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Comparative Study of Performance and Exhaust Emissions of a Diesel Engine

Fueled with Algal, Used Cooked and Jatropha Oils Biodiesel Mixtures

Article  in  International Journal of Mechanical & Mechatronics Engineering · October 2017

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 International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:17 No:05 90

Comparative Study of Performance and Exhaust

Emissions of a Diesel Engine Fueled with Algal, Used
Cooked and Jatropha Oils Biodiesel Mixtures
Farouk K. El-Baza, M. S. Gadb, Sayeda M. Abdoc, H. M. Abu Hashishd
a
Plant Biochemistry Department, National Research Centre (NRC), 33 El Bohouth st. (former El Tahrirst.)-Dokki, Giza,
Egypt.
b
Mechanical Engineering Department, Faculty of Engineering, Fayoum University, Egypt.
c
Water pollution Research Department, National Research Centre (NRC), 33 El Bohouth st. (former El Tahrirst.)-Dokki,
Giza, Egypt.
d
Mechanical Engineering Department, National Research Centre (NRC), 33 El Bohouth st. (former El Tahrirst.)-Dokki,
Giza, Egypt.
b
Corresponding author email: mgad27@yahoo.com

Abstract--The continuous increase in energy demand,
consumption of fossil fuels, exhaust emissions and global warming,
all these led to search for alternative fuels. Biodiesel was produced
from different feedstocks such as algae, used cooked oil and
Jatropha oils by transesterification process. Biodiesel blends of 10
and 20% volume percentages from different feedstocks were
prepared. Physical and chemical properties of biodiesel blends of
B10 and B20 were close to diesel oil. These experimental tests were
run on a diesel engine at different engine loads from zero to full
load. Performance and exhaust emissions of a diesel engine
burning blends of biodiesel and diesel fuels were studied.Biodiesel
blends achieved increases in exhaust gas temperatures and specific
fuel consumptions and decreases in thermal efficiencies compared
to diesel fuel. Reductions in CO, NOx and smoke emissions for
biodiesel blends compared to diesel fuel were shown. Biodiesel
blends produced from S. obliquusalgae used cooked oil and
Jatropha biodiesel blends of B10 and B20 showed higher
performance and less exhaust emissions compared to diesel fuel
and other blends.
Index Term--Microalgae- Used cooked oil- Jatropha- Biodiesel-
Performance- Exhaust emissions.
1. INTRODUCTION
Biodiesel as an alternative fuel has recently received the
attention due to the depletion of fossil fuels and harmful
pollution problems. Biodiesel is produced from different
vegetable oils such as Jatropha and used cooked oils.
Microalgae have a great potential for biodiesel production.
Algae oil content is usually ranged from 20 to 50%. Microalgae
production take place in open ponds and photo biological
reactors [1-5]. Microalgae are a good source for fuel production
due to their higher growth rate, yield and oil content compared
with other sources [2, 6,11- 12]. Tests carried out on engine
recommended using blends with diesel oil up to 20% [13]. The
rest material of algal cells after oil extraction can be used for
nutraceuticals production [14-16]. Algal biodiesel and diesel oil
blends were tested on a diesel engine compared to diesel fuel.
Decreases in thermal efficiency and increases in specific fuel
consumption for biodiesel blends were shown [9, 10,11].
Used cooked oil (UCO) resulted from different sources is a
problematic waste which requires suitable management. Used
cooked oil causes environmental pollution of rivers and
underground water. Using used cooked oil as a biodiesel saves
money and overcomes different problems [17, 18].
Improvement of diesel engine performance can be achieved by
reducing oil viscosity by transesterification process. Specific
fuel consumption of biodiesel blend B25 derived from used
cooked oil increased up to 5.69% compared to diesel fuel.
Biodiesel blend B25 showed a decrease in thermal efficiency
compared to diesel fuel. Reductions in carbon mono oxide and
HC emissions for used cooked oil biodiesel were 11.66 and
23.12%, respectively [19]. Used cooked oil biodiesel fuel had
shown very promising chemical and physical properties near to
diesel fuel. Used cooked oil biodiesel of B50 resulted in a
considerable reduction in unburned HC emissions associated
with an increase in CO2 emissions. Specific fuel consumption
increase associated with engine thermal efficiency decrease
compared to diesel fuel were due to the oxygen content and
lower calorific value of biodiesel compared to diesel fuel [20].
In addition, biodiesel blend B20 gave reductions in CO, HC and
increase in NOx emissions and produced higher exhaust gas
temperature and fuel consumption compared to diesel fuel
[21,22,23]. Used cooked oil biodiesel blends of B5 and B10
resulted in slightly increment in specific fuel consumptions and
reductions in thermal efficiency. Carbon dioxide emissions
were increased for all engine loads [24]. Increase of used
cooked oil biodiesel percentage in diesel-biodiesel blends led to
increase of exhaust gas temperatures compared to diesel oil.
Increase of specific consumption when using biodiesel blends
compared to diesel fuel was due to the lower calorific value of

