CHAPTER - 1

INTRODUCTION

For the past few decades, the reduction of dependency on petroleum fuels for
power generation and transportation has been significantly considered all over the
world. However, vehicles as one of the largest consumers of petroleum have been a
major source of pollution in urban centers, especially those with diesel engines. The
reduction of vehicular emissions requires improving both the fuel composition and the
technologies used in the manufacturing of engines and that for the after treatment of
gases. It is concluded by researchers that changes in the fuel composition have been
shown to be a more rapid and effective alternative to reduce pollution.

The alternative fuels for use in diesel engines should be considered by the
essential factors such as emissions, stability of the fuel, availability and distribution of
the fuel, and the effect on the engine durability. Among the proposed alternative
fuels, biodiesel and ethanol (blends with diesel) have received much attention in
recent years for diesel engines because they are derived from renewable sources,
very oxygenated, and therefore have great potential to reduce emissions material
particles. Biodiesel is an alkyl ester of fatty acids produced by tranesterification of a
wide range of vegetable oils, animal fat and waste cooking oil.

Ethanol is an alcohol most often chosen in blends with diesel and 60 biodiesel
because of the ease of production, being renewable, relatively low-cost, and low
toxicity. Ethanol in combination with diesel can significantly reduces the emission of
toxic gases and particulate matters compared to pure diesel. However, there are
some critical drawbacks in diesel/ethanol fuel blends such as low lubricity, viscosity,
energy content, cetane number, and, mainly, stability and volatility, which can prevent
the commercial use of the blends are used as a primarily emulsifier for ethanol
because of their similarity to diesel oil, which allows the use of 68 ester/diesel blends
in any proportion

1
 Biodiesel is defined as “A fuel comprised of mono alkyl esters of long chain
fatty acids derived from vegetable oils or animal fats”. Biodiesel is a non-toxic,
biodegradable, and renewable diesel fuel and can be used as blends with diesel
fuels. Biodiesel has many advantages compared to diesel fuels. It has higher cetane
number than diesel fuels, and contains no aromatics, almost no Sulphur and 10 –
12% oxygen by weight. Biodiesel fuelled engines produce less CO, HC and
particulate emissions than diesel fuelled engines. They also improve lubrication,
which results in longer engine components life.

1.4 INTRODUCTION TO BIODIESEL

Biodiesel is a renewable fuel made from straight vegetable oil (SVO) example
soybeans or other biomass. It can be mixed with any proportion of regular diesel and
used in any diesel vehicle without modification. The typical ratios are 20% Biodiesel and
80% diesel (known as B20) and 100% Biodiesel without any diesel (called B100).
Because of the increased cloud point of about 3 degrees as compared to straight diesel,
B20 is recommended over B100 in the winter months. Produce everything from ethanol
and butane to even gasoline and diesel fuel directly.

First generation bio fuels are produced directly from food crops. The bio fuel is
ultimately derived from the starch, sugar, animal fats, and vegetable oil that these crops
provide. It is important to note that the structure of the biofuel itself does not change
between generations, but rather the source from which the fuel is derived changes.
Corn, wheat, and sugar cane are the most commonly used first generation bio fuel feed
stock.

Second generation biofuels are also known as advanced biofuels. What

separates them from first generation biofuels is the fact that feedstock used in
producing second generation biofuels are generally not food crops. The only time the
food crops can act as second generation biofuels is if they have already fulfilled their
food purpose. For instance, waste vegetable oil (WVO) is a second generation bio fuels
because it has already been used and is no longer fit for human consumption. Virgin
vegetable oil, however, would be a first generation biofuel.

2
 The term third generation biofuel has only recently entered the mainstream it
refers to biofuel derived from algae. Previously, algae were lumped in with second
generation biofuels. However, when it became apparent that algae are capable of much
higher yields with lower resource inputs than other feedstock, many suggested that they
be moved to their own category. As we will demonstrate, algae provide a number of
advantages, but at least one major shortcoming that has prevented them from
becoming a runaway success.

1.5 ETHANOL FUEL 

Ethanol (ethyl alcohol, grain alcohol) is a clear, colorless liquid with a

characteristic, agreeable odor. In dilute aqueous solution, it has a somewhat sweet
flavor, but in more concentrated solutions it has a burning taste. Ethanol,CH 3CH2OH, is
an alcohol, a group of chemical compounds whose molecules contain a hydroxyl group,
–OH, bonded to a carbon atom. The word alcohol derives from Arabic al-kuhul, which
denotes a fine powder of antimony used as an eye makeup. Alcohol originally referred
to any fine powder, but medieval alchemists later applied the term to the refined
products of distillation, and this led to the current usage.
Ethyl alcol the same type of alcohol found in alcoholic beverages, used as fuel. It
is most often used as a motor fuel, mainly as a biofuel additive for gasoline. The first
production car running entirely on ethanol was the Fiat 147, introduced in 1978 in Brazil
by Fiat. Nowadays, cars are able to run using 100% ethanol fuel or a mix of ethanol and
gasoline(aka flex-fuel). It is commonly made from biomass such as corn or sugarcane.

1.6 DIETHYL ETHER

Diethyl ether has a high cetane number of 85-96 and is used as a starting fluid, in
combination with petroleum distillates for gasoline and Diesel engines because of its
high volatility and low flash point. Ether starting fluid is sold and used in countries with
cold climates, as it can help with cold starting an engine at sub-zero temperatures. For
the same reason it is also used as a component of the fuel mixture for carbureted
compression ignition model engines. In this way diethyl ether is very similar to one of its
precursors ethanol.

3
1.7 IC ENGINE INTRODUCTION

An engine is a device which transforms one form of energy into another form.
However, while transforming energy from one form to another, 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 engine is
a device which transforms the chemical energy of the fuel into thermal energy and
utilizes this thermal energy to perform useful work. Heat engines can be classified into
two categories: (i) Internal Combustion Engine (IC Engines), (ii) External Combustion
Engine (EC Engines).
Engines whether Internal Combustion or External Combustion are of two types,
(i) Rotary Engines, (ii) Reciprocating Engines. The most widely used ones are the
reciprocating internal combustion engine, the gas turbine engine and the steam engine.
The steam engine is rarely used nowadays. The reciprocating internal combustion
engines have more advantages over the steam engines due to the absence of heat
exchanger in the passage of the working fluid.
In Internal Combustion engines, higher thermal efficiency can be obtained with
moderate maximum working pressure of the fluid in the cycle, and therefore, the weight
to power ratio is less than that of steam turbine plant. Also, it has been possible to
develop reciprocating internal combustion engines of very small power output with
reasonable thermal efficiency and cost.
The main disadvantages of this type of engine are the problem of vibration
caused by the reciprocating components. Also, it is not possible to use a variety of fuels
in these engines. Only liquid or gaseous fuels of given specification can be efficiently
used.

4
1.8 RESPONSE SURFACE METHODOLOGY

Response surface methodology is a collection of statistical and mathematical

techniques useful for developing, improving and optimizing processes. In some
industrial processes several input variables potentially influence some performance
measures or quality characteristic of the product or process. This measure is called
response. The input variables are called independent variables.

