A Major Project Report

On

PERFORMANCE CHARACTERSTICS OF C.I. ENGINE WITH

BLENDS OF DIESEL, SUNFLOWER AND NEEM OILS

By

SHAIK SAYEED : 160118736042

MIRZA SHAHZAIN UMER BAIG : 160118736043

SYED NAYEEMULLAH HUSSAINI : 160118736307

Under the Guidance of

Dr. P.V.R RAVINDRA REDDY

HEAD OF DEPARTMENT

TM

Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)

(Affiliated to Osmania University)

GANDIPET, HYDERABAD- 500 075

2022

i
PERFORMANCE CHARACTERSTICS OF C.I. ENGINE WITH BLENDS OF
DIESEL, SUNFLOWER AND NEEM OILS

A Thesis

Submitted in partial fulfilment for the award of degree of

BACHELOR OF ENGINEERING

in

MECHANICAL ENGINEERING

by

SHAIK SAYEED : 160118736042

MIRZA SHAHZAIN UMER BAIG : 160118736043

SYED NAYEEMULLAH HUSSAINI : 160118736307

Under the Guidance of

DR. P.V.R RAVINDRA REDDY

HEAD OF DEPARTMENT
TM

Submitted to

Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY (A)

(Affiliated to Osmania University)

GANDIPET, HYDERABAD- 500 075

2022

ii
 Certificate

This is to certify that the thesis entitled “PERFORMANCE CHARACTERSTICS

OF C.I ENGINE WITH BLENDS OF DIESEL,SUNFLOWER AND NEEM OIL”
by the following members in partial fulfilment for the award of the degree of B.E. in
Mechanical Engineering is a bonafide record of project work carried out under
my supervision. The contents of this report, in full or in parts, have not been submitted
to any other Institution or University for the award of any degree.

SHAIK SAYEED : 160118736042

MIRZA SHAHZAIN UMER BAIG : 160118736043

SYED NAYEEMULLAH HUSSAINI : 160118736307

Dr.P.V.R. Ravindra Reddy

Professor & Head
Mechanical Engineering Department

iii
 Declaration

We hereby declare that the work reported in this project report titled
“PERFORMANCE CHARACTERSTICS OF C.I ENGINE WITH BLENDS OF
DIESEL, SUNFLOWER AND NEEM OILS” which is being submitted by us in
partial fulfilment of the award of Bachelor of Engineering in Mechanical
Engineering, is a record work done by us under the supervision of Dr.P.V.R
RAVINDRA REDDY, and has not formed the basis for the award of any other degree
in this or any other Institution or University. In keeping with the ethical practice in
reporting scientific information, due acknowledgements have been made wherever the
findings of others have been cited.

SHAIK SAYEED :160118736042

MIRZA SHAHZAIN UMER BAIG :160118736043

SYED NAYEEMULLAH HUSSAINI :160118736307

Date: 10-06-2022

Place: Hyderabad

iv
 Acknowledgement

We would like to express our deepest appreciation to all those who provided us the
possibility to complete this report.

Primarily, it is a genuine pleasure to express our deep sense of thanks and

gratitude to our guide Dr. P.V.R Ravindra Reddy, Head of department, Chaitanya
Bharathi Institute of Technology. His dedication and keen interest to help us had been
solely and mainly responsible for completing our work.

Best of our words are for our Principal, Dr. P.V.R.Ravinder Reddy, and our
Head of the Department Dr. P.V.R.Ravindra Reddy, Professor, Mechanical
Engineering Department, also for Dr. M.V.S. Murali Krishna, Professor & Head,
Mechanical Engineering Department and all the assistant faculty of Thermal Lab,
Mechanical Engineering Department for providing us the opportunity to complete our
project.

We are also very much thankful to all the friends who supported and encouraged
us during different stages of the project. We would like to thank all the members and
employees of Mechanical Engineering Department of Chaitanya Bharathi Institute of
Technology for their everlasting support.

SHAIK SAYEED : 160118736042

MIRZA SHAHZAIN UMER BAIG : 160118736043

SYED NAYEEMULLAH HUSSAINI : 160118736307

v
 Abstract
To study the feasibility of using two oils Sunflower oil and neem (Azadirachta
indica, Family: Meliaceae) with diesel as blends for a comparative study on their
combustion characteristics on a C.I. engine were made. Oils were blended with pure
diesel in the ratio of 70:20:10,80:10:10 by volume. Pure diesel was used as control.

Studies have revealed that on blending vegetable oils with diesel a remarkable
improvement in their physical and chemical properties was observed. Cetane number
came to be very close to pure diesel. Engine (C.I.) was run at different loads (0, 4, 8,
12, 16, and 20 kg) at a constant speed (1500 rpm) separately on each blend and also on
pure diesel. Results have indicated that engine run at 20% blend of oils showed a closer
performance to pure diesel. However, sunflower oil at 20% and 10% neem oil blend
with diesel gave best performance as compared to neem oil blends in terms of low
smoke intensity, emission of HC and NOx. All the parameters tested viz., total fuel
consumption, specific energy consumption; specific fuel consumption, brake thermal
efficiency and cylindrical peak pressure were improved.

These studies have revealed that both the oils at 20% blend with diesel can be
used as a diesel substitute. Further, sunflower oil at 20% blend satisfies the important
fuel properties as it lead to an improvement in engine performance and emission
characteristics without bringing any modifications in the engine.

vi
TITLE PAGE NUMBERS

Certificate…………………………………………………………..iii

Declaration………………………………………………………….iv

Acknowledgement…………………………………………………..v

Abstract……………..........................................................................vi

Chapter-1: Introduction 1-10

1.1. Internal Combustion Engine

1.2. Compression Ignition Engine
1.2.1. Working Of a 4-Stroke Compression Ignition Engine
1.3. Fuels used in I.C. Engines
1.3.1. Rating of CI engine fuels

Chapter-2: Literature Review 11-13

1.4. Research Gap

1.5. Problem Statement
1.6. Objective Of Research

Chapter-3: Methodology 14-25

1.7. Production Of Neem Oil

1.7.1. Properties Of Neem Oil
3.2. Production Of Sunflower Oil
3.2.1. Properties Of Sunflower Oil

3.3. Introduction of the equipment

3.3.1. Engine Specifications

3.3.2. Dynamometer Specifications

3.4. Parameters Considered

vii
 3.5. Working Procedure

3.5.1. Making Of Blends

3.5.2. Operating the Engine

3.5.3 Precautions

Chapter-4: Observations
26-27

4.1. Diesel
4.2. Blend 1
4.3. Blend 2
4.4. Blend 3

Chapter-5: Sample Calculations 28-30

5.1 Calculation of Engine Load or Brake Power

5.2 Fuel Consumption
5.3 Brake Specific Fuel Consumption (BSFC)
5.4 Brake Thermal Efficiency
5.5 Mass of Air Consumed
5.6 Air-Fuel Ratio
5.7 Volumetric Efficiency
5.8 Brake Mean Effective Pressure (BMEP)
5.9 Cost Analysis

Chapter-6: Results And Discussions 31-40

6.1. Result Tables

6.2. Graphical Comparison

6.2.1 BTE VS BMEP
6.2.2 Nv VS BMEP
6.2.3 A-F VS BMEP

viii
 6.2.4 BSFC VS BMEP
6.2.5 EGT VS BMEP
6.2.6 Smoke Percentage Comparison
6.2.7 Cost Analysis

Chapter-7: Conclusions 41

Chapter-8: Future Scope 42

Chapter-9: Reference 43-44

ix
 NOMENCLATURE

BP = Brake power or Load applied on the engine

BMEP = Brake mean effective pressure in bars

BSFC = Brake specific fuel consumption of the engine kg/h.kw

BTE = Brake thermal efficiency in percentage

IP = indicated power of the engine in kw

𝜂𝑣 = volumetric efficiency

C = dynamometer constant

FP = friction power

I = ammeter reading in Amperes

kJ = kilo joules

kw-h = kilo watt hour

ma = mass of air intake

mf = mass of fuel intake

x
 Chapter-1

Introduction
An automobile is a self-propelled vehicle that travels on land. It consist an
internal combustion engine which provides the power and the vehicle runs on the
wheels. The primary function of an automobile is to carries people and goods from one
place to another. All bikes, cars, truck etc. include in it.

