TRANSESTERIFICATION
The raw TSO is converted to biodiesel by transesterification process. Transesterification is the
process of converting the triglycerides of vegetable oil to these mono esters by reacting them
with alcohols in the presence of a catalyst such as KOH (Potassium Hydro oxide), NaOH
(Sodium Hydro oxide), etc., to produce glycerol & fatty acids.

In this Fig 2.1 shows the process oil reacts in the presence of catalyst(KOH). During the process,
the molecule of raw TAMARIND seed oil is chemically broken to form the ester and glycerol.
TAMARIND seed ester is filtered to separate from glycerol. The properties of diesel, TSO and
other fuels are given in the table 1. Undoubtedly, transesterification is well accepted and best
suited method of utilizing vegetable oils in CI engine by reducing its viscosity without
significant long-term operational and durability issues. However, this adds extra cost of 4
processing because of the transesterification reaction involving chemical and process heat inputs.
 7

Fig.2.1: Production of Biodiesel by Transesterification

When comparing the properties, the specific gravity, viscosity, flash point, and fire point
of TSO is more than diesel fuel.
 8

2.4 BIODIESEL PROPERTIES

Tamarind seed oil value

A series of tests are conducted
Kinematic viscosity at 30 c 6.51 to characterize the properties
density 1150 and fatty acid composition of
Calorific value at 50 c 19106.2 the produced biodiesel. The
Flash point 100 properties and compositions of
Hydrogen 9.59 biodiesel and its blends with
volatile 65 to 70 diesel fuel are shown in Table
Fixed carbon 12 to 22 I&II respectively.
Oxygen 44.39
Sulphur 0.04 Table 2.1: Properties
Nitrogen 0.22 of biodiesel in
comparison with
diesel and best blend

In Table 2.1 it is shown that the viscosity of biodiesel is evidently higher than that of diesel fuel.
The density of the biodiesel is approximately 8% higher than that of diesel fuel. The gross
calorific value is approximately 8.5% lower than that of diesel. Therefore, it is necessary to
increase the fuel amount to be injected into the combustion chamber to produce the same amount
of power. Fuels with flash point 52oC are regarded as safe. Thus, biodiesel is an extremely safe
fuel to handle when compared to diesel. B25 has a flash point much above that of diesel; making
biodiesel a preferable choice as far as safety is concerned.

Table 2.2: Proximate and ultimate analysis and gross cllorific values of solid
tamarind seed
 9

CHAPTER 3

INTRODUCTION TO INTERNAL COMBUSTION ENGINE

3.1 ENGINE
An engine is a device which transforms one form of energy into another form. However while
transforming energy from one form to other the efficiency of conversion plays an important role.
Normally, most of the engine converts thermal energy into mechanical work and therefore they
are called heat engines.

Heat engines can be broadly classified into two categories:-

1) Internal combustion engine (IC engine)
2) External combustion engine (EC engine)

3.2 INTERNAL COMBUSTION ENGINE

An internal combustion engine (ICE) is a heat engine where the combustion of a fuel occurs with
an oxidizer (usually air) in a combustion chamber that is an integral part of the working fluid
flow circuit. In an internal combustion engine the expansion of the high-temperature and high-
pressure gases produced by combustion apply direct force to some component of the engine. The
force is applied typically to pistons, turbine blades, rotor or a nozzle. This force moves the
component over a distance, transforming chemical energy into useful energy. The term internal
combustion engine usually refers to an engine in which combustion is intermittent, such as the
more familiar four-stroke and two-stroke piston engines.
Internal combustion engines are quite different from external combustion engines, in which the
energy is delivered to a working fluid not consisting of, mixed with, or contaminated by
combustion products. Working fluids can be air, hot water, pressurized water or even liquid
sodium, heated in a boiler. internal combustion engine are usually powered by energy-dense fuels
such as gasoline or diesel, liquids derived from fossil fuels.

