Phase 2 (JBD) 1

Study on influence of different nano-additives in jatropha biodiesel
CHAPTER. 1
INTRODUCTION
1.1 Fuel
Fuel is a substance that is burned to provide nuclear energy, heat or power. Material like
coal, wood, oil, or gas can provide heat when burned. Methanol, Gasoline, Diesel, Propane,
Natural gas, Hydrogen are types of fuel. Nuclear energy is produced by burning plutonium.
From fuel efficiency or fuel economy, we can measure how long any vehicle could travel,
which is the opposite of fuel consumption. Fuel consumption is the amount of fuel vehicle
uses to travel a particular distance. Fuel efficiency is measured in kilometers per liter. The
efficiency with which the fuel does a conversion of energy is known as fuel efficiency. Let
us understand the definition of Fuel, Fuel Efficiency. Petroleum products such as petrol
and diesels are being used as a fuel to the running of Internal Combustion Engines. Day by
day demands for the petroleum products is increasing since its rate of consumption is
increasing. If the trend will continue the whole world may suffer from shortage of
petroleum products. Therefore, it is necessary to find different ways of reducing fuel
consumption and at the same time to improve the performance of IC engine.
1.2 List of Fuel
• Methanol.
• Gasoline.
• Diesel.
• Natural gas.
• Hydrogen.
• Biodiesel.
1.3 Types of Fuel
• Solid Fuel.
• Liquid Fuel.
• Fuel Gas.
• Biofuel.
• Fossil Fuel.
GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 1

1.4 Alternative Fuels
1.4.1 What is meant by Alternative Fuel?
Alternative fuels include gaseous fuels such as hydrogen, natural gas, and propane alcohols
such as ethanol, methanol, and butanol vegetable and waste-derived oils; and electricity.
These fuels may be used in a dedicated system that burns a single fuel, or in a mixed
system with other fuels including traditional gasoline or diesel, such as in hybrid-electric or
flexible fuel vehicles. Some vehicles and engines are designed for alternative fuels by the
manufacturer. Others are converted to run on an alternative fuel by modifying the engine
controls and fueling system from the original configuration. There are two main types of
energy sources, renewable and non-renewable,In the condition of over consumption and
increasing energy demand, we must move toward alternative fuel sources. Fuels other than
conventional fuels like, petroleum, coal, and natural gas, are known as alternative fuels.
These alternative fuels include biodiesel, bioethanol, natural gas, non-fossil methane, and
hydrogen gas. Fuels that are produced from biomass are known as biofuels. Biofuels in
liquid or gaseous form, are produced from biomass resources and are used in addition to
conventional fuels in the transportation, power production, and commercial sectors, as well
as in other sectors.
Biofuels play an important role in the promotion of sustainable development, as they are
produced from renewable biomass resources such as sugarcane, crop residues, and other
waste materials. Biofuels may also be advantageous for the supplementation of fossil fuels,
the need for which is increasing day by day, for transportation and commercial applications.
Thus, to achieve better economic growth and fulfill.energy requirements for the large
urban and rural population of India, biofuels will be helpful. Biofuels are categorized based
on the raw materials used. First-generation biofuels are derived mainly from food crops
such as grains (wheat and maize), sugarcane, vegetable oil, and animal fats. Biodiesel and
bioethanol are first-generation biofuels, while second generation biofuels are produced
from agricultural waste and forestry residues or co-products, such as rice husks, wheat
straw, and woody biomass, which contain cellulosic, hemi-cellulosic, and lignin materials.
The use of these materials in biofuel production is a method of waste management and
leads to sustainable development. Owing to some limitations of first-generation biofuels,
second generation biofuel technologies are gaining in importance.

Source of Energy
Renewable Non-Renewable
(can be replesnished) (Cannot replenished)
Biofuel Cole
Solar energy Natural gas
Hydropower Nuclear fuel
Wind
Biogas
Tidel energy
Energy from urban waste
Fig .1 flow chart of alternative fuel types,
To increase the production of second-generation biofuels, it is necessary to create

governmental and non-governmental policies to produce raw materials that involve local
people. The production of nonfood crops may be increased by providing financial support
and subsidies to farmers to enable commercial biofuel plantations. The second-generation
biofuels are more suitable for sustainable development as they are affordable and have
greater environmental advantages. Hydrogen production by the conversion of biomass is a
third-generation biofuel. Renewable and non-renewable sources of energy 16 Alternative
Fuels for Sustainable Development 321 Another third-generation biofuel is produced by
algae, regarded as an engineered crop for an energy source. Algae are grown in suitable
conditions with well-developed techniques and oil is extracted from them. The extracted
oil can be converted into biodiesel through a transesterification process, and the resultant
biodiesel is used in diesel engines with or without blending as Petro-diesel. The use of
algal biofuel is a sustainable alternative for petroleum crude oil and decreases petroleum
crude oil overload. Algal hydrogen is a fourth-generation biofuel, produced by algae