An enormous increase in the number of automobiles in recent years has resulted

in greater demand for petroleum products. With crude oil reserves estimated to last only
for a few decades, therefore, effort are on way to research now alternatives to diesel.
Depletion of crude oil would cause a major impact on the transportation sector.

Of the various alternate fuels under consideration, biodiesel, derived from

esterified vegetable oils, appears to be the most promising alternative fuel. A lot of
research work has already been carried out to use vegetable oil both in its pure form
and also in modified form. Studies have shown that the usage of vegetable oils in pure
form is possible but not preferable. The high viscosity of vegetable oils and their low
volatility affects the atomization and spray pattern of fuel, leading to incomplete
combustion and severe carbon deposits, injector choking and piston ring sticking. The
methods used to reduce the viscosity are pyrolysis, blending with diesel.

1.1. Internal Combustion Engine

In an internal combustion engine (ICE), the ignition and combustion of the fuel
occurs within the engine itself. The engine then partially converts the energy from the
combustion to work. The engine consists of a fixed cylinder and a moving piston. The
expanding combustion gases push the piston, which in turn rotates the crankshaft.
Ultimately, through a system of gears in the powertrain, this motion drives the vehicle’s
wheels.
Following are the major criteria and their subdivisions on which an IC Engine
is classified:

1. NUMBER OF STROKES PER CYCLE:

A) FOUR-STROKE CYCLE ENGINE:
This engine makes four piston strokes i.e. intake, compression, power

1
 and exhaust to complete an operating cycle. The operating cycle requires
two crankshaft revolutions( 720 degrees). It is the most common type of
engine used in automotive.
B) TWO-STROKE CYCLE ENGINE:
As per the name, this engine requires two piston strokes to
complete an operating cycle. Those strokes are compression and
expansion strokes. Only one crankshaft rotation is required.

C) SIX STROKE CYCLE ENGINE:

This engine is introduced to make some advancements in
conventional two-stroke and four-stroke engines. It increases the
efficiency of fuel, reduces emissions, etc. In this engine, one of the
cylinders makes two strokes and others makes four strokes, in total
making six strokes per cycle.

2. NATURE OF THERMODYNAMIC CYCLE:

A) OTTO CYCLE ENGINE
Otto cycle is an idealized cycle for SI engines. It consists of two
quasistatic and isentropic processes and two isochoric processes. The
engine which follows this thermodynamic cycle for operation is known
as otto cycle engine.

B) DIESEL CYCLE ENGINE

Diesel cycle is an idealized cycle for a diesel engine which
consists of two isentropic processes, one isobaric and one isochoric
process.

C) DUAL CYCLE ENGINE

Dual cycle or mixed cycle or limited pressure cycle is the
combination of otto and diesel cycle. Heat addition is partially through
constant volume and constant pressure process. The internal combustion
engine which follows this cycle is called, dual cycle engine.

3. TYPES OF FUEL USED

A) PETROL OR GASOLINE ENGINE

2
 This engine generates power by burning gasoline (or other volatile liquid
fuel with similar properties) ignited by an electric spark. Generally, a mixture
of fuel and air is used as a charge.

B) DIESEL ENGINE

This engine makes use of diesel as fuel, where fuel ignition takes place
on its own, without any spark. Hence, compression of the inlet air mixture takes
place and then fuel is injected.

C) BI-FUEL ENGINE
This engine is a more advanced version of the otto engine. This
engine can run on either natural gas or gasoline which means it follows
the natural gas system and gasoline system i.e. dual fuelling system.
Hence these kinds of engines are known as bi-fuel or dual-fuel engines.

4. METHOD OF IGNITION

A) SPARK IGNITION ENGINE

In S.I engines, the ignition takes place with the help of a spark
plug. This mechanical device called spark plug ignites a mixture of air
and fuel( charge) which is compressed and combusted in the
combustion chamber.

B) COMPRESSION IGNITION ENGINE

A CI engine follows the auto-ignition or self-ignition process
where fuel charge is ignited by its own heat of compression. Here, the
air is inducted into the combustion chamber and compressed to
extremely high pressure. Hence the compression ratio of this engine is
high(up to 22).

5. NUMBER OF CYLINDERS
A) SINGLE-CYLINDER ENGINE
It is a basic piston-cylinder configuration of an engine in which
only one engine cylinder is used. The designing of this engine is compact
and simple.

B) MULTI CYLINDER ENGINE

3
 Here, more than one cylinder system is used. It is used to provide
a more continuous flow of power. A popular multi-cylinder engine
contains four, six, and eight engines in various configurations.

6. ARRANGEMENT OF CYLINDER
A) HORIZONTALLY OPPOSED ENGINE:
These engines have the cylinders configured in two banks on
either side of a single crankshaft. Which means they share a common
crankshaft. The other names for this cylinder are Flat engines or “boxer”
engines.

B) VERTICAL ENGINE
The vertical engine is the engine in which the movement of the
piston is vertical viz. vertically up and down and the placement of the
crankshaft is below the cylinder.

C) V-TYPE ENGINE:
In this engine design, cylinders are placed at some angle. Due to
the presence of angle in between, it forms a “v- shape”. This angle varies
from 60 degrees to 90 degrees. Usually, even numbers of cylinders are
used in this design. These are used in high-end sports bikes, high-end
cars, etc.

D) RADIAL ENGINE
This is a reciprocating type IC engine. The configuration is like
“wheel and spokes” in which cylinders are placed outward from the
central crankcase. It resembles a star, hence called a “star engine”.

E) IN-LINE ENGINE:
In this engine, cylinders are placed in a straight line, hence it is
also called “straight engine”. These engines can have 2,3,4,5,6, or up to
8 cylinders. This engine design is conventional and quite basic.

F) X ENGINE:
When two V engines are joined by a single crankshaft, we will
get an X engine. Thus, this engine is made from two V engines. This
engine has its own historical Significance as They were used in aircraft
during the Second World War.

4
 G) OPPOSED PISTON ENGINE:
In this engine, pairs of pistons are co-axial which share a single
combustion chamber. The cylinder head is absent and the cylinder has
its piston at its both ends.

H) W ENGINE:
Like V engine, W engine resembles its name, i.e. like letter W
when viewed from the front. W engine is a type engine where more than
one (generally three or four) cylinder banks are used with the common
crankshaft.

7. COOLING SYSTEM
A) AIR COOLED ENGINE
This type of cooling engine depends on the amount of airflow
across their external engine surface to eliminate the heat dissipation. We
make thin cooling fins to increase the surface area.