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biodiesel and its blends. Decrease of thermal efficiency with
increase of biodiesel percentage in biodiesel blends [25-29].
Jatropha oil yield is ranged from 28 to 32% [30]. The main
problem of using Jatropha oils as fuels is their higher viscosity
and lower volatility which cause poor combustion in diesel
engines. Transesterification process of the oil reduces the
viscosity to a range of 4–5 mm2/s closer to that of diesel fuel.
Jatropha biodiesel was produced from Jatropha oil with
biodiesel yield higher than 98% using KOH and methanol as
catalyst and molar ratio of at a temperature of 64 ºC [31-35].
An experimental was performed to evaluate performance and
exhaust emissions of a diesel engine fueled with Jatropha
methyl ester and its blends of 20, 40, 60, 80 and 100% with
diesel fuel. Biodiesel blends improve engine performance and
reduce exhaust emissions, reduce smoke opacity, unburned
hydrocarbons, carbon dioxide and carbon monoxide emissions
but nitrogen oxide emissions have slightly increased. Results
also showed that lower volume percentages of biodiesel blends
up to 20% volume act as the optimum alternative fuel among all
tested fuel [36 -40]. Fuel consumptions are slightly higher when
fuelled Jatropha biodiesel [41].
The current work proposed to evaluate the effect of biodiesel
blends produced from microalgae S. obliquus, Jatropha and
used cooked oil and diesel oils on performance parameters and
exhaust emissions of a diesel engine compared to diesel fuel.
2. MATERIALS AND METHODS
2.1Cultivation of S. obliquus
Scenedesmus obliquus was cultivated on laboratory scale in 15
L flasks containing Bold’s basal media[17]. After growing for
10 days, the inoculum was transferred to a photo bioreactor
with a capacity of 4000 liters as shown in Fig. 1. Preparation
of chemical composition of Bolds media is presented in table
I.

Table I
Boldʼs nutrient composition
Macroelements Concentration
Urea 1g/L
K2HPO4 0.075g/L
KHPO4 0.175g/L
MgSO4(7H2O) 0.075 g/L
Na Cl 0.025 g/L
CaCl2 (2H2O) 0.025 g/L
Microelements
ZnSO4(7H2O) 8.8 mg/L
MnCl2(4H2O) 0.44 mg/L
MoO3 0.071 mg/L
CuSO4 (5H2O) 1.57 mg/L
H3BO3 11.42 mg/L
EDTA 50 mg/L
KOH 31 mg/L
Fe SO4 (7H2O) 4.98 mg/L
Co(NO3)2.6H2O 0.49 mg/L
H2SO4 1µl/L

Microalgae cells were harvested by settling and the settled biomass was subjected to centrifugation at a speed of 2000 rpm for 10
min. The collected biomass was dried at a temperature of 60ºC [42].