Figure 1.1An example of a response surface

Figure1.1 shows graphically the relationship between the response variable in a

chemical process and the two process variables. Note that for each value of the
independent variables there is a corresponding value of yield as a surface lying above
the horizontal plane. As shown in the figure basically it's a graphical perspective of the
problem environment that has led to the term response surface methodology.

5
 Most of the application of response surface methodology is iterative and
sequential in nature. That is, at first some ideas are generated and concerning which
factor or variables are likely to be important in the response surface study. A screening
experiment is designed and executed to understand the nature of the process and
eliminate the unimportant variables from the process. After the screening experiment,
the focus will be on the important variables. The iterative experiments are done and the
trend and the behavior of response is observed. As explained in the next section the
direction of steepest ascent or descent is determined taking into consideration the area
of interest (i.e. maximization of minimization). As we approach the region of interest the
experiments are designed with center point to get the experiment is designed to allow
us to estimate interaction and even quadratic effects, and therefore give us an idea of
the (local) shape of the response surface we are investigating. For this reason they are
termed response surface method (RSM) designs. RSM designs are used to:
 Find improved or optimal process settings

 Troubleshoot process problems and weak points.

 Make a product or process more robust against external and non-controllable

influences.

1.9 DIRECTION OF STEEPEST ASCENT METHOD

Direction of steepest ascent is gradient-based optimization technique.

Experiments are executed in the direction of steepest ascent for maximization of
response when the area of interest is maximization. Direction is found from the fitted
equation. The experiments are iterated until the desired response is acquired. The
procedure basically starts at the current operating conditions then linear model is fitted
after that direction of steepest ascent is determined and experiments are iterated until
no improvement is observed in the response. The direction of steepest ascent is
determined by the gradient of the fitted model and depends on the scaling convention.

6
 If experimentation is initially performed in a new, poorly understood production
process, chances are that the initial operating conditions are located far from the region
where the factors achieve a maximum for the response of interest. A first order model
will serve as a good local approximation in a small region close to the initial operating
conditions and far from where the process exhibits curvature. If the response is well
modeled by linear functions of the independent variables, then the approximating
function is the first order model.

Y = Po + P1X1+P1 +e

If there is curvature in the system, then a polynomial of higher degree must be

used, such as the second order model.

Y=Po+P1X1+P2X22+e where e is the error term.

Figure 1.2 Steepest ascent method

Procedure at this stage is to keep experimenting along the direction of steepest

ascent until there is no further improvement in the response. At that point, a new
fractional factorial experiment with center runs is conducted to determine a new search
direction.

7
 This process is repeated until at some point significant curvature in Y is detected.
This implies that the operating conditions X1, X2,...,Xk are close to where the maximum
of Y occurs. When significant curvature, or lack of fit, is detected, the experimenter
should proceed with response surface designs.

The process of steepest ascent is a significant process of finding the direction of

steepest ascent and finding step size in the direction of steepest ascent is most
important of this method. It is a process for moving sequentially along the path of
steepest ascent, that is, in the direction of the maximization of response. Experiments
are conducted in along the path of steepest ascent until no further increase in response
is observed.

1.10 ITERATIVE RESPONSE SURFACE METHODOLOGY

Iterative Response Surface Methodology is the process of sequential

experimentation. The objective here is to lead the experiment rapidly and efficiently
along the path of improvement toward the general vicinity of the optimum. Once the
region of the optimum has been found, a more elaborate model, such as the second
order model, may be employed, and an analysis may be performed to locate the
optimum.

The experiments are executed in the path of steepest ascent for the
maximization of response. At some point in this iterative process the response reaches
the maximum value after which it starts decreasing. At that stage the central composite
design is executed to get the exact behavior of the optimal level of the factors involved
in the experiment. The eventual objective of RSM is to determine the optimum operating
conditions for the process or to determine a region of the factor space in which
operating requirements are satisfied.

8
1.11 CENTRAL COMPOSITE DESIGN

The central composite design (CCD) was introduced by Box (1978) where each
factor is used at many different levels, but not all combinations occur. Central composite
rotatable design is subdivided into the following three parts:
1. Points related to 2k design, where k is the number of parameters and 2 is the number
of levels at which the parameters is kept during experimentation. (say nf)

2. Extra points called star points positioned on the co-ordinates axes to form a central
composite design with a star arm of size ‗α‘.(say ns)

3. Few more points added at the centre to give roughly equal precision for response.
(say no)

4. Thus the total number of experimental runs become N = nf + ns + no

Figure 1.3 Central composite design

The values of ‘α’ and no can be chosen to obtain certain properties of design and
to satisfy economic requirements. The central composite rotatable design, second order
polynomial approximations or neural net equivalents are often adequate for building
response surfaces, especially if the region of interest is small. Central composite
designs are convenient for building the second order approximations.

9
 They provide the necessary information for determining all of the coefficients of
the approximating polynomial and give a good distribution of points in the design space.
The approximating function can be made to closely fit the exact function at the design
center by using multiple center points. When modeling deterministic systems, each
functional evaluation at the design center yields the same function value. Thus, for
deterministic models, only one functional evaluation need be performed at the center
point even when multiple center points are used. Central composite designs give over-
determined second order polynomial approximations. In other words, there are more
design points in the design than there are undetermined coefficients in a second order
polynomial approximation.
The values of ‘α’ and no can be chosen to obtain certain properties of design and
to satisfy economic requirements. The central composite rotatable design, second order
polynomial approximations or neural net equivalents are often adequate for building
response surfaces, especially if the region of interest is small. Central composite
designs are convenient for building the second order approximations. They provide the
necessary information for determining all of the coefficients of the approximating
polynomial and give a good distribution of points in the design space. The
approximating function can be made to closely fit the exact function at the design center
by using multiple center points. When modeling deterministic systems, each functional
evaluation at the design center yields the same function value. Thus, for deterministic
models, only one functional evaluation need be performed at the center point even
when multiple center points are used. Central composite designs give over-determined
second order polynomial approximations. In other words, there are more design points
in the design than there are undetermined coefficients in a second order polynomial
approximation.

10
 CHAPTER - 2

LITERATURE SURVEY

D.H. Qi et al (2011) [1] Experimental investigated the effects of using diethyl ether and
ethanol as additives to biodiesel/diesel blends on the performance, emissions and
combustion characteristics of a direct injection diesel engine and observed that the
drastic reduction in smoke is observed with BE-1 and BE-2 at higher engine loads.
Nitrogen oxide (NOx) emissions are found slightly higher for BE-2. Hydrocarbon(HC)
emissions are slightly higher for BE-1 and BE-2, but carbon monoxide (CO) are slightly
lower.

S.Imtenan et al (2014) [2] Experimentally investigated and evaluated the comparative

improvement of palm biodiesel-diesel blend (20% palm biodiesel-80% diesel) with the
help of ethanol, n-butanol and diethyl ether as additives regarding emission and
performance characteristics. Diethyl ether showed highest 6.25% increment of brake
power, 3.28% decrement of BSFC and about 4% increment of BTE than 20% palm
biodiesel-diesel blend when used as additive.