B) WATER COOLED ENGINE

When water is used as a coolant in an internal combustion

engine, then it is called the water-cooled engine. This cooling system
works on the passing of water (as coolant) through provided passages in
engine blocks. We make water jackets, water pumps, etc for this engine.

C) OIL COOLED ENGINE

It is another liquid-based cooling system engine where engine oil

acts as a coolant to reduce the heat dissipation. We make use of the
radiator (oil cooler) for this purpose where hot oil, after cooling the
engine, is passed through the heat exchanger.

1.2. Compression Ignition Engine

Compression ignition engines are used in a variety of commercial and consumer
applications around the world, powering devices like large ships, locomotives,
commercial trucks, construction and farm equipment, power generators, and even
automobiles. Almost exclusively, these applications utilize diesel fuel for combustion.
A diesel engine relies upon the ease of auto-ignition of the fuel, a chemical property

5
engineers call cetane number/index – an empirically derived metric that describes the
ease of auto-ignition of the fuel. Biodiesels are also used in many applications,
especially in rural areas and in developing countries. Biodiesels are generally made
from vegetable oils that have been chemically processed to remove glycerine products,
leaving a fatty acid methyl (or ethyl) ester (FAME). Biodiesels attempt to mimic the
properties of diesel fuel and, while they can be used as a neat fuel substitute, they are
generally used as a blending agent with petroleum diesel.

1.2.1. Working Of a 4-Stroke Compression Ignition Engine

A four-stroke compression ignition engine works by inducting air from the intake
manifold into the cylinder during the intake stroke, TDC to BDC, then the intake valves
close and the piston then moves back toward TDC while compressing the air to elevated
temperature and pressure. The injector sprays fuel into the combustion chamber,
ignition occurs and the piston is forced downward at high pressure due to combustion
in what is called the power stroke. Finally, the exhaust valves open and the piston
returns to TDC and forces the exhaust combustion products out in the exhaust stroke.
The cycle then repeats from here.

Figure 1.1: Schematic of a two-stroke compression ignition engine.

Regardless of whether the engine is two- or four-stroke, the intent is to create high-
pressure and high-temperature air near the end of the compression portion of the cycle.
The injected fuel is then exposed to the high-pressure and high-temperature air and

6
auto-ignites very rapidly. The delay between the injection of fuel and the auto-ignition
is called as the ignition delay, which is typically a few crank angles. Fuel continues to
be injected as a jet, which has a reaction zone on the periphery of the jet and the reaction
is controlled by the diffusion of air into the reaction zone coupled with the diffusion of
fuel outward to the reaction zone. This diffusion process occurs in milliseconds, while
the actual reactions occur on the microsecond timescale, so the fluid mechanics of
diffusion are controlling the rate of reaction.

Significant research effort has been expended to study pathways to improve the
efficiency, emissions signature, reliability, and power output of CI engines.
Manufacturing companies, universities, and research laboratories have all lent their
expertise, equipment, and facilities to advancing CI engine technology. Some of these
advancements include direct injection (DI) to eliminate the need for prechambers and
reduce heat transfer, optical diagnostics to study pollutant formation in-cylinder,
advanced computational simulation capabilities to predict and optimize CI engine
performance, significant effort to understand fuel chemistry and composition to tailor
CI engine operation to locally available fuels. As engineers and scientists continue to
apply their expertise to the fundamental study of CI engine technology, there is little
doubt that additional advancements will be achieved.

1.3 Fuels used in I.C. Engines

In IC engines, the chemical energy contained in the fuel is converted into
mechanical power by burning (oxidizing) the fuel inside the combustion chamber of
the engine. As a result of the chemical reactions which occur inside the cylinder, heat
is released. The fuel-air mixture (the working fluid before combustion) must stay in the
cylinder for a sufficient time so that the chemical reactions can be completed.

The fuel must have certain physical, chemical and combustion properties in general
which are enumerated below:-

• High energy density.

• Good combustion qualities.

• High thermal stability.

7
 • Low deposit forming tendencies.

• Compatibility with the engine hardware.

• Good fire safety.

• Low toxicity.

• Low pollution.

• Easy transferability and onboard vehicle storage.

These properties are elaborated by dividing the fuels for SI and CI engines. Fuels used
in IC engines should possess certain basic qualities which are important for smooth
running of engines. In this section the important qualities of fuels for CI engines are
shown.

Table 1.1: List of Different Types of Fuels Used in Vehicles

Fuel Type Best for Vehicles

Gasoline 4 wheeler cars, bikes
Diesel Trucks, trains, public buses

CNG Passenger cars, buses, vans, trucks

Diesel-powered vehicles, and specially manufactured vans,

Bio-Diesel
trucks and SUVs

Liquid
Light-duty bio-fuel vehicles
Petroleum Gas

Ethanol
Used in racing cars. It is blended with gasoline for use in
or
existing on-road vehicles
Methanol

Knock characteristics:- Knock in the CI engine occurs because of an ignition lag in

the combustion of the fuel between the time of injection and the time of actual burning.
As the ignition lag increases, the amount of fuel accumulated in the combustion
chamber increases and when combustion actually takes place, abnormal amount of
energy is suddenly released causes an excessive rate of pressure rise which results in
an audible knock. Hence, a good CI engine fuel should have a short ignition lag and
will ignite more readily. Furthermore, ignition lag affects the starting, warm up, and

8
leads to the production of exhaust smoke in CI engine. The present day measure in the
cetane rating, the best fuel in general, will have a cetane rating sufficiently high to avoid
objectionable knock.

Volatility:- The fuel should be sufficiently volatile in the operating range of

temperature to produce good mixing and combustion.

Starting Characteristics:- The fuel should help in starting the engine easily. This
requirement demands high enough volatility to form a combustible mixture readily and
a high cetane rating in order that the self-ignition temperature is low.

Smoking and odour:- The fuel should not promote either smoke or odour in the
engine exhaust. Generally, good volatility is the first prerequisite to ensure good mixing
and therefore complete combustion.

Viscosity:- CI engine fuel should be able to flow through the fuel system and the
strainers under the lowest operating temperatures to which the engine is subjected to.

Corrosion and Wear:- The fuel should not cause corrosion and wear of the engine
components before or after combustion. These requirements are directly related to the
presence of sulphur, ash and residue in the fuel.

Handling Ease:- The fuel should be a liquid that will readily flow under all
conditions that are encountered in actual case. This requirement is measured by the pour
point and the viscosity of the fuel. The fuel should also have a high flash point and a
high fire point.

1.3.1 Rating of CI engine fuels

Rating of fuels is normally done for their antiknock qualities. The rating of fuels is
done by defining two parameters cetane number and octane number for diesel and
gasoline respectively. Here the detailed description of the rating is given.

There are many types of fuels used in vehicles (refer Table 1.1). The knock
resistance depends on chemical properties as well as on the operating and design
conditions of the engine. So the knock rating of a diesel fuel is found by comparing the

9
fuel at a specific condition with primary reference fuels. The reference fuels are normal
cetane C16H34, which has been assigned a cetane number of 100 and alpha methyl
naphthalene, C11H10, with a cetane number of 0.

Def. Cetane number of a fuel is defined as the percentage by volume of normal

cetane in a mixture of normal cetane and alpha methyl naphthalene which has the same
ignition characteristics (ignition delay) as the test fuel when combustion is carried out
in a standard engine under specified operating conditions.