Fig.1. Photobioreactor for growing S.obliquus algae

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2.2 Fatty Acids profile Analysis
The fatty acids profile of the extracted oil sample of S.
obliquus were determined by converting the fatty acids in the
oil to fatty acid methyl esters (FAMEs) according to Mohod et
al. [27]. The fatty acids profile of the extracted oil sample of
all species were determined by converting the fatty acids in
the oil to fatty acid methyl esters (FAMEs). FAME
composition was determined using a Gas Chromatography
(GC) with a split automatic injector and silica capillary
column DB-5 (length: 60 m; ID: 0.32 mm.). Helium was used
as carrier gas at a flow rate of 1 ml/min. The column was held
at a temperature of 150 ºC for 1 min. and ramped to a
temperature of 240 ºC at a rate of 30 ºC/min and it was then
held at temperature of 240 ºC for 30 min. Standards were used
to give rise to well-individualized peaks that allow the
identification of the fatty acid composition.
2.3 Biodiesel preparation from Jatropha, used cooked oil
and algae
The biomass of microalgae was dried and grounded into
homogenous fine powder. The dried cells were blended with
Hexane and Isopropanol with the ratio of 3:2
(volume/volume). The homogenous mixture was subjected to
a magnetic stirrer at a temperature of 30°C for 2 hrs. The
filtrate material was transferred into a separating funnel and
sufficient water was added to induce biphasic layering. After
settling, the solvent mixture was separated into two distinct
phases of top dark green hexane layer containing most of the
extracted lipids and bottom light green layer containing most
of the co-extracted non lipids [43].
Biodiesel was produced by transesterification process from
green algae S.obliquus. The reaction was carried out using
sulfuric acid as a catalyst (100% in relation to the mass of
lipid). Methanol was added to the lipid and the ratio of
alcohol to lipid was 30:1 (volume/weight). Half of the
methanol volume was previously added in order to dissolve
the oil then the other volume of methanol mixed with sulfuric
acid. The reaction was run at a temperature of 60°C for 4 hrs.
under constant continuous stirring in a water bath with reflux
condenser. The excess alcohol is removed by evaporation
using a rotary evaporator. The mixture was transferred to a
separating funnel and left to be settled. After settling, the
mixture was separated into two distinct phases of upper layer
containing fatty acid methyl ester (FAME) and a bottom layer
containing the glycerol [44].
Transesterification was used to convert used cooked oil to
biodiesel. Used cooked oil was blended with methanol in the
presence of base catalyst of sodium hydroxide producing fatty
acids methyl ester. Sodium hydroxide catalyst of 1% and 20
°
% methanol at the temperature range of 65-69 C were used.
The time of reaction was two hours and biodiesel yield was
92.5% [45, 46]. Two stage processes is used for biodiesel
production from Jatropha oil by esterification followed by
transesterification [16-18]. Esterification is used to reduce the
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92
free fatty acid content in Jatropha oil with methanol (99%
pure) and acid catalyst (sulfuric acid of 98% purity) in three
hours reaction time at 80 ºC. In transesterification process,
Jatropha oil was heated up to 70 ºC to get off moisture and
stirred vigorously. Potassium hydroxide KOH of 1% was
dissolved in methanol with molar ratio of 6:1 and the mixture
was stirred continuously. The mixture is allowed to settle
under gravity for 12 hours in a separating funnel. The
products formed during biodiesel production were Jatropha oil
methyl ester and glycerin. The upper layer consists of
biodiesel, alcohol and some soap. The glycerine was
separated and the fatty acid methyl ester was water washed to
remove unreacted methoxide by water washing with air
bubbling. It was then heated to remove the water traces to
obtain pure biodiesel [47, 48].
Jatropha biodiesel was blended with diesel, algal biodiesel
and used cooked oil biodiesel by volume percentages of 10
and 20% by volume percentages. Pure diesel fuel was named
as D100. (U+A) B10 biodiesel blend was prepared as 5% used
cooked oil biodiesel, 5% algal biodiesel and 90% diesel oil.
(U+J) B10 biodiesel blend was prepared as 5% used cooked
oil biodiesel, 5% Jatropha biodiesel and 90% diesel oil.(J+A)
B10 biodiesel blend was prepared as 5% Jatropha biodiesel,
5% algal biodiesel and 90% diesel oil. (U+A) B20 biodiesel
blend was prepared as 10% used cooked oil biodiesel, 10%
algal biodiesel and 80% diesel oil. (U+J) B20 biodiesel blend
was prepared as 10% used cooked oil biodiesel, 10% Jatropha
biodiesel and 800% diesel oil. (J+A) B20 biodiesel blend was
prepared as 10% used Jatropha biodiesel, 10% algal biodiesel
and 80% diesel oil.
2.4 Experimental test rig
The tested diesel engine specifications were given in Table II.
This engine was connected to an eddy current dynamometer to
measure the engine speed and load. The engine was equipped to
measure fuel consumption, engine speed and exhaust gas
temperature. This engine received air through an air box fitted
with an orifice for measuring air consumption. A U tube
manometer was used to measure the pressure difference
between the two sides of the orifice. Fuel consumption rate was
measured using a glass burette and stop watch. Engine speed
was measured using a digital tachometer. Exhaust gas analyzer
of MRU DELTA 1600-V model was used for measurement of
exhaust emission concentrations of CO, HC, CO2 and NOx.
OPA 100 smoke meter was used to measure smoke emissions.
Schematic diagram of experimental set up was shown in Fig.2.
Measurements were recorded after the engine reached its stable
condition. The engine was operated with blends of diesel fuel,
algal oil, used cooked oil and jatropha biodiesel blends of B10
and B20. At every engine load, the engine speed was
maintained constant at rated speed of 1500 rpm. Performance
parameters were studied such as specific fuel consumption,
thermal efficiency, exhaust gas temperature and air- fuel ratio.
Exhaust emissions concentrations were recorded such as CO2,
CO, NOx, HC and smoke.
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Table II
Test Engine Specifications.
Engine parameters Specifications
Type Deutz
Model F1L511
Number of cylinders Single
Cycle Four stroke
Cooling Water cooled
Cylinder diameter (mm) 105
Piston stroke (mm) 110
Compression ratio 17:1
Rated speed 1500 rpm
Maximum output power 6.5 hp