Fig. 3.1: Schematic diagram of IC Engine

 10

3.3 DIESEL ENGINE

The diesel engine (also known as a compression-ignition or CI engine) is an internal combustion
engine in which ignition of the fuel that has been injected into the combustion chamber is
initiated by the high temperature which a gas achieves when greatly compressed. The diesel
engine has the highest thermal efficiency of any internal or external combustion engine due to its
very high expansion ratio and inherent lean burn which enables heat dissipation by the excess air.
Diesel engines are manufactured in two-stroke and four-stroke versions. They were originally
used as a more efficient replacement for stationary steam engines.
In the true diesel engine, only air is initially introduced into the combustion chamber. The air is
then compressed with a compression ratio typically between 15:1 and 23:1 resulting in 40-bar
pressure. This high compression causes the temperature of the air to rise to 550*c (1,022*F). At
about the top of the compression stroke, fuel is injected directly into the compressed air in the
combustion chamber. The fuel injector ensures that the fuel is broken down into small droplets,
and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the
surface of the droplets. The vapor is then ignited by the heat from the compressed air in the
combustion chamber, the droplets continue to vaporize from their surfaces and burn, getting
smaller, until all the fuel in the droplets has been burnt. Combustion occurs at a substantially
constant pressure during the initial part of the power stroke. The start of vaporization causes a
delay before ignition and the characteristic diesel knocking sound as the vapour reaches ignition
temperature and causes an abrupt increase in pressure above the piston. When combustion is
complete the combustion gases expand as the piston descends further; the high pressure in the
cylinder drives the piston downward, supplying power to the crankshaft.

3.4 ADVANTAGES OF DIESEL ENGINE

Diesel engines have several advantages over other internal combustion
engines. They are:-
1) They burn less fuel than a petrol engine performing the same work, due to the engine's
higher temperature of combustion and greater expansion ratio.
2) The longevity of a diesel engine is generally about twice that of a petrol engine due to the
increased strength of parts used. Diesel fuel has better lubrication properties than petrol
as well.
3) Diesel fuel is considered safer than petrol in many applications. Although diesel fuel will
burn in open air using a wick, it will not explode and does not release a large amount of
flammable vapor. The low vapor pressure of diesel is especially advantageous in marine
applications.
 11

4) For any given partial load the fuel efficiency of a diesel engine remains nearly constant,
as opposed to petrol and turbine engines which use proportionally more fuel with partial
power outputs.
5) They generate less waste heat in cooling and exhaust.
6) Diesel engines can accept super- or turbo-charging pressure without any natural limit,
constrained only by the strength of engine components. This is unlike petrol engines,
which inevitably suffer detonation at higher pressure.
7) The carbon monoxide content of the exhaust is minimal.

3.5 BASIC TYPE

There are two basic types of Diesel Engines

1) Two stroke cycle

2) Four stroke cycle

3.6 WORKING PRINCIPLE OF ENGINES

1) Four-stroke Spark-Ignition engine.

2) Four-stroke Compression-Ignition engine
3) Two stroke engine

3.7 FOUR STROKE COMPRESSION-IGNITION ENGINE

In four-stroke cycle engines there are four strokes completing two revolutions of the crankshaft.
These are respectively, the suction, compression, power and exhaust strokes.

Suction:

In Fig the piston is shown descending on its suction stroke. Only pure air is drawn into the
cylinder during this stroke through the inlet valve, whereas, the exhaust valve is closed. These
valves can be operated by the cam, push rod and rocker arm.

Compression:

The next stroke is the compression stroke in which the piston moves up with both the valves
remaining closed. The air, which has been drawn into the cylinder during the suction stroke, is
progressively compressed as the piston ascends. The compression ratio usually varies from 14:1
to 22:1. The pressure at the end of the compression stroke ranges from 30 to 45 kg/cm2 . As the
air is progressively compressed in the cylinder, its temperature increases, until when near the end
of the compression stroke, it becomes sufficiently high (650-800°C) to instantly ignite any fuel
that is injected into the cylinder.
 12

Power:

When the piston is near the top of its compression stroke, a liquid hydrocarbon fuel, such as
diesel oil, is sprayed into the combustion chamber under high pressure (140-160 kg/cm2 ), higher
than that existing in the cylinder itself. This fuel then ignites, being burnt with the oxygen of the
highly compressed air. During the fuel injection period, the piston reaches the end of its
compression stroke and commences to return on its third consecutive stroke, viz., power stroke.

Expansion:

During this stroke the hot products of combustion consisting chiefly of carbon dioxide, together
with the nitrogen left from the compressed air expand, thus forcing the piston downward. This is
only the working stroke of the cylinder. During the power stroke the pressure falls from its
maximum combustion value (47-55 kg/cm2 ), which is usually higher than the greater value of
the compression pressure (45 kg/cm2 ), to about 3.5-5 kg/cm2 near the end of the stroke.