The knock should be directly related to the ignition delay as it is the major factor in
controlling of the autoignition in the CI engine. Knock resistance property of a diesel
oil can be improved by adding small quantities of compounds like amyl nitrate, ethyl
nitrate or ether.

10
 Chapter-2 :
Literature Review

 According to K Anubhumi et al., (2007) An experimental study has been

carried out to investigate the performance of a single cylinder air cooled diesel
engine fuelled with neem oil-diesel blend (5%, 10%, 15% and 20% by volume)
and the results are compared with baseline data of diesel. Brake thermal
efficiency of the engine with 5% neem oil blend was found to be marginally
higher than neat diesel operation at all loads indicating better combustion due
to dissolved oxygen.

 According to R.C. Singh et al., (2012) experimental study has been carried
out to investigate the performance of a single cylinder air cooled diesel engine
fuelled with neem oil-diesel blend (5%, 10%, 15% and 20% by volume) and the
results are compared with baseline data of diesel. Brake thermal efficiency of
the engine with 5% neem oil blend was found to be marginally higher than neat
diesel operation at all loads indicating better combustion due to dissolved
oxygen. However, with further increase in percentage of neem oil, brake
thermal efficiency of the engine reduced significantly at higher loads possibly
due to increased viscosity of the fuel impinging proper combustion. Brake
specific energy consumption happen to be the lowest for 5% neem oil blend at
all loads, however with subsequent increase in percentage of neem oil, full load
brake specific energy consumption became lower at part loads and higher at full
loads as compared to neat diesel operation. Smoke opacity of 5% blend was
comparable to baseline data of diesel, but it increased substantially at higher
blends.

 According to M.Ramalinga Reddy et al., (2019) Butyl ester of neem oil at

10% blend with diesel offers the most excellent performance in terms of
efficiency and emission. As per the fuel properties and exhaust emission
characteristics of neem oil butyl ester can be regarded as an alternative to diesel
fuel. Emissions of CO, CO2, and HC were found to be lesser for the esterified

11
 oil. The transesterification process, used for making biodiesel is simple and cost
effective to solve viscosity problems encountered with vegetable oils.

 According to Lovekush Prasad et al., (2012) Based on the result of this study
properties of neem oil suggest that it cannot be used directly as CI engine fuel
due to higher viscosity, density which will result in low volatility and poor
atomization of oil during oil injection in combustion chamber causing
incomplete combustion and carbon deposits in combustion chamber. Biodiesel
blends produce lower brake thermal efficiency and higher brake specific fuel
consumption then diesel because of low calorific value. The properties results
of all blends show that blends up to 20% straight neem oil have value of
viscosity and density equivalent to specified range for CI engine fuel, therefore
it can be concluded that up to 20% blends can be used to run the CI engine at
short term basis.

 According to N.Sucharitha et al., (2016)

i. As a CI engine fuel, B30(Sunflower 30%) blend results in an average

reduction of smoke density, CO emissions reduced, with a marginal
decrease in NOx emission when compared with diesel. Brake
specific fuel consumption is decreases in blended fuels.

ii. In B15(Sunflower 15%) fuel the BSFC is lower than the diesel and
Reductions in unburned hydrocarbon emissions were compared to
diesel.

 According to C. Arapatsakos et al., (2008) Regarding CO emissions, diesel

presents the least concern of all the mixtures of diesel-sunflower oil. The diesel-
sunflower oil mixtures (excluding SF10%), present lower HC emissions
compared to diesel. When the engine works in low turns (rpm), diesel appears
to have greater NO emissions than the diesel-sunflower oil mixtures. The
situation is reversed when the engine works in higher turns (rpm). The SF10%
and SF20% mixtures present less smoke emissions than diesel.

12
2.1 Research Gap

From the above literature review it was observed that several researchers have made
an attempt to study the engine performance with Sunflower + Diesel and Neem oil +
Diesel, but no study was conducted to check performance of CI engine with the blends
of Sunflower and Neem oils combined with Diesel at various percentages and supplying
them to the cylinder through fuel injector.

Hence it is proposed to conduct studies on the performance of single cylinder

stationary diesel engine at various percentages of Sunflower Oil(10%, 20%) and Neem
Oil(10%, 20%) with Diesel, at various magnitude of loads on the engine.

2.2 Problem Statement

Scientists have been constantly trying to improve the efficiency of IC

Engines. A typical diesel automotive engine operates at around 30% to 35% of thermal
efficiency. About 65-70% is rejected as waste heat without being converted into useful
work, i.e., work delivered to wheels. Hence, to observe if the efficiency of the engine
can be improved we have carried out this study.

2.3 Objective Of Research

 Our objective in this research is to study the performance characteristics of

diesel engine with blends of sunflower oil and neem oil with diesel.
 After studying the characteristics of the engine, we will compare them with the
performance characteristics of diesel engine with conventional diesel blend.
 Smoke percentage, BSFC, BTE, Overall efficiency etc., to be calculated to
evaluate the characteristics.

13
 Chapter-3 :

Methodology
In this present chapter the various tools and components used for carrying out
the experimental work has been discussed along with their specifications and the
working procedure.

3.1 Production Of Neem Oil

Transesterification is the most popular and best way to use neat vegetable oils.
For the purpose of soap production, in the 1940s this process was developed to improve
the separation of glycerine. Acid catalyst is used for the esterification and alkali catalyst
was (KOH or NaOH) used for the transesterification reaction. The formation of methyl
esters by transesterification of vegetable oil requires raw oil, 15% of methanol & 5%
of sodium hydroxide on mass basis. On mol basis, one mol glyceride reacts with three
mol methanol in presence of a catalyst (KOH or NaOH) to produce methyl esters. For
the equilibrium condition of the reaction 55-65°C temperature is needed. Inmost cases
the temperature is kept below the normal boiling point of the methanol (65°C), so that
the reactor does not need to be pressurized.

The total process followed two stages:

Firstly, to reach the equilibrium conditions at temperature 55-65°C. Secondly,

for glycerine separation the product mixture was stimulated continuously and then
allowed to settle under gravity in a separating funnel. Two distinct layers form after
gravity settling for 24h. The upper layer was of ester and lower layer was of glycerol.
The lower layer was separated out. The separated ester contains 3% to 6% methanol
and usually some soap. If the soap level is low enough (300 to 500 ppm), the methanol
can be removed by vaporization and this methanol will usually be dry enough to directly
recycle back to the reaction. After the removal of methanol, the biodiesel needs to be
washed to remove residual free glycerine, methanol, soap, and catalyst. It is done
frequently before creating emulsion of contaminants themselves. Biodiesel was mixed
with some warm water (around 10 % volume of ester) to remove the catalyst present in
ester and allowed to settle under gravity for another 24h. The catalyst gets dissolved in

14
water, which is separated and removed the moisture. The washing process is usually
done multiple times until the wash water no longer picks up soap.

Although the grey water from later washes can be used as the supply water for
the earlier wash steps, the total amount of water will typically be one or two times the
volume flow rate of the biodiesel. I used 10% of water of total volume of biodiesel and
heated above 100°C. The residual methanol and water both were vaporized. Acids can
be used to reduce the amount of water. Weaker organic acid, such as citric acid, will
neutralize the catalyst and produce a soluble salt.

Stronger inorganic acid such as hydrochloric, sulfuric, or phosphoric, can be

used to split the soap and this reduces the water requirement to 5% to 10 % of the
biodiesel because the salts are easier to remove than the soap. The residual water
droplets of biodiesel after settling out can be removed by flash evaporator. Although I
applied water washing technique for separation of residual methyl esters but instead of
using water washing, solid absorbents such as magnesium silicate can be used for this
purpose. The fine powder of absorbents absorbs the contaminants such as soap, catalyst,
and free glycerol.