cultivated in the presence of high solar efficiency. There are various environmental, social,
and economic advantages of biofuel. The vehicular pollutants that produce greenhouse gas
emissions are reduced using biofuels. Carbon dioxide, sulfur dioxide, carbon monoxide,
and particulate matter are emitted in lower amounts by the combustion of biofuels than
with the combustion of fossil fuels.
1.4.2 Types of alternative diesels.
1. Biodiesel
Biodiesel is a renewable fuel that can be manufactured from vegetable oils, animal fats, or
recycled cooking grease for use in diesel vehicles. Biodiesel is a renewable, biodegradable
fuel manufactured domestically from vegetable oils, animal fats, or recycled restaurant
grease. Biodiesel meets both the biomass based diesel and overall advanced biofuel
requirement of the Renewable Fuel Standard. Renewable diesel, also called “green diesel,”
is distinct from biodiesel.
Biodiesel is a liquid fuel often referred to as B100 or neat biodiesel in its pure, unblended
form. Like petroleum diesel, biodiesel is used to fuel compression ignition engines. See the
table for biodiesel's physical characteristics.
Biodiesel performance in cold weather depends on the blend of biodiesel, the feed stock,
and the petroleum diesel characteristics. In general, blends with smaller percentages of
biodiesel perform better in cold temperatures.
2. Electricity
Electricity can be used to power plug-in electric vehicles, which are increasingly available.
Hybrids use electricity to boost efficiency. Electricity is considered an alternative fuel
under the Energy Policy Act of 1992. Electricity can be produced from a variety of energy
sources, including natural gas, coal, nuclear energy, wind energy, hydropower, as well as
solar energy and stored as hydrogen or in batteries. Electric vehicles (EVs) the collective
term for plug-in hybrid electric vehicles (PHEVs) and all electric vehicles are capable of
drawing electricity from off board electrical power sources (generally the electricity grid)
and storing the energy in batteries. Though not yet widely available, fuel cell electric
vehicles (FCEVs) generate electricity from hydrogen onboard the vehicle.

3. Ethanol
Ethanol is a widely used renewable fuel made from corn and other plant materials. It is
blended with gasoline for use in vehicles. Ethanol is a renewable fuel made from corn and
other plant materials. Ethanol use is widespread, and more than 98% of gasoline in the U.S.
contains some ethanol. The most common blend of ethanol is E10 (10% ethanol, 90%
gasoline). Ethanol is also available as E85 (or flex fuel) a high-level ethanol blend
containing 51% to 83% ethanol, depending on geography and season for use in flexible
fuel vehicles. E15, another blend, is increasing its market presence. It is approved for use
in model year 2001 and newer light duty conventional gas vehicles.
4. Hydrogen
Hydrogen is a potentially emissions-free alternative fuel that can be produced from

domestic resources for use in fuel cell vehicles. Hydrogen, when used in a fuel cell to
provide electricity, is a zero tailpipe emissions alternative fuel produced from diverse
energy sources.Currently, drivers of light-duty fuel cell electric vehicles (FCEVs) can fuel
up at retail stations in less than 5 minutes and obtain a driving range of more than 300
miles.
5. Natural Gas
Natural gas is a domestically abundant gaseous fuel that can have significant fuel cost
advantages over gasoline and diesel fuel.
6. Compressed Natural Gas
CNG is produced by compressing natural gas to less than 1% of its volume at standard
atmospheric pressure. To provide adequate driving range, CNG is stored onboard a vehicle
in a compressed gaseous state at a pressure of up to 3,600 pounds per square inch. CNG is
used in light medium and heavy-duty applications. A CNG-powered vehicle gets about the
same fuel economy as a conventional gasoline vehicle on a Gasoline Gallon Equivalent
GGE basis. One GGE equals about 5.66 pounds of CNG.
7. Liquefied Natural Gas
LNG is natural gas in its liquid form. LNG is produced by purifying natural gas and super-
cooling it to -260°F to turn it into a liquid. During the process known as liquefaction,
natural gas is cooled below its boiling point, removing most of the extraneous compounds
found in the fuel. The remaining natural gas is primarily methane with small amounts of