Bhupendra Singh Chauhan et al (2011) [3] Experimentally studied the fumigation of

ethanol in a small capacity diesel engine and concluded that fumigated diesel engine
exhibit better engine performance with lower NO x, CO, CO2 and exhaust temperature.
Ethanol fumigation has resulted in increase of unburned hydrocarbon (HC) emission in
the entire load range. Considering the parameters, the optimum percentage was found
as 15% for ethanol fumigation.

Bang-Quan He et al (2003) [4] Studied the effect of ethanol blended diesel fuels on
emissions from a diesel engine and concluded that the at high loads, the blends reduce
smoke significantly with a small penalty on CO, acetaldehyde and unburned ethanol
emissions compared to diesel fuel. NO x and CO2 emissions of the blends are decreased
somewhat. At low loads, the blends have slight effects on smoke reduction due to
overall leaner mixture.

11
Abhishek Paul et al (2014) [5] Studied the performance and emission of a single
cylinder Diesel engine using the blends of Diesel diethyl ether (DEE) and Diesel diethyl
ether ethanol. And concluded that the thermal efficiency of the engine increased with
the blend of 5% DEE blend whereas, decreased with 10% DEE blend. Ethanol addition
to Diesel DEE blends increased the efficiency of the engine for both the cases. Use of
ethanol along with DEE reduced CO, NOx, hydrocarbon and particulate matters
remarkably. Blend D80DEE10E10 showed the best potential of achieving the
sparadoxical objective of high performance with low emission among the tested fuel
samples.

Seyfi polat (2016) [6] Studied experimentally on combustion, engine performance and
exhaust emissions in a HCCI engine fueled with diethyl ether – ethanol fuel blends and
concluded that the test engine could not be operated at leaner mixtures with the
increase of the amount of ethanol in the test fuels because of the higher octane number
and higher auto-ignition temperature of ethanol, the duration of combustion increased
with increase in inlet temperature and combustion of HCCI was advanced with the
increase of the inlet air temperature.

Viswanath K. Kaimal et al (2016) [7] investigated experimentally the effects of using

DEE additive in a DI diesel engine fuelled with waste plastic oil and concluded that the
brake thermal efficiency increases with increasing percentage of DEE in the blends and
also BSEC reduced considerably while using blended fuels and A drastic reduction in
the levels of smoke and NOX was noted for blends at maximum brake power.

Murari Mohon Roy et al (2016) [8] Investigated the emissions of a modern (Tier 4) 4-
cylinder direct injection (DI) diesel engine at idling with no load conditions and showed
that CO and NOx emissions decrease, but HC emissions increase after warm-up than
cold start. Diesel-biodiesel blends with additives produce lower CO emissions then neat
diesel; ethanol and DEE additives can reduce NOx emissions in diesel-biodiesel blends,
and increasing biodiesel content reduced HC emissions.

12
S. Sivalakshmi et al (2013) [9] Experimental investigated the effect of using diethyl
ether as additive to biodiesel on the combustion, performance and emission
characteristics in an unmodified diesel engine at different loads and constant engine
speed. The results indicate that peak cylinder pressure and heat release rate is higher
for BD5 (5% (by vol.) diethyl ether blended biodiesel than those of neat biodiesel. The
carbon monoxide emissions especially at full load and smoke emissions at almost all
engine loads decrease while oxides of nitrogen and hydrocarbon emissions increase for
BD5 than those of neat biodiesel at almost all engine loads. The brake thermal
efficiency of BD5 is higher as compared to biodiesel.

Lei Zhu et al (2011) [10] Studied experimentally on combustion, performance and

emission characteristics of DI diesel engine fueled with ethanol- biodiesel blends. The
result of 5% of ethanol slightly increase in thermal efficiency. The effectiveness of NO X
and PM reductions increase with increasing ethanol in the blends. With high percentage
of ethanol in the blends, the HC, CO emissions could increase. But the use of BE5
could reduce HC and CO emission as well.

Can Cinar et al (2010) [11] studied the effects of premixed ratio of diethyl ether (DEE)
on the combustion and exhaust emissions of a single-cylinder, HCCI-DI engine and
observed that single stage ignition was found with the addition of premixed DEE fuel.
Increasing and phasing in-cylinder pressure and heat release were observed in the
premixed stage of the combustion. Lower diffusion combustion was also occurred.
Cycle-to cycle variations were very small with diesel fuel and 10% DEE premixed fuel
ratio.

Dimitrios C. Rakopoulos et al (2014) [12] evaluated the influence of properties of

various common bio-fuels on the combustion, performance and exhaust emissions of an
experimental, single-cylinder, four-stroke, high-speed, DI diesel engine operated at
three different loads. Various blends of diesel fuel with either vegetable oil of cottonseed
or its derived bio-diesel, or ethanol, or n-butanol, or diethyl ether were investigated.
And observed that with increasing percentage of all bio-fuels in the blends, significant
reduction of smoke opacity is observed with the exception of the vegetable oil case,

13
reduction of NOx, and mixed behavior for the CO and HC emissions against the
corresponding neat diesel fuel case.

Y. Datta Bharadwaz et al (2016) [13] Experimentally investigated the performance of

biodiesel–methanol blends in a VCR engine by using optimized engine parameters. For
optimization of the engine, operational parameters such as compression ratio, fuel
blend, and load are taken as factors, whereas performance parameters such as brake
thermal efficiency (Bth) and brake specific fuel consumption (Bsfc) and emission
parameters such as carbon monoxide (CO), unburnt hydrocarbons (HC), Nitric oxides
(NOx) and smoke are taken as responses. Experimentation is carried out as per the
design of experiments of the response surface methodology. Optimization of engine
operational parameters is carried out using Derringers Desirability approach.

Tapaswy Muppaneni, et al (2016) [14] Experimental investigated that Optimization of

biodiesel production from palm oil under supercritical ethanol conditions using hexane
as co-solvent in response surface methodology (RSM) was used to optimize the
biodiesel production from palm oil under supercritical ethanol conditions. Hexane was
added as a co-solvent, which in turn accelerated the reaction rate and increased the
biodiesel yield. Different process parameters including alcohol to oil molar ratio (25:1–
50:1), reaction time (10–30 min), reaction temperature (260–300 _C) and co-solvent
ratio (0.1–0.4% v/v) were optimized using response surface methodology. A
mathematical model was developed for predicting the fatty acid ethyl ester (FAEE) yield.
Fatty acid ethyl esters produced from palm oil were measured and analyzed using FT-
IR, GC–MS and thermogravimetric analysis (TGA) methods.