The overall processing of biodiesel from Neem oil consists of the collection of
oil from Neem seeds first. Combined reaction of alcohol, catalyst &oil takes place.
Catalyst works here as the unchangeable compound which runs the reaction speedy
well.

When the separation of esters and glycerol occurs, glycerol contains soaps,
catalyst, methanol & other impurities. So for the improvement of this situation, purity
of the glycerol is needed. To neutralize the catalyst and split the soap strong
hydrochloric acid (HCl) was added to the glycerine.

Soap + Hydrochloric Acid Fatty Acid + Salt

In the glycerine, the free fatty acids are not soluble; so it can be easily separated
using a centrifuge. Methanol can be removed by vaporization. Remainder impurities
are salt. There is a special concern that high free fatty acid (FFA) during biodiesel
production may cause obstruction to the separation of methyl esters and glycerine.

Fatty Acid +NaOH Soap + Water

Fatty Acid + Methanol H2SO4 → Methyl Ester + Water

15
 Fig 3.1: Schematic of biodiesel processing

The biodiesel we need was processed finally by drying the found methyl ester.

3.1.1 Properties Of Neem Oil

The physical and chemical properties of Neem oil are represented in Table:3.1

Table 3.1: Combustion properties of Neem Oil

Property Neem Oil

Density (kg/m3 ) 911
API Gravity 23.82

Kinematic Viscosity at 40°C (cSt) 32.27

Flash Point (°C) 218

Fire Point (°C) 229

Calorific Value (MJ/kg) 39.111

Carbon (%, w/w) 74.86

Sulphur (%, w/w) 0

Price (per litre) Rs. 300/-

16
3.2 Production Of Sunflower Oil
Sunflower oil production has the following manufacturing processes: cleaning of the
seeds, grinding of the seeds, pressing and extraction of crude oil from these seeds and
then further refining the oil obtained before packaging. A volatile hydrocarbon like
hexane is used as a solvent to extract the oil.

• Cleaning

• De-hulling

• Grinding

• Pressing

• Solvent extraction

• Refining

Figure 3.2: Production of Sunflower Oil

CLEANING THE SEEDS:

The harvested sunflower oil seeds are passed over magnets to subtraction any
metal traces, and other impurities are getting rid of by cleaning sieve and destoners.
Then the outer covering (hulls) of the seeds are removed to get pure seeds.

DE-HULLING:
Sunflower seeds from the oil-type contain about 20% to 30% hulls that are
sometimes removed before oil extraction to ensure the quality of both oil and sunflower
meal. De-hulling is completed when the seed has a moisture content of 5% after

17
cleaning. The usual procedure consists of cracking the seeds by the mechanical action
of centrifugal or pneumatic sheller, which can also be completed by abrasion. Then the
resultant mixture is winnowed to separate the hulls from the kernels. Some oil
sunflower seeds have thin hulls that are hard to remove, so they can be free from de-
hulling to avoid oil loss.

GRINDING THE SEEDS:

The de-hulled seeds are ground into coarse meal to give a larger surface area to
be pressed. Hammer mills or grooved rollers are mainly used to crush the coarse meal
into uniform fine particles. Then the meal is heated to enable oil extraction, though
impurities are released with oil during this procedure and such impurities should be
removed before the oil is declared edible.

PRESSING:
The heated meal is fed into a screw press which progressively increases the
pressure from 60 kps to 950kps, to 850kps as the meal is passed through a slotted barrel.
At the same time, the oil is squeezed out during the slots in the barrel and recovered.

EXTRACTION OF THE ADDITIONAL OIL:

Volatile hydrocarbon solvents are used to procedure the remaining oil cake
through solvent extraction so as to achieve maximum yields. The most normally used
solvent is hexane which dissolves the oil out of remaining oil cake. The solvent is then
distilled out of the oil, passed during the matter and then collected at the bottom.

REMOVAL OF SOLVENT TRACES:

Around 90% of the volatile solvent left in the extracted oil, evaporates and it’s
composed for reuse. Then a stripping column is used to recover the remaining solvent.
In this procedure, the oil is boiled by steam and the solvent evaporates, condenses and
is collected separately.

OIL REFINING AND PROCESSING:

Extracted and desolventized sunflower oil should be further processed to create
an edible product. Edible oils are refined to develop the flavour, odour, colour and
solidity using processes that degum, neutralize, bleach and deodorize the oil. These oil
refining processes eliminate contaminants such as phosphatides, free fatty acids, and
pro-oxidants.

18
 Further processing of sunflower oil and fats is sometimes de4sired. Some oils
are winterized or dewaxed and some are modified to differ melting characteristics. By-
products can be more processed to create value-added products or reduce costs.

The final stage involves deodorizing the oil bypassing the steam over hot oil
placed in a vacuum at temperatures between 225 C and 250 C. This allows the volatile
components steady for the taste and odour to evaporate from the oil. One percent citric
acid is added to the oil to inactivate some trace metals present, thus preventing oxidation
within the oil, thereby prolonging the shelf life of the oil.

PACKING THE OIL:

Pure oil is measured or packed in clean containers, and the usual ones are bottles
for domestic sales in specialty stores, or cans for exports.

3.2.1 Properties Of Sunflower Oil

The physical and chemical properties of Sunflower oil are represented in Table:3.2

Table 3.2: Combustion properties of Sunflower Oil

Property Sunflower Oil

Density (kg/m3 ) 918

API Gravity 21.77°

Kinematic Viscosity at 38°C (cSt) 34.33

Flash Point (°C) 274

Fire Point (°C) 220

Calorific Value (MJ/kg) 39.525

Carbon (%, w/w) 77.6

Sulphur (%, w/w) 0.01

Price (per litre) Rs. 200/-

19
3.3 Introduction of the equipment

Figure 3.3: Schematic diagram of the set-up

The engine is coupled with electrical dynamometer for measuring the brake
power of the engine. Water rheostat wheel is used to apply the load on the engine. The
engine is provided with a pressure- lubrication feed system and no temperature control
is provided for measuring

Figure 3.4: Represents the photographic view of the experimental set-up.

20
the temperature of lubrication oil. The governor, which controls the speed of the engine,
is a pneumatic governor.

The exhaust temperature (EGT) of the engine is measured with an iron and iron-
constantan thermocouple. For measuring the fuel consumption of the engine, burette
method is used. Air-box method is used for measuring air-consumption of the engine.
Thermometers are provided for measuring inlet out and out let temperatures of coolant.

3.3.1 Engine Specifications

Table 3.3: Engine Specifications

Engine make Kirloskar

No of Strokes 4

No of cylinders 1

Cylinder arrangement Vertical

Compression ratio 16:1

Bore 80mm

Stroke 110mm

Cooling arrangement Water cooled

Brake power 3.68 kW at the rated speed of 1500 rpm

21
3.3.2 Dynamometer Specifications

Table 3.4: Dynamometer Specifications

Make G.D Electrical Equipment

Type GGA

Frame 180

Capacity 3.68 kW

Voltage 230V

Maximum Current 13.7 amperes

3.4 Parameters Considered

The engine is tested with different fuels having different properties. Hence

brake thermal efficiency is a major parameter for comparing the performance of the

engine. Generally the performance evaluated for an engine is categorized into three

parts,

i. Performance parameters like brake thermal efficiency exhaust gas temperature,

brake specific fuel consumption, air fuel ratio, volumetric efficiency,

ii. Measuring pollutants like smoke, oxides of nitrogen, carbon monoxide, and

iii. Combustion characteristics like peak pressure, time of occurrence of peak

pressure and maximum rate of pressure rise.