Exhaust:

The exhaust valve then opens, usually a little earlier than when the piston reaches its lowest point
of travel. The exhaust gases are swept out on the following upward stroke of the piston. The
exhaust valve remains open throughout the whole stroke and closes at the top of the stroke. The
reciprocating motion of the piston is converted into the rotary motion of the crankshaft by means
of a connecting rod and crankshaft. The crankshaft rotates in the main bearings, which are set in
the crankcase. The flywheel is fitted on the crankshaft in order to smoothen out the uneven
torque that is generated in the reciprocating engine.

Fig.3.2: Working principle of a four stroke engine

 13

CHAPTER 4

FUEL INJECTION TIMING

4.1 FUEL INJECTION SYSTEM

Fuel injection is a system for introducing fuel into internal combustion engines. It has become
the primary fuel delivery system used in automotive engines, Having replaced carburetors during
the 1980s and 1990s. A variety of injection system have existed since the earliest usage of
internal combustion engine. The primary difference between carburetors and fuel injection is that
fuel injection atomizes the fuel through a small nozzle under high pressure, while a carburetor
relies on suction created by intake air accelerated through a Venturi tube to draw the fuel into the
airstream.

4.2 PURPOSE OF FUEL INJECTION SYSTEM

The performance of diesel engines is heavily influenced by their injection system design. In fact,
the most notable advances achieved in diesel engine resulted directly from superior fuel injection
system designs. While the main purpose of the system is to deliver fuel to the cylinders of a
diesel engine, it is how that fuel is delivered that makes the difference in engine performance,
emissions and noise characteristics.
Unlike its spark-ignited engine counterpart, the diesel fuel injection system delivers fuel under
extremely high injection pressures. This implies that the system component designs and materials
should be selected to withstand higher stresses in order to perform for extended durations that
match the engine’s durability targets. Greater manufacturing precision and tight tolerances are
also required for the system to function efficiently. In addition to expensive materials and
manufacturing costs, diesel injection system are characterized by more intricate control
requirements. All these features add up to a system whose cost may represent as much as 30% of
total cost of the engine.

The main purpose of the fuel injection system is to deliver fuel into the cylinders of an engine. In
order for the engine to effectively makes use of this fuel:

1) Fuel must be injected at the proper time, that is the injection timing must be controlled.

2) The correct amount of fuel must be delivered to meet power requirement, that is injection
metering must be controlled.

However, it is still not enough to delivery an accurately metered amount of fuel at the proper
time to achieve good combustion. Additional aspects are critical to ensure proper fuel injection
system performance including.
 14

Fuel atomization – ensuring that fuel atomizes into very small fuel practices is a primary design
objective for diesel fuel injection systems. Small droplets ensure that all the fuel has a chance to
vaporize and participate in the combustion process. Any remaining liquid droplets burn very
poorly or are exhausted out of the engine. While modern fuel injection systems are able to
produce fuel atomization characteristics far exceeding what is needed to ensure complete fuel
evaporation during most of the injection process, some injection system designs may have poor
atomization during some brief but critical periods of the injection phase. The end of the injection
process is one such critical period.

Bulk mixing – while fuel atomization and complete evaporation of fuel is critical, ensuring that
the evaporated fuel has sufficient oxygen during the combustion process is equally as important
to ensure high combustion efficiency and optimum engine performance. The oxygen is provided
by the intake air trapped in the cylinder amount must be entrained into the fuel jet to completely
mixed with the available fuel during the injection process and ensures complete combustion.

Air utilization - Effective utilization of the air in the combustion chamber is closely tied to bulk
mixing and can be accomplished through a combination of fuel penetration into the dense air that
is compressed in the cylinder and dividing the total injected fuel into a number of jets. A
sufficient number of jets should be provided to entrain much of available air as possible while
avoiding jet overlap and the production of fuel rich zones that are oxygen deficient.

4.3 DEFINITION OF TERMS

Many specialized concepts and terms are used to describe the components and the operation of
diesel fuel injection systems. Some of the more common of these include.

4.3.1 Nozzle refers to the part of the nozzle body/needle assembly which interfaces with the
combustion chamber of the engine. Terms like P-Type, M-Type or S-Type nozzle refer to
standardized dimensions of nozzle parameters, as per ISO specifications.

4.3.2 Nozzle holder or injector body refers to the part the nozzle is mounted on. In
conventional injection systems this part mainly served the nozzle mounting and nozzle needle
spring preloading function. In common rail systems, it contains the main functional parts: the
servo-hydraulic circuit and the hydraulic actuator ( electromagnetic or piezoelectric).