other hydrocarbons. Because of LNG's relatively high production cost, as well as the need
to store it in expensive cryogenic tanks, the fuel's use in commercial applications has been
limited. LNG must be kept at cold temperatures and is stored in double-walled, vacuum-
insulated pressure vessels. LNG is suitable for trucks that require longer ranges because
liquid is denser than gas and, therefore, more energy can be stored by volume. LNG is
typically used in medium and heavy-duty vehicles. One Gasoline Gallon Equivalent (GGE)
equals about 1.5 gallons of LNG.
1.5 Importance of alternative fuel
The world is getting modernized and industrialized day by day. As a result, vehicles and
engines are increasing. But energy sources used in these engines are limited and decreasing
gradually. This situation leads to seek an alternative fuel. As civilization is growing,
transport becomes essential part of life. The biggest problem is the growing population &
depletion of fossil fuel. About 100 years ago, the major source of energy shifted from
recent solar to fossil fuel (hydrocarbons).
Technology has generally led to a greater use of hydrocarbon fuels, making civilization
vulnerable to decrease in supply. This necessitates the search for alternative of oil as
energy source. All around the world, air pollution is a part of everyday life. This type of
pollution is usually invisible and the effects tend to occur over a long period, thus it is easy
to forget how present this issue is in all of our lives. Air pollution is an enormous
worldwide issue and, thus an important topic to be well informed about. Air pollution is
both an environmental concern and a health issue.
When pollutants are pumped into the air, they do not affect just the atmosphere but also
can make their way into ground water and soil. Thus, air pollution can be harmful even to
the most unlikely organisms such as plants, birds, fish and mammals. Humans too are no
exception to these effects. Recently, the United States, along with other nations, have
begun to research and utilize different forms of fuel to reduce the amount of pollution
produced by burning fossil fuels. These newly developed fuels include ethanol, biodiesel,
natural gas, propane, and hydrogen. Each of these fuels have advantages and drawbacks,
but all of them burn cleaner than fossil fuels. If the world can begin to depend less upon
fossil fuels and more upon alternative energy sources, better health and air quality could be
just around the corner. Need for alternative fuel.

The use of alternative fuels considerably decreases harmful exhaust emissions as well as
ozone-producing emissions as well as ozone-producing emissions.
• Energy security and Environmental benefits
• Green house emission
• Fast depletion of fossil fuel reserves
• Substitute to diesel fuel
• Minimum/without engine modifications
• Renewable
• Less pollute eco-friendly
• Decentralizing of production of fuel
• Reduce the transportation cost
• Self-reliance in fuel to farmers
1.6 IC 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.
Fig. 2 Basic components of IC Engine

1.7 Types of Internal Combustion Engines (ICE),

Following the list of type of IC Engines (Classified according to different method)
1. Working Cycle Employed
a) Two-stroke Engine
b) Four-stroke Engine
2. Fuel Used
a) Petrol
b) Diesel
c) Gas Engine
3. Nature of Thermodynamics Cycle Used
a) Diesel Cycle
b) Dual Cycle
4. Methods of Cooling
a) Air Cooling
b) Water Cooling gain
5. Speed of The Engine
a) High-speed Engine
b) Medium-speed Engine
c) Low-speed Engine
6. Field of Application
a) Stationary Engine
b) Automobile Engine
c) Portable Engine
d) Aero Engine
7. Method of Ignition
a) Spark-ignition Engine
b) Compression-Ignition Engine

8. Arrangement of The Engine Cylinder
a) Horizontal Engine
b) Vertical Engine
c) Radial Engine
d) V-type Engine
1.8 Diesel Engine.

Diesel engines are sometimes called compression ignition engines because initiation of
combustion relies on air heated by compression rather than on an electric spark. In a diesel
engine, fuel is introduced as the piston approaches the top dead center of its stroke.
1.8.1 Parts of a Four Stroke Engine

i. Piston
In an engine, a piston transfers the expanding forces of gas to mechanical rotation of the
crankshaft through a connecting rod.
ii. Crankshaft
A crankshaft is a part that converts the reciprocating motion to rotational motion.
iii. Connecting Rod
It transfers motion from a piston to crankshaft acting as a lever arm.
iv. Flywheel
The flywheel is a rotating mechanical device that is used to store energy.
v. Inlet and Outlet Valves
Inlet allows us to enter fresh air with fuel and to outlet to exit the spent air-fuel mixture
from the cylinder.
1.8.2 Working of Internal Combustion ( IC ) engine.