The aim of our study is to evaluate the Performance characteristics of the engine by
using various blends. Therefore, the parameters that we take into account are:

22
 • Brake Thermal Efficiency
BTE is the ratio of the brake power obtained from the engine to the fuel
energy supplied to the engine.

• Brake Mean Effective Pressure

BMEP- It is defined as specific torque, which is torque produced per
unit volume. As BMEP does not depend on size of the engine, it is
generally taken as parameter for comparing the performance of the
engine.
• Air- Fuel Ratio
Air–fuel ratio is the mass ratio of air to a solid, liquid, or gaseous fuel
present in a combustion process.

• Volumetric Efficiency

The ratio of air or gas-air mixture drawn into the cylinder of an internal-
combustion engine to the volumetric displacement of the piston is know
as Volumetric Efficiency.

• Brake Specific Fuel Consumption

Brake Specific Fuel Consumption is a measure of the fuel efficiency of

any engine that burns fuel and produces rotational power output.

3.5 Working Procedure

3.5.1 Making Of Blends

Neem oil and sunflower oil are procured from local dealers. The properties of
these oils are given in Tables 3.1 & 3.2. Diesel is acquired from an HP petrol station.

Table 3.5: Price of the fuels

Fuel Price (per litre)

Diesel Rs.105.33/-

Neem Oil Rs. 300/-

Sunflower Oil Rs. 200/-

23
 The blends are made by physically mixing all of the oils in various proportions
and we have created 3 blends to work with.

Figure 3.5: Sample Blends

The proportions of the oils in the blends are as follows:

Table 3.6: Proportions of Fuels in Blends

Blend % of Neem Oil % of Sunflower % of Diesel

oil
Blend 1 10 20 70

Blend 2 20 10 70

Blend 3 10 10 80

3.5.2 Operating the Engine

Initially, the engine is operated by using Diesel at various loading conditions.

Subsequently, Diesel is replaced by the different experimental samples/blends that are
mentioned in Table 3.5.

After recording the observations of Diesel, the fuel tank is emptied and Blend 1
is introduced. This process is carried out again for the succeeding samples/blends
24
 When the Engine is at No-Load Condition.

(i). Start the engine after checking the water flow for the engine,
(ii). Ensure that the speed (N) of the engine is 1500 rpm with tachometer; otherwise
adjust the knob of the pneumatic governor.
(iii). Measure the density of fuel with hydrometer in gm/cc
(iv). Note down the time taken (t10) for 10 cc of the fuel in seconds with the
stopwatch.
(v). Note down the difference of water levels (h) of U-tube water manometer in cm.
(vi). Note down the exhaust gas temperature (TEO) in oC.
(vii). Note down the atmosphere pressure in mm of mercury (Pa)with barometer
When the Load is Applied on the Engine.
(viii). Apply the load (I) on the engine in amperes.
(ix). Repeat the above similar steps from 1 to 5 and note down the readings.
(x). Repeat all of the above steps for the samples blends.

3.5.3 Precautions
While performing the experiment, the following should be taken care of :
i. Check the fuel level in the fuel tank.
ii. Check the lubricating oil levels in the sump with the dipstick provided.
iii. Check the injector openings.
iv. Crank the engine with the lever and remove it as the engine starts.
v. Check the tappet settings.
vi. Air bubbles should not present in the fuel circuit.

25
 Chapter-4 :

Observations
After running the engine on different blends, the readings are recorded in the
observation tables. Observation Tables 4.1 to 4.4 for various blends and Diesel are
presented below:

4.1.1 Diesel
Table 4.1 Performance parameters of Diesel

S.No. Load % T10 sec Hhw Te0 Tw0

I(kW) LOAD H1 H2
1 0 0% 68 15 18.6 178 41

2 3.4 25% 46 15 18.6 230 43.3

3 6.8 50% 37.5 15 18.6 305 47.1

4 10.2 75% 28 15 18.6 375 50.4

5 13.7 100% 23 15 18.6 460 56.1

4.1.2 Blend 1 (N10S20)

Table 4.2 Performance parameters of Blend 1

S.No. Load % T10 sec Hhw Te0 Tw0

I(kW) LOAD H1 H2
1 0 0% 73 15 18.6 180 44.5

2 3.4 25% 48 15 18.6 235 47.3

3 6.8 50% 37 15 18.6 325 53.8

4 10.2 75% 29 15 18.6 420 58.2

5 13.7 100% 21.5 15 18.6 470 61.7

26
4.1.3 Blend 2 (N20S10)
Table 4.3 Performance parameters of Blend 2

S.No. Load % T10 sec Hhw Te0 Tw0

I(kW) LOAD H1 H2
1 0 0% 70 15 18.6 180 47.8

2 3.4 25% 49 15 18.6 245 50.6

3 6.8 50% 38 15 18.6 330 56.3

4 10.2 75% 29 15 18.6 425 63.4

5 13.7 100% 23 15 18.6 485 66.8

4.1.4 Blend 3 (N10S10)

Table 4.4 Performance parameters of Blend 3

S.No. Load % T10 sec Hhw Te0 Tw0

I(kW) LOAD H1 H2
1 0 0% 74 15 18.6 175 50.8

2 3.4 25% 50 15 18.6 260 57.0

3 6.8 50% 38 15 18.6 340 61.5

4 10.2 75% 29 15 18.6 425 63.6

5 13.7 100% 25 15 18.6 450 64.4

27
 Chapter-5 :

Sample Calculations
5.1 Calculation of Engine Load or Brake Power
V  I
BP = ----------------------------------(Equation-1)
1000   d

Where,

BP= Brake power in kilowatts, V= Voltmeter reading in Volts

I = Ammeter reading in amperes, d = Efficiency of dynamometer = 0.85

5.2 Fuel Consumption

mf =  10 
  ( d
 3600 
)   ---------------------------(Equation-2)
 t   1000 

Where,

mf = Mass of fuel in kg/h,

t = Time taken for collecting 10 cc of fuel in seconds

d = Density of fuel in gm/cc

5.3 Brake Specific Fuel Consumption (BSFC)

m f
BSFC = ------------------------------------------(Equation-3)
BP

BP is obtained from Equation-1, while mf is obtained from Equation-2

5.4 Brake Thermal Efficiency

BTE-It is defined as the ratio of heat output to heat input

BP  3600
BTE = ---------------------------------------(Equation-4)
m f  C .V d

Where, C.Vd =Calorific value of diesel in k J/kg= 42000 k J/kg

28
5.5 Mass of Air Consumed

ma = Cd a 2  10  g  h   a  3600 --------------------------(Equation-5)