4.3.3 Injector commonly refers to the nozzle holder and nozzle assembly.

4.3.4 Start of injection (SOI) or injection timing is the time at which injection of fuel into
the combustion chamber begins. It is usually expressed in crank angle degrees (CAD) relative to
TDC of the compression stroke. In some cases, it is important to differentiate between SOI and
actual SOI. SOI is often indicated by an easily measured parameter such as the time that an
electronic trigger is sent to the injector or a signal from a needle lift sensor that indicates when
the injector needle valve starts open. The point in the cycle where this occurs is the indicated SOI
and the actual SOI when fuel exits the injector nozzle into the combustion chamber. The
difference between the actual SOI and indicated SOI is the injector lag.
 15

4.3.5 Start of delivery in some fuel system, fuel injection is coordinated with the generation of
high pressure. In such systems, the start of delivery is the time when the high pressure pump
starts to deliver fuel to the injector. The difference between start of delivery and SOI is affected
by the length of time it takes for a pressure wave to travel between the high pressure pump and
the injector and by the speed of sound in the fuel. The difference between the start of delivery
and SOI can be referred to as injection delay.

4.3.6 End of injection (EOI) is the time in the cycle when fuel injection stops.

4.3.7 Injection fuel quantity is the amount of fuel delivered to an engine cylinder per power
stroke. It is often expressed in mm3/stroke or mg/stroke

4.3.8 Injection duration is the period of time during which fuel enters the combustion
chamber from the injector. It is the difference between EOI and SOI and is related to injection
quantity.

4.4 FUEL INJECTOR

When signaled by the engine control unit the fuel injector opens and spray the pressurized
fuel into the engine. A device for actively injecting fuel into an internal-combustion engines by
directly forcing the liquid fuel into the combustion chamber at an appropriate point in the piston
cycle.

Fig 4.1: Fuel injector

 16

4.5 INJECTION PUMP

An Injection Pump is the device that pumps fuel into the cylinders of a diesel engine.
Traditionally, the injection pump is driven indirectly from the crankshaft by gears, chains or a
toothed belt (often the timing belt) that also drives the cam shaft. It rotates at half crankshaft
speed in a conventional four stroke engine. Its timing is such that the fuel is injected only very
slightly before top dead center of that cylinder’s compression stroke. It is also common for the
pump belt on gasoline engines to be driven directly from the camshaft. In some systems injection
pressures can be as high as 200 MPa.

4.6 FUEL INJECTION TIMING

It is defined as the time at which injection of the fuel into the combustion chamber begins. It is
usually expressed in crank angle degrees (CAD) relative the top dead center of the compression
stroke i.e. as the crank shaft rotates and the piston moves towards top dead center the fuel
injector injects the fuel when the crank shaft reaches the angle set for the timing before the piston
reaches TDC. Timing of injection is very crucial for combustion of fuel because the best timing
facilitates the complete combustion during compression stroke. The timing provides ideal time to
the fuel to combust completely, so the timing shall neither give less time than required nor more
time than required to combust.
 17

CHAPTER 5

EXPERIMENTAL METHODOLOGY

5.1 EQUIPMENT AND METHOD

The TAFE engine was used in the experiment and its specification are shown in Table. The
layout of the experimental setup is shown in Fig. An eddy current dynamometer was connected
with the engine and used to measure engine power. An exhaust gas analyzer AVL DI Gas 444 gas
Analyzer was employed to measure NOx, HC, CO, O2 and CO2 emission on line. To ensure the
measured values were high, the gas analyzer was calibrated before each measurement using
reference gases. The AVL smoke meter was used to measure the smoke density. The smoke meter
was also allowed to adjust its zero point before each measurement. The AVL combustion
analyzer was used to measure the combustion characteristics of the engine.

5.2 SPECIFICATIONS OF THE TEST ENGINE

Make and Model : TAFE ( Tractors and Farm Equipment)

Type : 3 Cylinder, 4 Stroke, Inline, Water cooled, direct injection.

Bore Stroke : 108mm ×120mm

Compression ratio : 18.5: 1

Engine power : 50HP@2150 rpm

Engine Torque : 180 Nm

Firing Order : 1-2-3

Start of injection : 155̊bTDC

Injection pressure : 200 bar

 18

5.3 APPEARANCE OF ENGINE TEST BED

Fig 5.1: Engine Test Laboratory

Test are conducted, the engine tested under 8-Mode cycle as specified by ARAI Under ISO-8178
at wide open throttle position. Engine emission characteristics, Engine performance
characteristics, and fuel consumption readings are measured with help of below equipment.