Giovanilton F.Silva, et all (2011) [15] experimental investigated that optimization of

biodiesel production by transesterification of soybean oil with ethanol. The biodiesel
production process was obtained by the application of factorial design 24 and response
surface methodology. The combined effects of temperature, catalyst concentration,
reaction time and molar ratio of alcohol in relation to oil were investigated and optimized
using the Response surface Methodology.
14
 CHAPTER 3

METHODOLOGY

PREPERATION OF VARIOUS BLENDS OF DIESEL, ETHANOL

AND DIETHYL ETHER

CONDUCT A PERFORMANCE AND EMISSION TEST ON

COMPUTERIZED IC ENGINE BY DEFINING AN INPUPT
VARIABLES FOR ALL BLENDS

CREATED A FACTORIAL DESIGN USING DOE IN MINITAB

SOFTWARE

ANALYSIS OF THE MODEL USING ANOVA GENERAL LINEAR

MODEL TOOL

CREATING THE REGRESSION EQUATION GENERAL

REGRESSION TOOL

ANALYSIS OF FACTORIAL DESIGN USING DOE

CREATING A SURFACE PLOT FOR PERFORMANCE AND

EMISSION FOR TWO INPUT VARIABLES

OBTAINING THE OPTIMUM SET OF INPUT VARIABLES USING

RSM

Figure 3.1 Methodology Flowchart

15
3.1 PRODUCTION OF ETHANOL

During ethanol fermentation, glucose and other sugars in the corn (or sugarcane

or other crops) are converted into ethanol and carbon dioxide.
C6H12O6 → 2 C2H5OH+ 2 CO2 + heat

Ethanol fermentation is not 100% selective with other side products such as
acetic acid, glycols and many other products produced. They are mostly removed
during ethanol purification. Fermentation takes place in an aqueous solution. The
resulting solution has an ethanol content of around 15%. Ethanol is subsequently
isolated and purified by a combination of adsorption and distillation. During combustion,
ethanol reacts with oxygen to produce carbon dioxide, water, and heat:

C2H5OH + 3 O2 → 2 CO2 + 3 H2O + heat

Starch and cellulose molecules are strings of glucose molecules. It is also

possible to generate ethanol out of cellulosic materials. Ethanol may also be produced
industrially from ethylene by hydration of the double bond in the presence of catalysts
and high temperature.
C2H4 + H2O → C2H5OH
By far the largest fraction of the global ethanol production, however, is produced by
fermentation.

Figure 3.2 Ethanol

16
3.2 DIETHYL ETHER 

Diethyl ether or simply ether, is an organic compound in the ether class with the

formula(C2H5)2O. It is a colorless, highly volatile flammable liquid. It is commonly used
as a solvent in laboratories and as a starting fluid for some engines. It was formerly
used as a general anesthetic, until non-flammable drugs were developed, such
as halothane. It has been drunk and inhaled as a recreational drug to
cause intoxication. As a drug, it has been known to cause temporary dependence, the
only symptom of which is the will to consume more, sometimes referred to
as etheromania.

 DEE has low auto ignition temperature and high catane number

 Generally ether are well known as cold start aid additives for diesel
engine. When used as additive with diesel fuel No x, smoke and PM
emission were reduced.

 Oxygen content of DEE 21.66%

Figure 3.3 Diethyl ether

17
3.3 TESTING OF BIODIESEL

The engine was allowed to run with pure diesel for few minutes as a warm-up,
meanwhile the engine cooling and flow pressure is set as desired. After verification of
test engine setup it is tested at various loads with compression ratio of 16.5 for about
20 minutes with varying the load to the engine by an increment of 2. Readings were
recorded by software of the test rig setup as per the program for all the loads i.e., 8
10 and 12 kg. After completion of the first test all the fuels which are produced as
listed below are tested and readings were saved. The various blends of ethanol and
diesel were prepared with ethanol percentage being 5 %, 10 %, 15 % by weight and
diethyl ether was added to the blends in the ratio of 2%, 4%, and 6% by weight.

All the above biodiesel were blended with pure diesel and the sample no1
biodiesel blend is discussed in this project work. The tabulation given below is as per
the following ratios and are named accordingly,

Table 3.1 Blend ratio of diesel, ethanol and additive

Table 3.2 Properties of diesel, Ethanol and Die ethyl ether

S.NO DIESEL ETHANOL ADDITIVE NAME OF
(%) THE
(%) (%)
SAMPLE

1 93 5 2 B5DEE2

2 88 10 2 B10DEE2

3 83 15 2 B15DEE2

4 91 5 4 B5DEE4

5 86 10 4 B10DEE4

6 81 15 4 B15DEE4

7 89 5 6 B5DEE6

8 84 10 6 B10DEE6

9 79 15 6 B15DEE6

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 Property Diesel Ethanol Die ethyl ether

Density (kg/m3) 830 789 713

Viscosity (mm2/s) 1.90 0.80 0.23

Cetane number 50 5~8 >125

Boiling boint(°C) 180-360 13.5 34.6

Auto ignition point (°C) 200-400 420 160

Net lowerr heating

43.35 26.95 33.9
value (MJ/kg)
3.4 EXPERIMENTAL SETUP
The literature is reviewed and the physical characteristics of Diesel and
Blended fuels are studied. Initially the performance analysis is carried out with
base fuel (High Speed Diesel) and with the blended fuel of different proportion is
noted with the sensors. Then the emission analyses for the various blends of fuel
are carried out using exhaust gas analyzer in IC engine, and finally they are
compared with diesel and blended fuel.

19
 Figure 3.4 Computerized IC Engine Setup

FIGURE 3.5: EXPERIMENTAL SETUP WITH EDDY CURRENT

DYNAMOMETER

20
 TABLE 3.1 ENGINE SPECIFICATIONS

Manufacturer Kirloskar Oil Engines Ltd., India

Type of Engine Direct Injection Diesel Engine
Number of Strokes Four Stroke
Number of Cylinders Single Cylinder
Cooling Water Cooled
Engine Speed 1500 rpm, Constant
Rated Power 3.5 kW @ 1500 rpm
Bore Diameter 80 mm
Stroke Length 110 mm
Type of Loading Eddy Current Dynamometer
Method of Starting Manual Cranking
Compression Ratio 16.5:1
Dynamometer Arm Length 0.095 m
Orifice Diameter 0.02 m

3.5 ENGINE PERFORMANCE PARAMETERS:

The engine performance is indicated by the term efficiency, ɳ. The Five important
engine efficiencies and other related engine performance parameters are given below:
(i) Indicated Thermal Efficiency (ɳith)
(ii) Brake Thermal Efficiency (ɳbth)
(iii) Mechanical Efficiency (ɳm)
(iv) Volumetric Efficiency (ɳv)
(v) Mean Effective Pressure (Pm)
(vi) Specific Fuel Consumption (SFC)
(vii) Air-Fuel Ratio (ma/mf)
(viii) Calorific Value of the fuel (CV)

(i) Indicated thermal efficiency:

21
 Indicated thermal efficiency is the ratio of energy in the indicated power (IP), to
the input fuel energy.
indicated power( kJ /s)
ɳith ¿
mass of fuel X calorific value
(ii) Brake thermal efficiency:
Brake thermal efficiency is the ratio of energy in the brake power (BP), to the
input fuel energy.
brake power (kJ /s)
ɳbth ¿
mass of fuel X calorific value
(iii) Mechanical efficiency:
Mechanical efficiency is defined as the ratio of brake power to the indicated
power.
brake power
ɳm ¿ indicated power