Any IC engine in which air is compressed to a sufficiently high temperature to ignite diesel
fuel injected into the cylinder, where combustion and expansion actuate a piston. The
diesel engine gains its energy by burning fuel injected or sprayed into the compressed, hot
air charge within the cylinder. The air must be heated to a temperature greater than the
temperature at which the injected fuel can ignite. Fuel sprayed into air that has a
temperature higher than the “auto-ignition” temperature of the fuel spontaneously reacts

with the oxygen in the air and burns. Air temperatures are typically in excess of 526 °C
(979 °F) however, at engine start-up supplemental heating of the cylinders is sometimes
employed, since the temperature of the air within the cylinders is determined by both the
engine’s compression ratio and its current operating temperature. Diesel engines are
sometimes called compression ignition engines because initiation of combustion relies on
air heated by compression rather than on an electric spark. In a diesel engine, fuel is
introduced as the piston approaches the top dead center of its stroke. The fuel is introduced
under high pressure either into a pre-combustion chamber or directly into the piston
cylinder combustion chamber. Except for small, high-speed systems, diesel engines use
direct injection.
Fig. 3 Schematic diagram of diesel engine setup.
1.9 Applications of diesel engine.
• Passenger Cars.
• Locomotives.
• Watercraft.
• Stationary diesel engine.
• Non -road diesel engine.
• Aviation.

1.10 Characteristics of diesel engine.
 Power
Power is the rate of doing work. The work can be done slowly or rapidly. The rate at
which the work is done is measured in terms of power. A horse can do the work slowly,
while a machine can do a great amount.
 Brake power
This is the usable power output of an engine, not including power required to fuel,
lubricate, or heat the engine, circulate coolant to the engine, or operate after-treatment
devices. It is the power developed by the engine at the output shaft. The brake power is
given by the equation.
2ᴨ��
BP = 60
Where,
BP – brake power(kW)
N – angular speed (rpm)
T – torque in (Nm)
 Fuel consumption
The consumption rate of fuel is the product of volume flow rate of the fuel and the density
of the fuel.
ν
mƒ = �
ρƒ
Where,
v- volume of fuel consumed (liter)
t -time taken to consume the fuel (km/lit)
ρ- density of fuel used (kg/m³)

 Specific Fuel Consumption (SFC)
This is defined as the ratio of mass flow rate of fuel into the engine-to-engine brake power.
mƒ
SFC =
��
Where,
BP - brake power (kg/kW-hr)
mƒ - rate of fuel flow into the engine (ml/sec)
 Indicated Thermal Efficiency

The quantity of power developed by the combustion of fuel in the cylinder is called the
indicated power. And the actual amount of energy stored in the fuel = mass of fuel ×
calorific value of the fuel is known as fuel energy. The ratio between the Indicated Power
to Fuel Energy is termed Indicated Thermal Efficiency.
(I.H.P × 4500)
ɳ= ٪
(�×�v×�)
where,
W = Weight of fuel supplied in (N)
Cv = Calorific value of fuel oil in (kJ/kg ºc)
J = Joule’s equivalent (J/sec)
 Mechanical Efficiency
The mechanical Efficiency is defined as the ratio of the power output to the power
developed in the cylinder. Or simply ratio of the Brake power to the indicated power.
�� (��)
ɳ =m
�� (��)
(��)[��/�]
ɳ =m
��[��/�]
 Calorific Value of the Fuel

The calorific value of the fuel is defined as the amount of thermal energy released per unit
quantity of fuel when it is burned completely.

 Brake thermal efficiency
The brake thermal efficiency is the kind of engine thermal efficiency which is the ratio of
the brake power at the engine crank shaft to the power generated by the combustion of the
fuel.
The brake thermal efficiency shows the amount of power taken by the engine crankshaft
out of total power generated by the combustion of the fuel.
Brake Power
ɳ =
Brake Fuel Power
 Fuel Power
It is the power generated by the combustion of the fuel. The value of the fuel power.
Fuel Power = mƒ × Cv
 NOx emission
In the exhaust of internal combustion engines, NOx refers to a class of compound and it
called nitrogen oxides. In DI diesel engine exhaust, nitric oxide (NO) is usually the most
abundant nitrogen oxide and constitutes more than 70-90% of total NOx at engine-out
condition.
Common pollutants include unburned hydrocarbons (HC), carbon monoxide (CO),

nitrogen oxides (NOx) or particulate matter (PM). Total concentration of pollutants in
diesel exhaust gases typically amounts to some tenths of one percent this is schematically
illustrated in Figure below.
Fig. 4 Composition of emission.