5.4 LAYOUT OF EXPERIMENTAL SETUP

Fig 5.2: Engine Test Laboratory Layout

 19

5.5 ENGINE DATA ACQUISITION AND CONTROL SYSTEM

Engine performance readings like engine speed, torque, power, engine inlet & exhaust
temperature, engine lubrication oil temperature, engine water inlet & outlet temperature are
noteddown by unsing EDACS (Engine Data Acquisition and Control System) –ARAI

Fig 5.3: EDACS- Engine Control System and Data Acquisition Setup

5.6 SAJ FUEL CONSUMPTION METER

Fig 5.4: SAJ Fuel Consumption meter

For the consumption of the engine is measured by using SAJ Fuel Consumption Meter.
 20

5.7 AVL DI GAS 444 GAS ANALYZER

Engine exhaust emission measurement are measured by using AVL DI Gas 444 gas Analyzer.

Fig 5.5: AVL DI GAS 444 (4 Gas Analyzer)

5.8 U-TUBE MASS FLOW MANOMETER

Fig 5.6: U-Tube Manometer

For finding the mass flow rate of air inlet, u-tube manometer is used, for the calculation purpose.
Those tests are conducted under atmospheric temperature level, in different engine speed and
load conditions at wide open throttle position.
 21

5.9 AVL 437C SMOKE METER

Fig 6.7: AVL SMOKE METER

For finding the Smoke density at various modes of engine testing.

5.10 ENGINE TEST PROCEDURE

The experiments were carried out by using diesel as the base line fuel (B5), 5% biodiesel + 95%
diesel (B10), 10% biodiesel + 90% diesel (B15), 15% biodiesel + 85% diesel at different loads
from 0% to 100% of rated engine load in steps of 25%. Before running the engine to a new fuel,
it was allowed to run for sufficient time to consume the remaining fuel of the previous
experiment.

To evaluate the performance parameters, the important operating parameters such as engine
speed, power output, fuel consumption, exhaust emissions and cylinder pressure were measured.
Significant engine performance parameters such as brake specific fuel consumption (BSFC) and
brake thermal efficiency (BTE) for biodiesel and its blends were calculated.
 22

5.11 FORMULAE FOR PERFORMANCE AND EMISSION

CHARACTERISTICS

The engine performance and emission characteristics are determined by formulas and
Correlations described below

5.11.1 Air Fuel Ratio:

The mass ratio of air to fuel present in a combustion process in an internal combustion engine.

AFR = ma /
/ mf

5.11.2 Brake Power:

Power obtained at the shaft. Obtained from the engine dynamometer

BP = (2 * л * N * T)/60000 kW

Where,
N = Speed in rpm
T = Torque in Nm

5.11.3 Total fuel consumption (TFC):

-6
TFC = x/t *10 *3600 *ρ kg/hr

Where x = Volume for which fuel consumption time is noted (cc) t

= Time taken for X cc fuel consumption in sec

3)
ρ = Density of fuel (kg/m
 23

5.11.4 Brake specific fuel consumption (BSFC):

Brake specific fuel consumption is a measure of the fuel efficiency of any prime mover
that burns fuel and produces rotational, or shaft power. It is the rate of fuel consumption
divided by the power produced, It is typically used for comparing the efficiency of
internal combustion engine with a shaft output.

BSFC = TFC/ BP x 1000 (g/kW-hr)

Where TFC = Total fuel consumption (kg/kW-hr)

BP = Brake power (kW)

5.11.5 Brake thermal efficiency (ηbth):

ηbth = (BP*3600)/(TFC *CV) *100 (%)

Where,
BP = Brake Power in KW
TFC = Total Fuel Consumption
CV = Calorific Value.

5.11.6 Torque (T) :

T=W*R

Where, W= load in Newton

R = Arm length in m
 CHAPTER 6

RESULTS AND DISCUSSIONS

6.1 PERFORMANCE CHARACTERISTICS

Significant engine performance parameters such as BTE and BSFC are evaluated for MEMSO
and diesel. The BSFC is an ideal parameter for comparing the engine performance of fuels
having different calorific values and specific gravities. BSFC is the ratio between the mass flow
rate of the tested fuel and effective power.