(iv) Volumetric efficiency:

Volumetric efficiency is defined as the volume flow rate of air into the intake
system divided by the rate at which the volume is displaced by the system.
mass of air
ɳv ¿ density of air X displacement volume

(v) Mean effective pressure:

Mean effective pressure is the pressure inside the cylinders of the internal
combustion engine based on calculated or measured power output.
Area of the indicator diagram
Pm ¿
Length of theindicator diagram
(vi) Specific fuel consumption:
The fuel consumption characteristics of an engine are generally expressed in
terms of specific fuel consumption in kilograms of fuel per kilowatt-hour.
Fuel consumption per unit time
SFC ¿
Power
(vii) Air-Fuel ratio:

22
 The relative proportions of the fuel and air in the engine are very important from
the stand point of combustion and the efficiency of the engine. This is expressed either
as a ratio of the mass of the fuel to that of the air.

(viii) Calorific Value:

Calorific value of a fuel is the thermal energy released per unit quantity of the fuel
when the fuel is burned completely and the products of combustion are cooled back to
the initial temperature of the combustible mixture.

3.6 ENGINE EMISSIONS CHARACTERISTICS:

Internal combustion engines generate undesirable emissions during the
combustion process. In this, SI and CI engines are equally responsible for the same.
The emissions exhausted into the surrounding pollute the atmosphere and causes the
following problems
(i) Global warming
(ii) Acid rain
(iii) Smog
(iv) Odours
(v) Respiratory and other health hazards

Engine emissions are classified into two categories:

(i) Visible emissions
(ii) Non-visible emissions

The visible emission in the diesel engine is smoke that is more irritating and
cause nuisance to the living humans.
The major causes of Non-visible emissions are non-stoichiometric combustion,
dissociation of nitrogen, and impurities in the fuel and air mixture. The emissions of
concern are: Unburnt hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO 2),
oxides of nitrogen (NOx), oxides of sulphur (SOx), and solid carbon particulates.

23
3.7 BASIC MEASUREMENTS
The basic measurement has been taken to evaluate the performance and
emission characteristics of the diesel engine. The several measurement parameters in
the engines are as follows:
(a) Speed
(b) Fuel consumption
(c) Air consumption
(d) Smoke density
(e) Brake horse power
(f) Indicated power and Frictional power
(g) Exhaust gas analysis

3.7.1 Measurement of Speed

One of the basic measurements in that of engine specification is speed. A wide
variety of speed measuring device are available in the market. They range from a
mechanical tachometer to digital and triggered electrical tachometers. The best method
of measuring speed is to count the number of revolution in a given. This gives an
accurate measurement of speed. Many engines are fitted with such revolution counters.
A mechanical tachometers or an electrical tachometer can also used for measuring the
speed.
The electrical tachometer has a three phase permanent-magnet alternator to
which a voltmeter is attached. The output of the alternator is a linear function of the
speed and is directly indicated on the voltmeter dial.Both electrical and mechanical
types of tachometer are affected by the temperature variation and are not accurate. For
accurate and continuous measurement of speed a magnetic pick-up placed near a
toothed wheel coupled to the engine shaft can be used. The magnetic pick-up will
produce a pulse for every revolution and a pulse counter will accurately measure the
speed.

3.7.2 Measurement of Fuel Consumption

Fuel consumption measured to ways:

24
 (a) The fuel consumption of an engine is measured by determining the
volume flow in a given time of interval.
(b) Another method is to measure the time required for consumption of
given mass fraction of the fuel.

The major two methods of fuel measurements are:

(a) Volumetric analysis
(b) Gravimetric analysis

In Volumetric flow meter includes Burette method, Automatic Burette flow meter
and Turbine flow meter.

3.7.3 Measurement of Exhaust Gas Emissions

Smoke and other emission are undesirable for public environment. Due to global
warming and emphasis on air pollution all possible things are tried to keep them low.
Smoke also indicates incomplete combustion of fuel.
All the three widely used smoke meters, namely, Bosch, Hart ridge, and PHS are
3
basically soot density (g/m ) measuring devices, i.e., the meter readings are a function
of the mass of carbon in a given volume of exhaust gas. Hart ridge smoke meter works
on the light extinction principle.

The basic principles of the Bosch smoke meter is one in which a fixed quantity of
exhaust gas is passed through a fixed filter paper and the density of the smoke stains
on the paper are evaluated optically. In a recent modification of this type of smoke
meter units are used for the measurement of the intensity of smoke stain on filter paper.
In Von Brand smoke meter which can give a continuous reading a filter tape is
continuously moved at a uniform rate to which the exhaust from the engine is fed. The
smoke stains developed on the filter paper are sensed by a recording head. The single
obtained from the recording head is calibrated to give smoke density.
 Carbon monoxide (CO),

 Carbon dioxide (CO2),

25
  Hydro-carbon (HC),
 oxide of nitrogen (NOx),
 Sulphur oxide (SOx).

Some of reasons for emission in diesel engine:

 Oxides of nitrogen (NOX)

a. Oxygen concentration.
b. Oxygen availability
c. Cylinder pressure.
 Carbon Monoxide

a. Formed due to the incomplete Combustion.

b. High air to fuel ratio reduce CO emission.

 Carbon dioxide
a. Function of combustion.
 Sulphur Oxides

a. Reducing SOX by reducing the Sulphur content of the fuel

 Hydro carbon

Function of the amount of fuel and lubricating oil left unburned during
combustion. These exhaust gases are analyzed by various gas analyzer like AVL DI
gas analyzer, i3sys gas analyzer and Bosch analyzer. The exhaust gas is passed
through the analyzer setup for sensing the percentage of composition of exhaust
components.

26
3.8 EXHAUST GAS ANALYSER

Fig 3.6 Exhaust gas analyzer

Exhaust gas analyser used in this experiment is AVL model made by the AVL
India private ltd., In this one end of the cable is connected to the Inlet of the analyzer
and the other end is connected to the end of the exhaust gas outlet. The figure 3.6
shows the actual photos of the exhaust Gas Analyzer attached to engine at the exit. The
measuring method is based on the principle of light absorption in the infra-red region,
known as “Non-dispersive infra-red absorption”. The broadband infrared radiation
produced by the light source passes through a chamber filled with gas, generally
methane or carbon dioxide.This gas absorbs radiation of a known wavelength and this
absorption is a measure of the concentration of the gas. Fig 3.6 shows the actual photo
of the exhaust gas analyser attached to the engine.