CHAPTER. 2
LITERATURE REVIEW
Das et al. [1] carried on graphene nanoparticle as an additive and its influence on pure
diesel and biodiesel fueled CIDI engine, in this experimental investigation, graphene Nano
additive was used at different proportions from 25 to 100ppm with an interval of 25ppm. It
was then dispersed into the neat diesel and 20% calophyllum inophyllum blend and its
properties were determined. Further, experimentation was conducted for selected fuels in a
CI engine. The novel combinations of GNA with CI20 and diesel fuel gave lesser
emissions and improved combustion parameters without compromising the engine
performance attributes and without having any internal and external engine modifications
in the setup. Hence, CI20 with GNA proportions is a promising substitute for diesel fuel.
Rameshbabu et al. [2] emission and performance investigation on the effect of Nano-
additive on neat biodiesel, in this present study, the emissions characteristics of four-stroke,
single cylinder water cooled diesel engine fueled with neat biodiesel were investigated.
Titanium dioxide Nano-additive is added to neat biodiesel at different concentrations to
view its impact on emissions and performance pattern. The obtained results are compared
with diesel fuel. Cottonseed oil is transesterified into biodiesel and employed in this work.
The CO₂ and HC emissions are 13.9% and 14.7% lower for cottonseed biodiesel (CSBD)
compared to diesel at peak load. CSBD100TiO₂ reduces HC and CO₂ emissions by 6.2%
and 8.4% respectively compared to CSBD. The nanoparticle inclusion in biodiesel further
reduces the HC and CO₂ emissions. The magnitude of CO₂ emission in CSBD is 12.2%
higher than diesel at peak load condition. The TiO₂ nanoparticle inclusion with CSBD
further increases the CO₂ emission due to complete combustion. The CSBD releases 8.7%
higher NOx emission compared to diesel at peak load condition and TiO₂ nanoparticle
inclusion at 50 and 100 ppm promotes be 8.8 and 11.2% lower NOx compared to CSBD.
The CSBD promotes lower smoke opacity compared to diesel. This magnitude is further
reduced with TiO₂ nanoparticle included CSBD at different ppm.
Parida et al. [3] effect of TiO₂ nano-additive on performance and emission characteristics
of direct injection compression ignition engine fueled with Karanja biodiesel blend,
Biodiesel is gaining popularity as an environment-friendly fuel and prominent replacement
to the common diesel fuel for compression ignition (CI) engine. Biodiesel from jatropha
Pinnatta was produced and its performance and emission characteristics were evaluated in

the presence of TiO₂ nanoparticle additive. The physical parameters and calorific value of
biodiesel-blended oil in the presence and absence of TiO₂ nanoparticles were compared.
The fuel was prepared by sonicating the mixture after addition of nano-TiO₂ particles. The
emissions of CO, HC, and NOx are also compared in both with and without nanoparticle
blends. Reduction in the emission of gases in the blend containing TiO₂ nanoparticles was
observed. Engine parameters such as brake thermal efficiency (BTE) and brake specific
fuel consumption (BSFC) regarding various loads in a single cylinder test engine were also
studied. It was observed that the BTE and BSFC increase by 1.72% and 3.57%, reectively,
compared to biodiesel blend.
Patel et al. [4] project’s focus is given to improve the performance of CI engine using
diesel and biodiesel by adding appropriate amount of nano-aluminum oxide (n-Al₂O₃). An
experimental investigation was carried out to find out the performance of Single cylinder, 4
stroke diesel engine using Jatropha oil bio diesel and n-Al₂O₃ mixed diesel. The diesel fuel
without and with Jatropha oil biodiesel and n- additive were tested in a direct injection
diesel engine at different load conditions and results shows a considerable enhancement in
the brake thermal efficiency compared to mixture of diesel and biodiesel without n-₃
because the additive has improved degree of mixing with air and better combustion
characteristics.
Ramalingam et al. [5] studied on the of biodiesel in diesel engine causes slight decrease in
performance and reduction in exhaust emissions but at the expense of oxides of nitrogen
(NOx) emission. To improve the performance without sacrificing the advantage in terms of
exhaust emissions, it is essential to vary the engine operating parameters such as
compression ratio (CR), injection pressure (IP) and injection timing (IT). Nowadays,
treatment of biodiesel with antioxidant additive is a promising approach to reduce the NOx
emission because it reduces the hydrogen free radicals, which is responsible for prompt
NOx formation during combustion process.
Perumal et al. [6] worked on analysis of the jartopha methyl ester (PME) as an alternate
source of fuel for CI engines without making many changes in the existing engine
technology and without causing many difficulties for the scientists and engineers. The
study reveals the use of PME as either an alternate fuel or substitute for the diesel may
reduce the greenhouse gases at the same time the employability in the agricultural field
will be increased by retaining the migration of the farmer community towards cities or
towns for search of employment. It was observed that the use of PME as fuel reduces