Where,
ma = Mass of air inducted in engine in kg/h
a = Area of the orifice in square meter
2
 d
= -------------------(Equation 5.1)
4

d = Diameter of the orifice in metre = 0.02 m

h= Difference of water column in cm

 Pa 
a =    10
5

1
---- (Equation-5.2)
 750  R  Ta

Where,

Pa =Atmosphere pressure in mm of mercury,

R= Gas constant for air = 287 J/kg-K

Ta = Room temperature in degree Kelvin

5.6 Air-Fuel Ratio

m
Air fuel ratio, A:F = a
---------------------------(Equation-6)
m f

5.7 Volumetric Efficiency

 ma   1   2  1
 v =       --------------------(Equation-7)
    N  V
 60   a    s

Where

ma = Mass of air in kg/h obtained from equation- 5

a = Density of air in kg/m3 obtained from equation-5.2

N= Speed of the engine in rpm = 1500 rpm

Vs = Stroke volume of the cylinder in m3

29
  D 2

=   L ----------- (Equation.7.1)
 4 
 

D = Diameter of cylinder in metre = 0.080 m,

L= Stroke of the cylinder = 0.110 m

5.8 Brake Mean Effective Pressure (BMEP)

𝒏
𝑷×𝟏𝟎𝟓 ×𝑨×𝑳×( )×𝑲
𝟔𝟎
𝑩𝑴𝑬𝑷 = ----------------(Equation-8)
𝟏𝟎𝟎𝟎

Where,
P= Brake mean effective pressure in bar
A = Area of the cylinder in square metre
2
 D
= ,
4

D = Diameter of the cylinder = 0.080 m

L= Stroke of the cylinder = 0.110 m
n= Effective number of power cycles per minute
N
= for 4-Stroke engine,
2

N=Speed of the engine = 1500 rpm

K= Number of cylinders =1

Apply load on the engine at different percentages of full load like 10%, 20%, 40%,
60%, 80%, 90% and 100% and note down in the tabular form.

5.9 Cost Analysis

Cost of the blend = ∑ 𝑛𝑦

Where,

n = Percentage of Fuel (from table 3.6)

y = Price of 1 litre of fuel (from table 3.5)

30
 Chapter- 6:

Results And Discussions

The results obtained from the experiments conducted with the diesel to study
the Performance characteristics of C.I. engine with blends of Diesel, sunflower and
Neem oils system are discussed in this chapter.

6.1 Result Tables

In this section, the results are shown in a tabulated manner. Performance
characteristics of Diesel and all the blends are indicated in their respective tables i.e.,
from Tables 6.1 to 6.4

6.1.1 Diesel

Table 6.1 Performance characteristics of Diesel

S.No. BP Mf BSFC BTE Ma A.F Nv BMEP

kW (kg/hr) (Kg/KWh) % Kg/hr (Ma/Mf) % (bar)

1. 0 0.447 0 0 20.554 45.98 74.68 0

2. 0.9 0.657 0.73 11.7 20.554 31.284 74.68 1.302

3. 1.84 0.806 0.43 19.5 20.554 25.50 74.68 2.662

4. 2.76 1.08 0.39 21.9 20.554 19.031 74.68 3.993

5. 3.707 1.314 0.354 24.1 20.554 15.64 74.68 5.363

31
6.1.2 Blend 1 (N10S20)

Table 6.2 Performance characteristics of Blend 1

SNo. BP Mf BSFC BTE Ma A.F Nv BMEP

kW (kg/hr) (Kg/KWh) % Kg/hr (Ma/Mf) % (bar)

1. 0 0.414 0 0 20.274 48.97 75.71 0

2. 0.93 0.63 0.667 12.65 20.274 32.18 75.71 1.345

3. 1.86 0.816 0.438 14.53 20.274 24.845 75.71 2.691

4. 2.79 1.042 0.373 22.95 20.274 19.456 75.71 4.036

5. 3.75 1.402 0.375 22.80 20.274 14.41 75.71 5.425

6.1.3 Blend 2 (N20S10)

Table 6.3 Performance characteristics of Blend 2

SNo. BP Mf BSFC BTE Ma A.F Nv BMEP

kW
(kg/hr) (Kg/KWh) % Kg/hr (Ma/Mf) % (bar)

1. 0 0.429 0 0 20.274 47.58 75.71 0

2. 0.936 0.613 0.654 13.08 20.274 25.63 71.71 1.345

3. 1.873 0.791 0.422 20.29 20.274 22.07 75.71 2.709

4. 2.809 1.036 0.363 23.24 20.274 19.56 75.71 4.069

5. 3.773 1.306 0.346 24.76 20.274 15.52 75.71 5.451

32
6.1.4 Blend 3 (N10S10)

Table 6.4 Performance characteristics of Blend 3

SNo. BP Mf BSFC BTE Ma A.F Nv BMEP

kW (kg/hr) (Kg/KWh) % Kg/hr (Ma/Mf) % (bar)

1. 0 0.398 0 0 20.274 50.93 75.71 0

2. 0.936 0.590 0.630 13.5 20.274 34.814 75.71 1.354

3. 1.873 0.776 0.414 20.69 20.274 26.126 75.71 2.709

4. 2.809 1.017 0.362 21.85 20.274 18.402 75.71 4.069

5. 3.773 1.18 0.313 27.41 20.274 17.181 75.71 5.459

33
6.2 Graphical Comparison
After conducting the experiment, and tabulating the results, the performance
analysis of diesel engine was found by comparing the five engine characteristics
graphically.

6.2.1 BTE vs BMEP

When the engine speed is kept constant at 1500 rpm and the load on the engine
is varied by changing the current as presented in the tables

Following graph shows the variation of BTE with respect to BMEP .

30
BTE %

25

20

15

10

0
0 1.345 2.691 4.036 5.425
BTE: D BTE:1 BMEP (bar)

Figure 6.1: Variation of BTE with respect to BMEP

From the Figure 6.1 it can be observed that with the increase in the BMEP there is
a increase in the BTE observed. This BTE has increased proportionately with increase
in BMEP. .When compared with values of varying BMEP at constant speed there is a
significant difference observed ranging from 0 bar to 5.425 bar. This difference in
increase is observed with different blends is observed due to the fact that the
combination of the blends being different. Highest BTE is observed with the blend of
combination of 80%diesel + 10% sunflower oil + 10% neem oil. least BTE is observed
with the blend of combination of 70%diesel + 20% sunflower oil + 10% neem oil.

34
 6.2.2 Nv vs BMEP

When the engine speed is kept constant at 1500 rpm and the load on the engine is
varied by changing the current as presented in the tables

Following graph shows the variation of Nv with respect to BMEP.

75.8

75.6
ηv

75.4

75.2

75

74.8

74.6

74.4

74.2
BMEP (bar)
74
0 1.354 2.709 4.069 5.459
ηv % 74.68 74.68 74.68 74.68 74.68
ηv 1 % 75.71 75.71 75.71 75.71 75.71
ηv 2 % 75.71 75.71 75.71 75.71 75.71
ηv 3 % 75.71 75.71 75.71 75.71 75.71

Figure 6.2: Variation of Nv with respect to BMEP.

From Figure 6.2 it can be observed that with the increase in the BMEP
the Nv is constant. The volumetric efficiency of the engine changes when fuel
other than Diesel is used. But the volumetric efficiency of the engine for all the
blends remains constant.

35
6.2.3 A-F vs BMEP
When the engine speed is kept constant at 1500 rpm and the load on the engine
is varied by changing the current as presented in the tables

Following graph shows the variation of A-F with respect to BMEP .