1. Diesel engine 10. Piezo pressure transducer

2. AC generator 11. Charge amplifier
3. Diesel tank 12. Data acquisition card
4. Biodiesel tank 13. Personal computer
5. Burette 14. Exhaust gas analyzer
6. Air surge tank 15. Smoke meter
7. Orifice 16. Exhaust gas temp. thermocouple
8. Pressure differential 17. Proximity switch
meter
9. Intake air temperature 18. Cardan shaft
thermocouple
Fig.2. Schematic diagram of the experimental setup.

3. RESULTS AND DISCUSSIONS
3.1. Fatty acids composition
The results in Table III indicated that there was a variation in
fatty acids fractions between all samples. Palmitic acid
(C16:0) was present in all samples with higher percentages of
19.4, 19.4 and 20.85% for algal biodiesel, Jatropha and used
cooked oil samples, respectively. Palmetolic acid was detected
in algal biodiesel and Jatropha biodiesel but was not detected
in used cooked oil. Satearic acid (C:18:0) was found in all
samples however it showed relatively higher concentration in
algal biodiesel and UCO. Linoleic acid (C:18:2) was found in
all biodiesel samples with relatively higher concentrations,
where the percentages were 31.6, 41 and 54.3% for algal
biodiesel, Jatropha and used cooked oil, respectively. The
fatty acids with more than three double ponds were not
detected in biodiesel samples, this indicated that biodiesel
produced from three different sources was appropriate to be
used as a biodiesel source. Most commonly synthesized fatty
acids are with chain length ranged between C16 and C18.
Palmitic and oleic acids are the main compositions of fatty
acids fraction. Oils with higher content of oleic and palmitic
acids have been found to have a good quality of fuel.
Synthesized membrane lipids in algae are glycosylglycerides
and phosphoglycerides [49-52].
Unsaturated fatty acids with four or more double bonds are
not detected. The double bonds are susceptible to oxidation
and reduce the acceptability of microalgae oil for the
production of biodiesel. Higher viscosity of the biofuel and
deposits formation have effects on the atomization of fuel in
combustion chamber. Saturated and long chain length fatty
acids produce biodiesel with good stability and higher cetane
number. These results were agreed with those obtained by
Knothe[53] and Knothe[54].

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Table III
Fatty acids composition of biodiesel from S. obliquus Jatropha oil and used cooked oil (UCO)

Fatty acids Common name Algae Jatropha Used cooked oil

C:12:0 Lauric 9.27 - -
C:14:0 Myristic 1.48 - 0.1
C:16:0 Palmitic 19.4 19.4 20.85
1C:16:1 Palmetolic 5.4 1.74 -
Total C:16 24.8 21.14 20.85
C:17:0 Margaric acid 0.67 - -

C:18:0 stearic acid 24.28 15.86 22.33

C:18:1 Oleic 5.2 22 16.08

C:18:2 Linoleic 31.6 41 34.3
C:18:3 Linolenic 2.7 - 6.34
Total C:18 63.78 82.89 79.05
Lipid profile
Total saturated (T.S.) 55.1 35.26 43.28
Total unsaturated (T.U.) 44.9 64.74 56.72

3.2 Physical and Chemical properties of biodiesel blends

The main fuel properties and ASTM standards of 10 and 20% biodiesel blends of Jatropha, algae and used cooked oil as compared
to diesel fuel and ASTM standards were shown in Table IV.