carbon monoxide to an extent of 8.2% compared to diesel at the same time HC reduced by
8.9% also there is considerable reduction in oxides of nitrogen. There was increase in
BSFC of 4.2% and the thermal efficiency reduced by 2.4%.But the environmental
sustainability and the employability for local community and promotion of agriculture
prefers the PME as an alternate fuel for the transport, agricultural and power sector.
Sivathanu et al. [7] this research work of the effect multi-walled carbon nanotubes
(MWCNT) as additive with waste fishing net oil on performance, emission and
combustion characteristics of a diesel engine were examined. Waste fishing net oil (WFNO)
was obtained by hydrolysis process. The properties of WFNO revealed that oil produced
from the waste fishing net can be used in a diesel engine without any engine modifications.
Engine test showed that fuel produced from the waste fishing net was able to work
efficiently in a diesel engine without any engine alterations. Experimental results revealed
that there was a significant improvement in combustion characteristic with the
incorporation of MWCNT with WFNO. At 100% load, brake thermal efficiency was
increased by 3.83% and brake specific fuel consumption was decreased by 3.87% with the
addition of MWCNT to WFNO. Further, the results showed a significant reduction in
engine exhaust emissions like CO, UHC, NO and smoke by 25%, 9.09% 5.25% and
14.81% respectively and a slight increase in CO₂ emission by 17.39%. Keywords: Waste
fishing net oil, multi-walled carbon nanotubes, Fuel properties, Pyrolysis, Engine
performance.
Billa et al. [8] in this research work of the experimental investigation Lower alcohols have
long been the figureheads of diesel/biodiesel additives in characterizing renewable fuels.
Next-generation alcohol like n-octanol occupied the reified position due to their better fuel
properties. In this paper, combustion, performance and, emission of different graphene-
oxide nanoparticles (nanoGO) added jatropha biodiesel, n-octanol and petrodiesel blends
are investigated in a 4-stroke diesel engine. biodiesel blends along with additives and other
modern technologies can be a possible choice for biodiesels to pass through the
policymakers’ stringent emission regulations. Regulation on engine exhausts is becoming a
hooligan task for engine designers because of the advanced emission norms imposed to
reduce NOx, Alcohols, as a clean burning fuel, are widely used in diesel engines nowadays
and effective in ecological viewpoint Yilmaz investigated lower alcohol ethanol and
methanol with biodiesel/diesel in diesel engine and reported an increase in specific fuel
consumption. The authors also reported the inferior heating value limited the higher

participation of methanol, and ethanol in the blends. Experiments have been the conduced
on 4-Stroke DI diesel engine to investigate the combined influence of control system
parameters (n-octanol share and nano parts share at zero, part and full loads) on engine
responses (BSEC, NOx, CO and UHC) using 3X3X3design matrix (FF) using Design-
Expert software.
Ahmed I. et al. [9] worked on the study influence of the addition of graphene oxide
nanoparticles (GO) to diesel/higher alcohols blends on the combustion, emission, and
exergy parameters of a CI engine under various engine loads. The higher alcohols mainly
n-butanol, n-heptanol, and n-octanol are blended with diesel at a volume fraction of 50%.
Then, the 25 and 50 mg/L concentrations of GO are dispersed into diesel/higher alcohols
blends using an ultrasonicator. The GO structures are examined using TEM, TGA, XRD
and FTIR. The findings show that there is a reduction. and HRR when adding higher
alcohols with diesel fuel. The biodiesel and alcohols are strongly proposed to be as
alternative fuels for diesel engines, because of their attractive features’ such as
sustainability, nontoxicity, readily biodegradable, and no aromatic compounds. Biodiesel
has a high cetane number, high flash point and outstanding lubricity behaviour which make
it the perfect substitution for diesel fuel the combustion, emission, and exergy
characteristics of a diesel engine fuelled by D50Bu, D50HP, and D50OC mixtures with
and without the addition of nanoparticles are examined at various engine loads at an engine
speed of 2000 rpm. The results show that the addition of n-butanol, n-heptanol, and n-
octanol to diesel fuel lead to a reduction in both the peak cylinder pressure and heat release
rate and retarded their position, owing to extend their ignition delay. However, the addition
of GO into D50Bu, D50HP, and D50OC mixtures results in a reduction in ignition delay
and advanced beginning of combustion, leading to improved cylinder pressure and heat
release rate as well as advanced their locations.
EL-Seesy et al. [10] this research work of the present experimental study aims at
investigating the impact of adding graphene oxide nanoparticles (GO) to neat Jatropha
Methyl Ester (JME) on a single cylinder air cooled direct injection four stroke diesel
engine. The nano-fuels have been prepared from 25, 50, 75 and 100 mg/l concentrations of
graphene oxide with neat Jatropha biodiesel through ultrasonication process. The graphene
oxide nanoparticles crystallite size, mor-phology, and the chemical structures were
examined using X-ray diffraction (XRD), Transmission Electron Microscope (TEM), and
Fourier-transform infrared spectroscopy (FTIR), respectively. The compression ignition