60

50

40
A.F (Ma/Mf)

30

20

10

0
0 1.354 2.709 4.069 5.459

A.F A.F1 A.F2 A.F3 BMEP (bar)

Figure 6.3: Variation of A-F with respect to BMEP

From the above graphs it can be observed that with the increase in the BMEP
there is a gradual decrease in A-F ratio is observed. This A-F has highest value first and
then decreased with increase in BMEP. When compared with values of varying BMEP
at constant speed there is a significant difference observed ranging from 0 bar to 5.425
bar. This difference in increase is observed with different blends is observed due to the
fact that the combination of the blends being different. At zero load highest peak of A-
F is observed in blend of combination of 80%diesel + 10% sunflower oil + 10% neem
oil and lowest peak with the pure diesel.

36
6.2.4 BSFC vs BMEP
When the engine speed is kept constant at 1500 rpm and the load on the engine
is varied by changing the current as presented in the tables

Following graph shows the variation of BSFC with respect to BMEP.

0.8

0.7

0.6
BSFC (Kg/KWh)

0.5

0.4

0.3

0.2

0.1

0
0 1.354 2.709 4.069 5.459

BSFC (Kg/KWh) BSFC:1 (Kg/KWh) BMEP (bar)

BSFC:2 (Kg/KWh) BSFC:3 (Kg/KWh)

Figure 6.4: Variation of BSFC with respect to BMEP.

From the Figure 6.4 it can be observed that with the increase in the BMEP there
is first a step increase in the BSFC and then gradual decrease in BSFC is observed.
This BSFC has increased first and then decreased with increase in BMEP. When
compared with values of varying BMEP at constant speed there is a significant
difference observed ranging from 0 bar to 5.425 bar. This difference in increase is
observed with different blends is due to the fact that the combination of the blends being
different. Highest peak of BSFC is observed with the pure diesel and lowest peak in
BSFC is observed in blend of combination of 80% diesel + 10% sunflower oil + 10%
neem oil and with the blend of combination of 70% diesel + 10% sunflower oil + 20%
neem oil.

37
6.2.5 EGT vs BMEP
When the engine speed is kept constant at 1500 rpm and the load on the engine
is varied by changing the current as presented in the tables

Graph 1 shows the variation of EGT with respect to BMEP .

600

500
Te0 ◦C

400

300

200

100

0
0 1.354 2.709 4.069 5.459

Te0 Te0 1 Te0 2 Te0 3 BMEP (bar)

Figure 6.5: Variation of EGT with respect to BMEP.

From Figure 6.5, it can be observed that with the increase in the BMEP
there is a increase in the EGT observed. This EGT has increased
proportionately with increase in BMEP. When compared with values of varying
BMEP at constant speed there is a significant difference observed ranging from
0 bar to 5.425 bar. This difference in increase is observed with different blends
is due to the fact that the combination of the blends being different. Highest
EGT is observed with the blend of combination of 70%diesel + 10% sunflower
oil + 20% neem oil. Least EGT is observed with the blend of combination of
80%diesel + 10% sunflower oil + 10% neem oil.

38
6.2.6 Smoke Percentage Comparison

Smoke percentage of blends has been compared with smoke percentage of pure
diesel and this is shown in Figure 6.6.

% of Smoke
90 85 85
82
80
70.56
70

60

50

40

30

20

10

0
Diesel Blend 1 Blend 2 Blend 3

Figure 6.6: Smoke percentage of various blends compared with Diesel

Smoke percentage of diesel and blends has been compared. The variations are
due to the usage of different biofuels which are having different constitute elements
which produce smoke In this observations are made as followed. the least smoke was
observed in pure diesel fuel at 70.56% and highest smoke % was observed with the
blends of 70%diesel + 10% sunflower oil + 20% neem oil and of 70%diesel + 20%
sunflower oil + 10% neem oil at 85%.

39
6.2.7 Cost Analysis
Individual costs for all the fuels are given in Table 3.5
Comparison of costs of diesel and other blends is shown in the following
figure i.e., Figure 6.7

Blend 3 84.564 30 20

Blend 2 73.731 60 20

Blend 1 73.731 30 40

Diesel 105.33 0

0 20 40 60 80 100 120 140 160 180

Diesel Neem oil Sunflower oil

Figure 6.7: Comparison of costs of sample blends

From the figure 6.7, it can be observed that the costs incurred for different
blends used for the study of performance characteristics are different. It can be observed
that among all the blends the least cost incurred is for the blend 3, that is 80%
diesel+10% sunflower oil+10% neem oil. It can also be observed that the highest cost
incurred is for the blend 2, that is 70% diesel+20% neem oil+10% sunflower oil. The
least cost incurred among all the fuels is for pure Diesel .

40
 Chapter-7 :
Conclusions
The following conclusions were drawn after conducting studies by varying different
parameters as discussed.

1. The highest BTE is observed for blend of combination of 80%diesel + 10%

sunflower oil + 10% neem oil and the least BTE is observed for blend of
combination of 70%diesel + 20% sunflower oil + 10% neem oil.
2. Volumetric efficiency remained constant as 74.68 for pure diesel and for blends
it is 75.71.
3. At zero load, highest peak of A-F is observed in blend of combination of
80%diesel + 10% sunflower oil + 10% neem oil and lowest peak with the pure
diesel.
4. Highest EGT is observed with the blend of combination of 70%diesel + 10%
sunflower oil + 20% neem oil. Least EGT is observed with the blend of
combination of 80%diesel + 10% sunflower oil + 10% neem oil.
5. The least smoke % was observed in pure diesel fuel at 70.56% and highest
smoke % was observed with the blends of 70%diesel + 10% sunflower oil +
20% neem oil and of 70%diesel + 20% sunflower oil + 10% neem oil at 85%
6. Among all the blends the least cost incurred is for the blend 3, that is 80%
diesel+10% sunflower oil+10% neem oil. It can also be observed that the
highest cost incurred is for the blend 2, that is 70% diesel+20% neem oil+10%
sunflower oil. The least cost incurred among all the fuels is for pure Diesel .

In conclusion, the project’s primary objective was to study the Performance

characteristics of C.I. engine with blends of Diesel, sunflower and Neem oils with the
stationary diesel engine setup without making any changes to the existing C.I. Engine.
By performing the experiments/conducting the studies, use of neem oil and sunflower
oil as fuel has been achieved. The project gave an insight into the application of biofuels
in the commercial sector. It is believed that this method of using blends has a lot of
unknown potential which needs to be tapped in and there is an immense scope for
research in utilising the different combination of blends available and working on the
to devise the new methods to make them more economical , more efficient and less
polluting.

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 Chapter-8 :

Future Scope
(i). In nearby future, fossil fuels are going to exhaust soon and at present we are
facing acute scarcity of fuel due to which prices are rising day by day. On the
other hand, sunflower and neem oil are biofuels and easily available in the
nature which is in abundance and are easily biodegradable.
(ii). Many countries are developing other alternative forms of fuels in order to
decrease the dependency on fossil fuels replacing them with biofuels.
(iii). Design aspect: Another advantage of this experiment is that there is no need to
change the existing design of the engine which makes this study economical
and less tedious.
(iv). These blends can be used when there is an urgent need of an alternative fuel.
(v). Many experiments can be conducted to study the emissions and possible ways
to reduce the smoke percentage emitted during the combustion of these blends.
(vi). These blends are little more costly when compared to the pure diesel fuel.
Studies can be carried on making these fuels more economical.
(vii). These blends can be used in industrial applications to power the generators and
machinery.
(viii). Even though there is slightly more cost incurred for blends than pure Diesel, the
cost reduction can be achieved when the blends can be acquired from a
wholesale dealer. The efficiency of the engine with the blends is on par with
pure Diesel.

42
 Chapter-9 :

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