TABLE 3.4 TECHNICAL SPECIFICATIONS OF THE SMOKE METER

Measurement
parameter Principle of Range Resolution
measurement

Light
Opacity (HU) absorption 0-99.99% 0.01%
Light
Opacity (K) absorption 0-99.99/m 0.001/m

27
 Piezo
RPM based 0-6000 1
Battery
based 0-6000 10
0 0
OT RTD 0-150 C 1 C
Linearity,
Repeatability, ± 0.1/m
Zero & Span Drift
Physical:<0.4 sec, Electrical: < 1
Response Time m sec
215 mm long (430 mm folded
Smoke Column length)

Warm–up time <15 min

Dimension 460×145×275 mm

Weight 8 kg

Power supply 11-13V DC / 230V AC±10%

Power < 75W

CHAPTER 4

RESULT AND DISCUSSION

The experimental values are taken considering some below parameters:

1. BRAKE POWER BP = 3.5 kW

2. TYPE OF LOADING = EDDY CURRENT DYNAMOMETER

28
3. SPEED N = 1500 rpm

4. FUEL USED = HIGH SPEED DIESEL

5. CALORIFIC VALUE OF FUEL (CV) FOR DIESEL = 42300 kJ/kg

6. SPECIFIC GRAVITY OF FUEL FOR DIESEL = 0.833

7. DIAMETER OF ORIFICE d = 0.02 m

4.1 PERFORMANCE CHARACTERISTICS OF PURE DIESEL FUEL

The graphs are plotted between different loads and the performance
characteristics of the engine

4.1.1 Brake Specific Fuel Consumption

brake specic fuel consumption (kg/kW.hr)

BP Vs BSFC
0.48 diesel
B5DEE
0.46 2
0.44 B10DE
E2
0.42 B15DE
0.4 E2
B5DEE
0.38 4
0.36 B10DE
E4
0.34 B15DE
0.32 E4
0.3
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Brake power (kW)

Figure 4.1 Brakefigure 4.1 power (kW) Vs BSFC (kg/kW hr)

The brake specific fuel consumption of base fuel diesel is compared with the
different blends of alternate fuels. The variations in fuel consumption are shown in
graph.The variation of BSFC with varying proportion of blends was shown in Fig. 4.1.
The BSFC for B5DEE4 blend was found to be lower. The BSFC for B5DEE2 is higher
than all additive added blend and pure diesel.

29
4.1.2 Brake Thermal Efficiency:

BP Vs ηbth
27
Diesel
26 B5DEE2
B10DEE
Brake thermal efficiency (%)

25
2
24 B15DEE
2
23 B5DEE4
B10DEE
22 4
21 B15DEE
4
20 B5DEE6
B10DEE
19 6
B15DEE
18 6
17
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2

Brake power (kW)

Figure 4.2 brake power (kW) Vs BTE

The effect of diesel blend with additives on engine efficiency was shown in
Fig. 4.2. It was observed that, B5DEE4 blend shows highest brake thermal efficiency
at all loading conditions.

The B15DEE6 blend shows lowest brake thermal efficiency at maximum

loading condition. Increase in ethanol percentage decreases the brake thermal
efficiency because of lower calorific value of ethanol.

4.2 EMISSION TEST

At different loads, the exhaust gases emission of diesel and its blends are

4.2.1 HC Emission:
30
 The graphs are plotted between different loads and the emission of HC (ppm) for
diesel and its blends are shown in figure 4.3

Figure 4.3 BP (kW) Vs HC (ppm)

BP Vs HC
22
diesel
20
B5DEE2
18 B10DEE2
B15DEE2
16
HC (ppm)

B5DEE4
14
B10DEE4
12 B15DEE4

10 B5DEE6
B10DEE6
8
B15DEE6
6
1.14 1.42 1.71

Brake power (kW)

The formation of HC emission during combustion process under various loads

was shown in Fig 4.3. From that it was observed that, HC emission was slightly
increased with blend addition.
The HC emission for diesel fuel was decreasing as load increases. And for
B15DEE6 shows a trend of increasing HC emission because of excess percentage of
ethanol. The HC emission of B5DEE4 was very low when compared to other blends.
4.2.2 CO emission:

The graphs are plotted between different brake powers and the emission of CO
(%) in the engine

31
 BP Vs CO
0.07
diesel
0.06 B5DEE2
B10DEE2
0.05
B15DEE2

0.04 B5DEE4
CO (%)

B10DEE4
0.03
B15DEE4
B5DEE6
0.02
B10DEE6
0.01 B15DEE6

0
1.14 1.42 1.71

Brake power (kW)

32
 Figure 4.4 BP (kW) Vs CO (%)

The graphs are plotted for the emission of CO on the different brake powers of
the engine and Diesel is compared with the different fuel blends and hence it is
illustrated. As shown in fig 4.3, methanol addition will reduce the CO formation.

It was observed that biodiesel blends shows reduced CO emission due to the
combined effect of its high oxygen content and higher cetane number of DEE.
4.2.3 NOX emission:

The graphs are plotted between different brake power and the emission of NOx
(ppm) in the engine:

BP Vs NOx
180 diesel

B5DEE2
160 B10DEE2

B15DEE2
140
B5DEE4
NOx (ppm)

120 B10DEE4

B15DEE4
100
B5DEE6

B10DEE6
80
B15DEE6

60
1.14 1.42 1.71

Brake power(kW)

Figure 4.5 BP (kW) Vs NOx (ppm)

The effect of additives addition with diesel on NO x formation during combustion

process was shown in Fig 4.5. The NO x emission for diesel fuel was increased on

33
increasing the load on the engine.

The NOx emission for other diesel ethanol blends was lower when compared to
the pure diesel fuel.

4.3 CREATED A FACTORIAL DESIGN USING DOE IN MINITAB

SOFTWARE

34
Figure4.5 factorial design in DOE

Figure4.5 factorial design

35
 4.4 ANALYSIS OF THE MODEL USING ANOVA GENERAL LINEAR
MODEL TOOL

Figure 4.6 design of matrix

Table 4.1 Design Of Matrix

Additiv BRAKE
Std Run Blend Loa BSFC
e POWE BTE TFC HC NOx CO
Orde Orde Ratio d (kg/kWh
Ratio R (%) (kg/h) (ppm) (ppm) (%)
r r (%) (%) )
(%) (kW)
0.593
27 1 15 6 12 1.7096 0.3471 23.92 20 142 0.024
3
0.604
18 2 10 6 12 1.7096 0.3536 23.48 17 135 0.025
5
0.593
2 3 5 2 10 1.4247 0.4165 22.05 12 116 0.02
3
0.593
6 4 5 4 12 1.7096 0.3471 26.46 8 116 0.015
3
0.552
14 5 10 4 10 1.4247 0.3878 23.68 10 125 0.022
4
0.492
4 6 5 4 8 1.1397 0.4325 21.23 8 97 0.032
9
0.640
3 7 5 2 12 1.7096 0.3748 24.50 12 125 0.024
8
15 8 10 4 12 1.7096 0.3604 25.48 0.616 9 130 0.014