engine characteristics were investigated by the four JME-GO blends, and their results were
compared with neat JME under various engine loads at a constant engine speed of 2000
rpm. Biodiesels are readily available, bio-degradable, portable, nontoxic and renewable
source. It can be produced from a variety of natural feedstock sources and globally around
350 crops are accepted as the potential feedstock for biodiesel production. investigated the
effects of adding zinc oxide and titanium dioxide nanoparticles to biodiesel blends on a
diesel engine performance and emission characteristics. The results showed that the
thermal efficiency was improved by approximately 17% whereas the engine emissions of
NOx, CO, UHC, and soot were decreased significantly by 29%, 40%, 40%, and 30%,
respectively.
Jong et al. [11] this article is study of the effects of graphite oxide (GO), single-walled
carbon nanotubes (SWCNTs), and cerium oxide (CeO2) nanoparticles on the combustion,
performance, and emission characteristics of a four-stroke single cylinder light-duty diesel
engine under various engine loads. Shortened ignition-delay (ID) by up to 10.3%,
advanced combustion phasing (up to 18.5%), shortened combustion duration (up to 14.6%),
improved brake specific fuel consumption (BSFC) by up to 15.2%, reduced CO emission
(up to 23.4%), and lowered UHCs emissions (up to 24.1%) were achieved with the
addition of SWCNTs nanoparticle at 25 ppm dosing ratio. Compared with conventional
diesel fuel, CDD, GDD and SDD fuels feature overall greater combustion, performance,
and emissions characteristics in a light-duty diesel engine. Among the dosed fuels, the
overall improvement in BTE for CDD, GDD, and SDD are 5.6%, 10.4% and 13.1%,
whereas the overall reduction in CO and UHCs emissions are 5.7%, 13.7%, and 17.6%,
respectively. This conclude that GO and SWCNTs additives are more effective and
economical than that of CeO2 additive and they could be more cost-effective for use in
diesel engine applications.
Perumal et al. [12] this paper analysis the jatropha methyl ester (PME) as an alternate
source of fuel for CI engines without making much changes in the existing engine
technology and without causing much difficulties for the scientists and engineers. The
study reveals the use of PME as either an alternate fuel or substitute for the diesel may
definitely reduces the greenhouse gases at the same time the employability in the
agricultural field will be increased by retaining the migration of the farmer community
towards cities or towns for search of employment. It was observed that the use of PME as
fuel reduces carbon monoxide to an extent of 8.2% compared to diesel at the same time