Table IV
Properties of biodiesel blends B10 and B20 compared to diesel fuel according to ASTM standards.
(U+A) (U+J) B10 (J+A) (U+A) (U+J) (J+A)
Diesel oil
Properties Method B10 B10 B20 B20 B20
D100
Density @ ASTM
837.8 838 847 838.5 831.5 851 831.5
15.56°C D-1298
Kinematic 1.91 3.3 1.77 3.32 3.31 4.51 2.98
ASTM
viscosity, cSt,
D-445
@ 40o C
Cetane Index ASTM 68.75 57 51 57 58.5 53 57
D-976
Gross Calorific ASTM 44401 44585 44422 44779 44900 44251 44956
value, kJ / Kg D-240
Net Calorific ASTM 42000 41500 41300 41652 41800 41100 41560
value, kJ / Kg D-224

Viscosity of biodiesel blends (U+A) B10, (J+A) B10, (U+A)

B20, (U+J) B20 and (J+A) B20 were higher than diesel fuel
according to ASTM standards values. Viscosity of biodiesel
blend (U+J) B10 is lower than diesel fuel. The heating values
for different biodiesel blends B10 and B20 were within the
acceptable limit of ASTM standards of diesel fuel. Cetane
numbers of biodiesel blend B10 and B20 were lower than diesel
oil, so biodiesel blends quality was higher than that of diesel
fuel.
3.3 Specific fuel consumptions of biodiesel blends
Variation of specific fuel consumption with engine load for
biodiesel blends is shown in Fig.3. The decrease in specific fuel
consumption with the engine load increase for biodiesel blends
was due to fuel consumption increases with engine load. At
engine loads of 1 and 2 kW, biodiesel blends showed decreases
in specific fuel consumptions about diesel fuel except for (U+A)
B20. At engine load of 3 kW, biodiesel blends showed

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decreases in specific fuel consumptions about diesel fuel except
for (U+A) B20 and (U+J) B20. At engine load of 4 kW,
biodiesel blends showed decreases in specific fuel
consumptions about diesel fuel except for (U+A) B20, (U+J)
B20, (U+A) B10 and (U+J) B10. Specific fuel consumptions of
biodiesel blends are higher than diesel oil because of lower
calorific values with respect to diesel oil. Specific fuel
0.8
consumption, kg/kW.hr
consumptions of biodiesel blend of (J+A) B20 and (J+A) B10
achieved maximum decreases about diesel fuel and other
biodiesel blends. Specific fuel consumption of (J+A) B10
achieved maximum decrease about diesel fuel by about 1% at
higher engine load. These results agreed with references [15, 21,
33].

0.7 D100
Specific fuel

0.6 (J+A) B10

0.5 (U+A) B10
0.4 (U+J) B10
0.3 (J+ A) B20
0.2 (U+A) B20
0.1 (U+J) B20
0
1 2 3 4
Engine load, kW
Fig. 3. Specific fuel consumptions variations with engine load for blends of diesel and biodiesel.

3.4 Thermal efficiency of biodiesel blends efficiencies about diesel fuel because of fuel consumptions and
Variation of thermal efficiency with engine load for biodiesel lower calorific values decreases. Thermal efficiency of (J+A)
blends is shown in Fig.4. Increase of thermal efficiencies at B10 achieved maximum increase about diesel fuel by about 1%.
different engine loads were due to heat loss decrease. Thermal at full load. Similar results are obtained by references [16, 24,
efficiencies of biodiesel blends showed increases in thermal 32].
0.3
D100
0.25
Thermal efficiency, %

(J+A) B10
0.2
(U+A) B10
0.15
(U+J) B10
0.1
(J+ A) B20
0.05 (U+A) B20
0 (U+J) B20
0 1 2 3 4
Engine load, kW

Fig. 4.Thermal efficiencies variations with engine load for blends of diesel and biodiesel.