36
 2
0.478
7 9 5 6 8 1.1397 0.4196 19.79 13 124 0.025
2
0.500
25 10 15 6 8 1.1397 0.4393 18.90 18 114 0.024
6
0.593
17 11 10 6 10 1.4247 0.4165 19.94 14 123 0.024
3
0.552
11 12 10 2 10 1.4247 0.3878 23.68 13 100 0.024
4
0.516
10 13 10 2 8 1.1397 0.4534 20.25 8 97 0.033
8
0.628
9 14 5 6 12 1.7096 0.3675 22.59 14 144 0.03
2
0.508
19 15 15 2 8 1.1397 0.4462 20.58 16 89 0.023
6
0.508
16 16 10 6 8 1.1397 0.4462 18.61 12 110 0.022
6
0.500
13 17 10 4 8 1.1397 0.4393 20.90 9 119 0.02
6
0.604
24 18 15 4 12 1.7096 0.3536 25.97 16 106 0.022
5
0.492
1 19 5 2 8 1.1397 0.4325 21.23 13 107 0.034
9
0.543
5 20 5 4 10 1.4247 0.3812 24.09 7 110 0.017
1
0.616
21 21 15 2 12 1.7096 0.3604 25.48 17 125 0.025
2
0.604
12 22 10 2 12 1.7096 0.3536 25.97 15 130 0.029
5
0.552
8 23 5 6 10 1.4247 0.3878 21.41 13 130 0.027
4
0.562
20 24 15 2 10 1.4247 0.3946 23.27 16 119 0.034
1
0.534
26 25 15 6 10 1.4247 0.3748 22.15 20 129 0.026
0
0.492
22 26 15 4 8 1.1397 0.4325 21.23 13 103 0.023
9
0.552
23 27 15 4 10 1.4247 0.3878 23.68 15 111 0.019
4

4.4.1 General Linear Model: BSFC (kg/kWh, BTE (%), versus Blend Ratio(%)
Additive Percentage,load(kg)

Factor Type Levels Values

Blend Ratio(%) fixed 3 5, 10, 15

37
Additive percantage(%) fixed 3 2, 4, 6
Load(%) fixed 3 8, 10, 12

4.4.2 Analysis of Variance for BSFC (kg/kWh), using Adjusted SS for Tests

Source DF Seq SS Adj SS Adj MS

F P
Blend Ratio(%) 2 0.0002205 0.0002205 0.0001103
0.92 0.414
Additive percantage(%) 2 0.0005567 0.0005567 0.0002783
2.33 0.124
Load(%) 2 0.0292199 0.0292199 0.0146099
122.10 0.000
Error 20 0.0023930 0.0023930 0.0001197
Total 26 0.0323901

S = 0.0109386 R-Sq = 92.61% R-Sq(adj) = 90.40%

Unusual Observations for BSFC (kg/kWh)

BSFC
Obs (kg/kWh) Fit SE Fit Residual St Resid
11 0.416474 0.395103 0.005570 0.021371 2.27 R

R denotes an observation with a large standardized residual.

4.4.3 Analysis of Variance for BTE (%), using Adjusted SS for Tests

Source DF Seq SS Adj SS Adj MS F

P
Blend Ratio(%) 2 0.573 0.573 0.286 0.74
0.492
Additive percantage(%) 2 28.725 28.725 14.362 36.92
0.000
Load(%) 2 93.987 93.987 46.993 120.81
0.000
Error 20 7.780 7.780 0.389
Total 26 131.064

S = 0.623687 R-Sq = 94.06% R-Sq(adj) = 92.28%

Unusual Observations for BTE (%)

Obs BTE (%) Fit SE Fit Residual St Resid

38
 11 19.9400 21.0842 0.3176 -1.1442 -2.13 R

R denotes an observation with a large standardized residual.

4.4.4 Analysis of Variance for HC (ppm), using Adjusted SS for Tests

Source DF Seq SS Adj SS Adj MS F

P
Blend Ratio(%) 2 169.852 169.852 84.926 44.10
0.000
Additive percantage(%) 2 118.741 118.741 59.370 30.83
0.000
Load(%) 2 18.074 18.074 9.037 4.69
0.021
Error 20 38.519 38.519 1.926
Total 26 345.185

S = 1.38778 R-Sq = 88.84% R-Sq(adj) = 85.49%

Unusual Observations for HC (ppm)

Obs HC (ppm) Fit SE Fit Residual St Resid

13 8.0000 11.1481 0.7066 -3.1481 -2.64 R
19 13.0000 10.3704 0.7066 2.6296 2.20 R

R denotes an observation with a large standardized residual.

4.4.5 Analysis of Variance for NOx (ppm), using Adjusted SS for Tests

Source DF Seq SS Adj SS Adj MS F

P
Blend Ratio(%) 2 71.19 71.19 35.59 0.48
0.623
Additive percantage(%) 2 1425.41 1425.41 712.70 9.70
0.001
Load(%) 2 2072.52 2072.52 1036.26 14.11
0.000
Error 20 1469.19 1469.19 73.46
Total 26 5038.30

S = 8.57084 R-Sq = 70.84% R-Sq(adj) = 62.09%

39
4.4.6 Unusual Observations for NOx (ppm)

Obs NOx (ppm) Fit SE Fit Residual St Resid

17 119.000 103.185 4.364 15.815 2.14 R
18 106.000 121.185 4.364 -15.185 -2.06 R

R denotes an observation with a large standardized residual.

Analysis of Variance for CO (%), using Adjusted SS for Tests

Source DF Seq SS Adj SS Adj MS F

P
Blend Ratio(%) 2 0.0000069 0.0000069 0.0000034 0.16
0.856
Additive percantage(%) 2 0.0002242 0.0002242 0.0001121 5.10
0.016
Load(%) 2 0.0000496 0.0000496 0.0000248 1.13
0.343
Error 20 0.0004393 0.0004393 0.0000220
Total 26 0.0007200

S = 0.00468686 R-Sq = 38.98% R-Sq(adj) = 20.68%

Unusual Observations for CO (%)

Obs CO (%) Fit SE Fit Residual St Resid

6 0.032000 0.022889 0.002386 0.009111 2.26 R

R denotes an observation with a large standardized residual.

40
4.5 CREATING THE REGRESSION EQUATION GENERAL
REGRESSION TOOL

Figure 4.7 creating regression equation

4.5.1 General Regression Analysis: BSFC (kg/kWh )versus Blend Ratio(%)

Additive% load(kg) , ..

Regression Equation

BSFC (kg/kWh) = 0.607078 - 0.000257318 Blend Ratio(%) -

0.00187515 Additive percantage(%) - 0.0200929 Load(%)
Summary of Model

S = 0.0114945 R-Sq = 90.62% R-Sq(adj) = 89.39%

PRESS = 0.00415307 R-Sq(pred) = 87.18%

Fits and Diagnostics for Unusual Observations

BSFC
Obs (kg/kWh) Fit SE Fit Residual St Resid
11 0.416474 0.392325 0.0034977 0.0241497 2.20558 R

41
R denotes an observation with a large standardized residual.
4.5.2 General Regression Analysis: BTE (%) versus Blend Ratio(%) Additive%
load(kg)

Regression Equation

BTE (%) = 12.7885 + 0.0203888 Blend Ratio(%) - 0.450032 Additive

percantage(%) + 1.14233 Load(%)

4.5.3 General Regression Analysis: HC (ppm) versus Blend Ratio(%) Additive%

load (kg) , ..