6.1.1 Variation of BSFC with Brake Power:

Fig: 6.1 Variation of BSFC with BP at Full Load

Fig: 6.2 Variation of BSFC with BP at 50% Load

 Fig: 6.3 Variation of BSFC with BP at 75% Load

Fig. shows the BSFC variation of the biodiesel and its blends with respect to brake power of the
engine. The BSFC of the engine with neat MEMSO (B15) is higher when compared to B5, B10,
and diesel at full loads. This may be due to lower heating value, higher viscosity and density of
MEMSO. The primary reason is, increase in BSFC with increase in fuel blends is the additional
consumption of biodiesel fuel by the test engine in order to maintain constant power output.
6.1.2 Variation of BTE with Brake Power:

Fig: 6.4 Variation of BTE with BP at Full Load

Fig: 6.5 Variation of BTE with BP at 50% Load

 Fig: 6.6 Variation of BTE with BP at 75% Load

Brake thermal efficiency (BTE) is the ratio between the power output and the energy introduced
through fuel injection, the latter being the product of the injected fuel mass flow rate and the
lower heating value. The brake thermal efficiency plots in Fig.show an increase of brake thermal
efficiency with an increase in the engine load as the amount of diesel in the blend increases.
Even a small quantity of diesel in the blend improves the performance of the engine. The brake
thermal efficiency of the B5 blend is better than other blends, which is very closer to diesel. This
is due to reduction in viscosity which leads to improved atomization, vaporization and
combustion. Due to a faster burning of biodiesel in the blend (B5), the thermal efficiency
improved.
6.1.3 Variation of EGT with Brake Power:

Fig: 6.7 Variation of Exhaust Temp with BP at Full Load

Fig: 6.8 Variation of Exhaust Temp with BP at 50% Load

 Fig: 6.9 Variation of Exhaust Temp with BP at 75% Load

The variation of exhaust gas temperature with brake power for diesel, MEMSO and its blends are
shown in Fig. Exhaust gas temperature decreases with the increase in percentage of MEMSO in
the blend. But it is observed that the exhaust temperature of B5 is nearer to diesel. Since the
viscosity of B5 is closer to that of diesel, it improves the combustion process compared to B15
and other blends. Also, the compounds with higher molecular weight present in the MEMSO
burn at a later stage of combustion, increasing the combustion temperature and exhaust
temperature. However, for the other blends and B15 the temperature is low. Even though the
combustion duration of these fuels is also more than that of diesel, their higher viscosity results
in poor combustion.
6.2 EMISSION CHARACTERISTICS

6.2.1 Variation of CO with Brake Power :

Fig: 6.10 Variation of CO with BP at Full Load

Fig: 6.11 Variation of CO with BP at 50% Load

 Fig: 6.12 Variation of CO with BP at 75% Load

Fig. shows the variations of CO emission with respect to brake power of the engine. The air-fuel
mixing process is affected by the difficulty in atomization of biodiesel due to its higher viscosity.
Also, the resulting locally rich mixtures of biodiesel cause more CO to be produced during
combustion. However, biodiesel which contains more number of oxygen atoms leads to more
complete combustion. At full engine loads, the percentage of CO emissions of biodiesel and its
blends are higher compared to diesel. This may be due to relatively poor atomization and lower
volatility of biodiesel. As a result, some of the fuel droplets may not get burned. When these
unburned droplets mix with the hot combustion gases, oxidation reactions occur, but do not have
enough time to undergo complete combustion. It vividly indicates that the combustion efficiency
improves with the blend of MEMSO with diesel and reduction in CO emission when compared
to neat diesel except B15. It may be due to incomplete and smaller premixed combustion for B15
compared to other blends. Moreover, higher fuel quantity at higher loads also causes higher CO
emission. Since the increase in the quantity of diesel in the blend improves the performance from
the emission point of view, the blend ratio is decided based on the amount of diesel to be
replaced or the level of emission that can be tolerated.
6.2.2 Variation of HC with Brake Power:

Fig: 6.13 Variation of HC with BP at Full Load

Fig: 6.14 Variation of HC with BP at 50% Load

 Fig: 6.15 Variation of HC with BP at 75% Load

The variation of HC emission with brake power is shown in Fig. The emission of HC decreases
as the diesel is substituted by biodiesel. Cetane number of biodiesel is higher than diesel, due to
this it exhibits shorter delay period, which contributes to better combustion of fuel resulting in
low emission of HC. Another reason can be the oxygen molecules present in the structure of
biodiesel, which helps complete combustion of the fuel and hence decreases HC emission.
6.2.3 Variation of NOx with Brake Power:

Fig: 6.16 Variation of NOX with BP at Full Load

Fig: 6.17 Variation of NOX with BP at 50% Load

 Fig: 6.18 Variation of NOX with BP at 75% Load

Fig, shows the variation of NOx with brake power for diesel, biodiesel and its blends are shown
in Fig. Three factors that affect the formation of NOx in the cylinder are oxygen content,
combustion flame temperature and reaction time. NOx emissions of biodiesel and its blends are
slightly higher than those of diesel fuel. The higher temperature of combustion and the presence
of oxygen with biodiesel cause higher NOx emissions, especially at high engine loads. NOx
emissions were found to increase due to the presence of extra oxygen in the molecules of
biodiesel blends. However, the biodiesel with higher cetane number had comparable NOx
emissions with the diesel fuel. A higher cetane number would result in a shortened ignition delay
period, thereby allowing less time for the air-fuel mixing before the pre-mixed combustion
phase. Consequently, a weaker mixture would be generated and burnt during the premixed
combustion phase resulting in relatively reduced NOx formation. NOx emission is the most
harmful gaseous emissions from the engines; the reduction of it is always the target of engine
researchers and engine manufacturers. Reduction of NOx with biodiesel may be possible with
the proper adjustment of injection timing and by introducing exhaust gas recirculation (EGR) or
selective catalytic reduction technology (SCR).
6.2.4 Variation of CO2 with Brake Power:

Fig: 6.19 Variation of CO2 with BP at Full Load

Fig: 6.20 Variation of CO2 with BP at 50% Load

 Fig: 6.21 Variation of CO2 with BP at 75% Load

Fig. shows the variations of CO2 emission with respect to brake power of the engine. The air-
fuel mixing process is affected by the difficulty in atomization of biodiesel due to its higher
viscosity. Also, the resulting locally rich mixtures of biodiesel cause more CO2 to be produced
during combustion. However, biodiesel which contains more number of oxygen atoms leads to
more complete combustion. At full engine loads, the percentage of CO2 emissions of biodiesel
and its blends are higher compared to diesel. This may be due to relatively poor atomization and
lower volatility of biodiesel.
 38

CHAPTER 7

CONCLUSION :

In the present investigation, the performance, emission and combustion characteristics of a direct
injection, compression ignition engine fuelled with methyl ester of TAMARIND seed oil and its
blends have been analyzed and compared with diesel fuel. The biodiesel is produced from raw
TAMARIND seed oil by a method of transesterification. The tests for properties of biodiesel
demonstrate that almost all the important properties of biodiesel are in close agreement with the
diesel fuel. Thus the diesel engine can perform satisfactorily on methyl ester of TAMARIND
seed oil and its blends with diesel fuel. The results of the present work are summarized as
follows:

1. The BSFC increases with increase in percentage of biodiesel in the blends due to lower
heating value of biodiesel.

2. The BTE of B10 is closer to diesel at all loads.

3. At full load, the emission of CO for B10, B20 are slightly higher, whereas for B30 it is
9% higher than diesel.

4. It is observed that there is a significant reduction of HC for biodiesel and its blends at full
engine loads.

5. The emission of NOx is higher than diesel for biodiesel and its blends, but for B10 slight
increase of only 2.88% at full load.

The combustion starts earlier for biodiesel and its blends than diesel. The peak cylinder pressure
and heat release rate of biodiesel and its blends are lower than diesel. From this study, it is
concluded that optimized blend is B20 with respect to performance, emission and combustion
characteristics for full loads compared with diesel and it could be used as a viable alternative fuel
in a Multi - cylinder direct injection diesel engine without any modifications and thereby saving
10% of the precious neat diesel fuel.
 39

REFFERENCE

• C.D.Rakopoulos, D.C.Rakopoulos, E.G.Giakoumis and Dimaratos, Investigation of the

combustion of neat cotton seed oil or its neat biodiesel in a HSDI diesel engine by
experimental heat release and statistical analyses, Journal of Fuel 89 (2010) 3814-3826.

• Sylvester C.Izah and Elijah I.Ohimain , The challenge of biodiesel production from oil
palm feed stock in Nigeria , Greener Journal of Biological sciences 3 (2013) 001-012.

• K.M.Shereena and T.Thangaraj , Biodiesel: An alternative fuel produced from vegetable

oils by transesterification , Electronic Journal of Biology 3 (2009) 67-74.

• N.Saravanan, G.Nagarajan and S.Puhan, Experimental investigation on a DI diesel

engine fuelled with Madhuca Indica ester and diesel blend, Biomass and Bioenergy 34
(2010) 838-843.

• DennisY.C.Leung, Xuan.Wu and M.K.H.Leung, A review on biodiesel production using

catalyzed transesterification, Applied Energy 87 (2010)1083-1095.