3.5 Exhaust gas temperatures of biodiesel blends
Exhaust gas temperatures of biodiesel blends at different engine
loads were shown in Fig.5. The Increase of exhaust gas
temperature for biodiesel blends at different engine loads was
because of fuel consumption and heat loss increases. Biodiesel
blends B10 and B20 showed higher exhaust gas temperatures
about diesel fuel. This was because of increases in fuel
consumptions, heat loss , and decreases of thermal efficiencies.
Maximum values of exhaust gas temperatures for biodiesel
blends (J+A) B10, (U+A) B10, (U+J) B10, (J+A) B20, (U+A)
B20 and (U+J) B20 were 287, 370, 360, 320, 329, 375 and
310°C at full load. Similar results are obtained by references
[15, 20, 31].

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400
350 D100

Exhaust gas temperature, °C

300
(J+A) B10
250
(U+A) B10
200
150 (U+J) B10

100 (J+ A) B20

50
(U+A) B20
0
0 1 2 3 4 (U+J) B20
Engine load, kW
Fig. 5.Exhaust gas temperatures variations with engine load for blends of diesel and biodiesel.
3.6 Air-fuel ratios of biodiesel blends fuel led to increase of air-fuel ratios. Values of air- fuel ratios
Air- fuel ratios of biodiesel blends at different engine loads is for (J+A) B10, (U+A) B10, (U+J) B10, (J+A) B20, (U+A) B20
shown in Fig. 6. Air fuel ratios decreased with the increase of and (U+J) B20 and diesel fuel at full loads are 18.8, 18.9, 17,
engine load, this may be due to the increase in fuel consumption 17.25, 18.3, 17 and 17.5, respectively. These results agreed with
and the richer mixture at higher loads. Decreases of fuel these references [23, 30].
consumptions for biodiesel blends B10 and B20 about diesel

70

60
D100
50
(J+A) B10
Air- fuel ratio

40 (U+A) B10

30 (U+J) B10

20 (J+ A) B20

(U+A) B20
10
(U+J) B20
0
0 1 2 3 4
Engine load, kW
Fig. 6.Air-fuel ratios variations with engine load for blends of diesel and biodiesel.

3.7 CO2 emissions of biodiesel blends
Figure 7 showed the effect of biodiesel blends on CO2
emissions at different engine loads. CO2 emissions increased
with the engine load increase because of fuel consumptions
increases at higher engine loads. Increases of CO2 emissions for
biodiesel blends B10 and B20 about diesel fuel were because of
higher percentages of carbon to hydrogen ratio of biodiesel
blends. Combustion improvement and oxygen content of
biodiesel blends led to increase of CO2 emissions [24, 27, 35].
Increases of CO2 emission for biodiesel blends (J+A) B10,
(U+A) B10, (U+J) B10, (J+A) B20, (U+A) B20 and (U+J) B20
about diesel fuel were by about 4.5, 3.5, 5.5, 7.5, 4.5 and 1%,
respectively. Similar results are obtained by references [24, 27,
35].

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3.5
3
D100

CO2 emission, %
2.5
B10 (U+A)
2
B10 (U+J)
1.5
B10 (J+A)
1
B20 (U+A)
0.5
B20 (U+J)
0
B20 (J+A)
0 1 2 3 4
Engine load, kW

Fig. 7.CO2 emissions variations with engine load for blends of diesel and biodiesel.
3.8 CO emissions of biodiesel blends atomization in biodiesel blends led to decrease of CO emissions
CO emissions of biodiesel blends at different engine loads are of biodiesel blends compared to diesel fuel. Maximum
presented in Fig. 8. Increases of CO emissions with engine load decreases in CO emission of (U+A) B20 and (J+A) B20
increase from lower loads to medium loads and increased in biodiesel blends about diesel fuel by about 20 and 22%,
higher engine loads. Increase of CO emission is due to higher respectively. These results agreed with these references [22, 27,
combustion temperature at higher engine loads. More oxygen 30].
molecules, lower carbon content, enhanced vaporization and
0.05
0.045
0.04
D100
CO emission, %

0.035
0.03 B10 (U+A)
0.025 B10 (U+J)
0.02
0.015 B10 (J+A)
0.01 B20 (U+A)
0.005
B20 (U+J)
0
B20 (J+A)
0 1 2 3 4
Engine load, kW

Fig. 8.CO emissions variations with engine load for blends of diesel and biodiesel.