Regression Equation

HC (ppm) = 0.481481 + 0.566667 Blend Ratio(%) + 0.527778 Additive

percantage(%) + 0.5 Load(%)

HC
Obs (ppm) Fit SE Fit Residual St Resid
8 9 14.2593 0.809141 -5.25926 -2.07629 R

R denotes an observation with a large standardized residual.

4.5.4 General Regression Analysis: NOx (ppm) versus Blend Ratio(%) Additive%
load(kg) , ..

Regression Equation

NOx (ppm) = 51.5741 - 0.344444 Blend Ratio(%) + 3.97222 Additive

percantage(%) + 5.36111 Load(%)

Fits and Diagnostics for Unusual Observations

NOx
Obs (ppm) Fit SE Fit Residual St Resid
18 106 126.630 3.38555 -20.6296 -2.54114 R

R denotes an observation with a large standardized residual.

4.5.5 General Regression Analysis: CO (%) versus Blend Ratio(, Additive per,
Load(%)
Regression Equation

CO (%) = 0.0346667 - 4.44444e-005 Blend Ratio(%) - 0.000527778 Additive

percantage(%) - 0.000777778 Load(%)

Summary of Model

S = 0.00533854 R-Sq = 8.96% R-Sq(adj) = -2.92%

PRESS = 0.000896072 R-Sq(pred) = -24.45%

42
4.6 CREATING A SURFACE PLOT FOR PERFORMANCE AND
EMISSION FOR TWO INPUT VARIABLES

Surface Plot of BSFC (kg/kWh) vs Additive percant, Blend Ratio(%)

Hold Values
Load(%) 8

0.440

B SFC (kg/kWh) 0.435

0.430 6

0.425 4
A dditive per cantage(% )
5
10 2
15
B lend Ratio(% )

Figure 4.8 surface plot of BSFC Vs additive percentage, Blend ratio

Surface Plot of BTE (%) vs Additive percantage(%), Blend Ratio(%)

Hold Values
Load(%) 8

21.0

20.5
BT E ( % )
20.0
6
19.5
4
A dditive per cantage( % )
5
10 2
15
Blend Ratio( % )

Figure 4.9 surface plot of BSFC Vs additive percentage, Blend ratio

43
Surface Plot of HC (ppm) vs Additive percantage(%), Blend Ratio(%)
Hold Values
Load(%) 8

16

14
H C ( ppm)
12
6

10
4
A dditive per cantage( % )
5
10 2
15
Blend Ratio(% )

Figure 4.10 surface plot of BSFC Vs additive percentage, Blend ratio

Surface Plot of CO (%) vs Additive percantage(%), Blend Ratio(%)

Hold Values
Load(%) 8

0.033

0.030
CO (%)
0.027
6
0.024

4
A dditive per cantage( % )
5
10 2
15
Blend Ratio( % )

Figure 4.11 surface plot of BSFC Vs additive percentage, Blend ratio

44
4.7 CREATING CONTOUR PLOT FOR PERFORMANCE AND EMISSION
FOR TWO INPUT VARIABLES

Contour Plot of BSFC (kg/kWh), BTE (%), HC (ppm), NOx (ppm), CO (%)
6
BSFC
(k g/kWh)
0.347062
0.45342
Additive percantage(%)

5 BTE (%)
19.93
26.4611
HC (ppm)
7
4 20
NOx
(ppm)
89
144
3
C O (%)
0.015
0.034

Hold Values
2 Load(%) 8
5.0 7.5 10.0 12.5 15.0
Blend Ratio(%)

FIGURE 4.12 creating contour plot for performance and emission for two input
variables
4.8 OBTAINING THE OPTIMUM SET OF INPUT VARIABLES USING
RSM

Figure 4.13 Response Optimization

45
Response Optimization

Parameters

Goal Lower Target Upper Weight Import

BSFC (kg/kWh Minimum 0.3536 0.3536 0.453 1 1

BTE (%) Maximum 18.6107 26.4612 26.461 1 1

HC (ppm) Minimum 7.0000 7.0000 20.000 1 1
NOx (ppm) Minimum 89.0000 89.0000 144.000 1 1
CO (%) Minimum 0.0140 0.0140 0.034 1 1

Global Solution

Blend Ratio (%) = 5

Additive (%) = 2
Load (%) = 12

Predicted Responses

BSFC (kg/kWh = 0.365 desirability = 0.888020

BTE (%) = 25.559 desirability = 0.885047
HC (ppm) = 10.162 desirability = 0.756766
NOx (ppm) = 121.380 desirability = 0.411279
CO (%) = 0.017 desirability = 0.832639

Composite Desirability = 0.727426

46
 CHAPTER 5

CONCLUSION

Performance and emission characteristics of diesel, ethanol and

diethyl ether blends were investigated in computerized IC engine. Based on
the experimental results, the conclusions can be summarized as follow:
 The BSFC for B5DEE4 blend was found to be lower. The BSFC for B5DEE2 is
higher than all additive added blend and pure diesel.
 It was observed that, B5DEE4 blend shows highest brake thermal efficiency at all
loading conditions. The B15DEE6 blend shows lowest brake thermal efficiency at
maximum loading condition. Increase in ethanol percentage decreases the brake
thermal efficiency because of lower calorific value of ethanol, which validates well
with the theory.
 The HC emission for diesel fuel was decreasing as load increases. And for
B15DEE6 shows a trend of increasing HC emission because of excess
percentage of ethanol. The HC emission of B5DEE4 was very low when
compared to other blends.
 It was observed that biodiesel blends shows reduced CO emission due to the
combined effect of its high oxygen content and higher cetane number of DEE.
 The NOx emission for diesel fuel was increased on increasing the load on the
engine.
 The NOx emission for other diesel ethanol blends was lower when compared to
the pure diesel fuel.
 The experiments designed by the software helped to predict the accurate
response.
 The optimum operating conditions of the engine to get high performance and
least emission from ethanol and diethyl ether blends are found to be at 12 Kg of
load, blend ratio 5%, additive 2%.
 Response such as Bth, BSFC, HC, CO, NOX optimized parameters are found to

47
 be 0.365 (kg/kWh), 25.559 %, 10.162 PPM, 121.38 PPM, 0.017% respectively.

The response surface methodology (RSM) is demonstrated to find the process

variables so as to achieve the desired objectives for any IC engine. In the present study
the blend ratio, additive percentage and load are found to obtain the maximum brake
thermal efficiency and minimum emissions. Thus RSM is found to be an effective
method for multi objective optimization of IC Engines.

48
 REFERENCES

[1] D.H. Qi*, H. Chen, L.M. Geng, Y.Z. Bian “Effect of diethyl ether and
ethanol additives on the combustion and emission characteristics of
biodiesel-diesel blended fuel engine” Elsevier 2011

[2] S.Imtenana,*, H.H. Masjukia, M. Varmana, M.I. Arbaba, H. Sajjada, I.M.

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