• Sandeep Singh, Study of various methods of biodiesel production and properties of

biodiesel prepared from waste cotton seed oil and waste mustard oil , Thesis of M.E. in
Thermal Engineering (2012), Thapar University.

• P.Mccarthy, M.G.Rasul and S.Moazzem, Analysis and comparison of performance and

emission of an internal combustion engine fuelled with petroleum diesel and different
biodiesels, Journal of Fuel 90 (2011)214-2157.

• K.Rajan and K.R.S.Kumar, Performance and emission characteristics of DI ignition

engine with biodiesel using internal jet piston, Environ. Stud., 64 (2010) 1982-1988.

• Sharanappa Godiganur, Suryanarayana Murthy and CH.Ranaprathap reddy, 6BTA 5.9

G2-1 Cummins engine performance and emission tests using methyl ester Mahua
(Madhuca indica) oil/diesel blends, Renewable Energy 34(2009) 2172-2177.

• Experimental Investigation of Diesel Engine Fueled with Jatropha Oil Blend with
Ethanol. Vipul Vibhanshu, NaveenKumar, Chinmaya Mishra, Sunil Sinha,Harveer
Singh Pali, Sidharth ansal. SAE technical paper 2013-24-0105.

• Influence of Ethanol Blend Addition on Compression Ignition Engine

Performance and Emissions Operated with Diesel and Jatropha Methyl Ester,
Dhandapani Kannan, Md. Nurun Nabi. SAE Technical paper 2009-01-1808
 40

• Effect of ethanol blending with biodiesel on engine performance and exhaust

emissions in a CI Engine Huseyin Aydin, Cumali. Applied thermal engineering –
2010
• Performance and emission characteristics of a DI diesel engine fueled with
ethanol-biodiesel blends. Lei Zhu, C.S.Cheung, W.G.Zhang. Fuel (2011) 675-689.

• A.Gopinath, Sukumar Puhan and G.Nagarajan, Effect of Unsaturated fatty acid esters of
biodiesel fuels on combustion, performance and emission characteristics of a DI diesel
engine, International Journal of Energy and Environment, 1 (2010) 411-430.

• D.Subramaniam, A.Murugesan and A.Avinash, A comparative estimation of CI

enginefuelled with methyl esters of punnai, neem and waste cooking oil,International
Journal of Energyand Environment, 4, (2013) 859-870.

• V.Maniniyan and S.Sivaprakasam, Performance, combustion and emission evaluation in

DI diesel engine using diesel and biodiesel, Elixir Mech.Engg.,52(2012)11305-11308.

• N.Nabi, M.Rahman and S.Akhter, Biodiesel from cotton seed oil and its effect on engine
performance and exhaust emissions, Applied Thermal Eng., 29 (2009) 2265-2270.

• J.Xue,T.E.Grift and A.C.Hansen, Effect of Biodiesel on Engine Performances and

Emissions, Renewable and Sustainable Energy Reviews, 15 (2011)1098-1116.

• K.Nantha Gopal, Arindam Pal, Sumit Sharma, Charan Samanchi, K.Sathyanarayanan and
T.Elango, Investigation of emission and combustion characteristics of a CI engine fueled
with waste cooking oil methyl ester and diesel blends, Alexandria Engineering Journal 53
(2014) 281-287.

• P.K.Devan and N.V.Mahalakshmi, Performance, emission and combustion characteristics

of poon oil and its diesel blends in a DI diesel engine, Fuel, 88 (2009)861-867.

• P.K.Devan and N.V.Mahalakshmi, Study of the performance, emission and combustion

characteristics of a diesel engine using poon oil-basedfuels,Fuel Process Technol.,90
(2009) 513-519.

• A.N.Ozsezen, M.Canakci, A.Turkcan and C.Sayin, Performance and combustion

characteristics of a DI diesel engine fueled with waste palm oil and canola oil methyl
esters, Fuel, 88 (2009) 629-636.

• L.Prabhu, S.Sathish Kumar, M.Prabhahar and K.Rajan, Combustion, performance and

emission characteristics of diesel engine with neem oil methyl ester and its diesel blends,
American Journal of Applied Sciences 10 (2013) 810-818.

• S.Savariraj, C.G.Saravanan and T.Ganapathy, Experimental investigation on Di diesel

engine powered with raw TAMARIND seed oil (TSO) and TAMARIND seed biodiesel
(MSBD), International Journal of Engineering Research& Technology2 (2013)1516-
1523.