3.9 HC emissions of biodiesel blends
Figure 9 indicated the effect biodiesel blends on HC emissions
at different engine loads. Increases of HC emissions with
increase of engine load were due to fuel consumptions
increases. This is because of the presence of fuel rich mixture
and lack of oxygen resulting from engine operation. HC
emissions of biodiesel blend (J+A) B20 was lower than diesel
fuel due to the higher oxygen content and cetane number. The
maximum concentrations of HC emissions for diesel, biodiesel
blends (J+A) B10, (U+A) B10, (U+J) B10, (J+A) B20, (U+A)
B20 and (U+J) B20 were 8, 14, 15, 10, 11, 12 and 8 ppm,
respectively at full load. These results agreed with these
references [17, 18, 30].

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16
14
12 D100

HC emission, ppm
10 B10 (U+A)
8 B10 (U+J)
6 B10 (J+A)
4
B20 (U+A)
2
B20 (U+J)
0
B20 (J+A)
0 1 2 3 4
Engine load, kW

Fig. 9.HC emissions variations with engine load for blends of diesel and biodiesel.

3.10 NOx emissions of biodiesel blends
Figure 10 explained the variations in NOx emissions for
biodiesel blends at different engine loads. Increases of NOx
emissions were due to higher fuel consumptions and
combustion chamber temperatures. Oxygen inside the
combustion chamber, combustion flame temperature and
reaction time affect on NOx emission formation. Lower ignition
delay, higher cetane number and shorter duration of premixed
90
80
70
Nox emission, ppm
combustion led to NOx emission decrease. NOx emissions of
B10 and B20 biodiesel blends decreased about diesel fuel due to
lower combustion chamber temperatures. Maximum
concentrations of NOx emissions at full load for diesel, biodiesel
blends (J+A) B10, (U+A) B10, (U+J) B10, (J+A) B20, (U+A)
B20 and (U+J) B20 were 85, 44, 53, 57, 69, 80 and 47 ppm,
respectively. These results are closer to the results reported by
references [16, 17, 25].

D100
60
B10 (U+A)
50
40 B10 (U+J)
30 B10 (J+A)
20 B20 (U+A)
10
B20 (U+J)
0
B20 (J+A)
0 1 2 3 4
Engine load, kW

Fig. 10.NOx emissions variations with engine load for blends of diesel and biodiesel.

3.11 Smoke emissions of biodiesel blends
Variations of smoke emissions for biodiesel blends with engine
load are shown in Fig. 11. Smoke emission increased with
engine output power increase for all fuels. Increase of fuel
consumption led to increase of smoke emission. Presence of
branched and ring structures in diesel fuel increases the smoke
levels. Biodiesel blends produced smoke emissions less than
diesel oil because of inbuilt oxygen and complete combustion in
biodiesel blends . At engine loads of 0 and 1 kW, Smoke
emission for all biodiesel blends decreased about diesel fuel
except for biodiesel blend (U+A) B10. At engine load of 3 kW,
Smoke emission for all biodiesel blends decreased about diesel
fuel except for biodiesel blends (U+A) B10, (U+A) B20 and
(U+J) B20. At engine load of 4 kW, Smoke emission for all
biodiesel blends decreased about diesel fuel except for biodiesel
blend (U+A) B10. Smoke emissions for diesel, biodiesel blends
(J+A) B10, (U+A) B10, (U+J) B10, (J+A) B20, (U+A) B20 and
(U+J) B20 were 45, 50.5, 35, 31.5, 39.5, 40.5 and 33%,
respectively at full load. These results were confirmed by
references [15, 22, 24].

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 International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:17 No:05
60
50
Smoke opacity, %
40
30
20
10
0
0 1
Engine load, kW
Fig. 11.Smoke emissions variations with engine load for blends of diesel and biodiesel.
4. CONCLUSION
Biodiesel blends produced from S. obliquus is algae, Jatropha
and used cooked oils showed higher performance and less
exhaust emissions about diesel fuel. Biodiesel blends should be
used up to 20% in diesel engine.
ACKNOWLEDGEMENT
This work was supported and funded by the project entitled
"Biodiesel production from algae as a renewable energy source
". Funding organization: Research Development and Innovation
programme (RDI), Funding Program: EU-Egypt Innovation
Fund, 2014-2017.
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