HC reduced by 8.9% also there is considerable reduction in oxides of nitrogen. There was
increase in BSFC of 4.2% and the thermal efficiency reduced by 2.4%. The BSFC
increased by 4.2% at the same time there was decrease in BTE of 2.4% noted for B20
blend of PME with that of diesel. Regarding the greenhouse gases of CO, HC and NOx
there is reduction 8.9%, 8.2% and a closer value are noted respectively. B20 gives 4.5%
more smoke level compare to that of diesel. By a cumulative conclusion the PME biodiesel
can be implemented in the existing engine as substitute fuel for transport, power and
agricultural unit and off-road vehicles without any modification.
Mahalingam et al. [13] this research work of the biodiesel as an alternative source to
petroleum fuel could reduce the dependence on petroleum products and control the
pollution problems. These biofuel derived from the various sources and it’s directly used in
the engine it will not completely burn and it causes increased emission level. In this
experiment, 20 % of rubber seed oil (B20) blended with pure diesel fuel along with
Aluminum oxide (Al₂O₃) was used in the proportions of 10 ppm, 20 ppm and 30 ppm. The
experimental results obtained showed that the brake thermal efficiency was increased and
the engine emission was reduced. And the brake specific fuel consumption was reduced,
but the NOx level increased at the proportion level at10 ppm of Nano additives. An
experimental work has been carried out on a single cylinder, constant speed diesel engine
fuelled with diesel, 20% biodiesel and its blends with Al₂O₃ as a Nano additive with
different ppm levels. The esterified rubber seed oil has been used as the biodiesel blend
with the diesel fuel without any modification in the engine parameters. The injection
pressure was maintained at 220 bar and the injection timing at 24°bTDC and with help of
sonisator the Nano particles was blended with the biodiesel.
Ganesan et al. [14] the overall objective of the national mission is to increase the creation
of national infrastructure for production of bio-diesel through cultivation of Jatropha plant
and processing of its oil. Therefore, the objective of this paper is to provide clean
economical solution to this problem. The use of biodiesel leads to reduction in NOx, HC,
CO₂ and CO, and increase in fuel consumption on diesel engine. The present diesel engine.
The Nano particles were dispersed in the biodiesel. If the additives added in the biodiesel
at appropriate proportion, it will helpful to increase the engine combustion and
performance characteristics. Nano additives reduce the fuel consumption and improve the
thermal efficiency during combustion additives release the energy to the fuel. An
experiment to investigate the catalytic activity of cerium oxide, especially in Nano sized

form. On the addition of cerium oxide nanoparticle in diesel, the NOx emissions were
found to be decreased about a maximum of 30%. examined effects of 20 µmol/L ferric
chloride (FeCl3) added to waste cooking palm oil biodiesel .The FeCl3 added biodiesel
showed lower nitric oxide emission (NO) and slightly higher carbon dioxide emission
(CO₂) as compared to diesel at standard operating condition. Investigated that volumetric
reduction of 25-40% in CO emission, 8% and 4% in hydrocarbon emission was observed
when engine fuelled with A1 and F1 respectively as compared to diesel.
Manieniyan et al. [15] this research work the focus in Reformed Exhaust Gas
Recirculation (REGR) is very acutely focused on the viability of using B20MEOJAO
(Methyl Ester of Jatropha with Nano-additive of aluminium oxide) in diesel as a blend, and
its performance, emission and combustion characteristics were evaluated. The energy
balance analysis was carried in all the blends. As a result, the performance and emission
were improved. The brake thermal efficiency is 3% higher in B20MEOJAO30ppm blend
compared to REGR. The oxides of nitros the focus of this work is to evaluate the impact of
Nano-additive blends in biodiesel with REGR on a diesel engine’s emissions and
efficiency. 30 ppm aluminium oxide Nano additives were used in this study to blend with
Jatropha’s petrol and 20% Methyl Ester. The tests were conducted on DI diesel engine
using diesel for this workgen emission reduced in 25% REGR B20MEOJAO30ppm blend
compared to without REGR in diesel and B20MEOJAO30ppm. The lower NOx is lower in
B20MEOJAO30ppm 20% REGR compared to diesel and other ratios. The
B20MEOJAO30ppm blend energy utilisation is closer to diesel.
Gad et al. [16] this research study of the corn biodiesel and its combustion characteristics
improvements by the carbonnanotube additive. The biodiesel (methyl-ester) was produced
by transesterification process, as it was mixed with crude diesel (B20) to enhance the
engine performance and emissions reductions of a diesel engine. The effect of blending
three different carbon nanotube (CNTs) concentrations of 25, 50 and 100 ppm with
biodiesel was also studied. The experimental results showed that the B20CNT100
improved the thermal efficiency by up to 15% compared to B20, B20CNT25 and
B20CNT50 fuels. Furthermore, the CO, HC and smoke emissions were significantly
decreased to 10, 16 and 22% respectively at the B20CNT100 blend. The maximum peak
cylinder pressure, heat release, ignition delay and cylinder combustion temperature were
decreased to 1.5%, 4%, 31% and 2.5% at full load, respectively. Consequently, in light of
the findings of this study, the blended biodiesel with CNTs improved the diesel engine

performance, combustion characteristics and reduction in emissions and the B20CNT100

produced the best performance and environmental impact.
Shahabuddin et al. [17] the study the experimental analysis is to reach a tentative goal,
how this fuel can be utilised with maximum effective way. To find this, an experiment data
analysis of different parameter such as break power, break specific fuel consumption,
emission characteristic (NOx, HC,CO. etc.) and exhaust temperature, is done through bio
diesel fuel and also compared with ordinary diesel which is also known as Petrol diesel.
This investigation is carried out through eddy current dynamometer and load cell
arrangement which is controlled by a computer in case of finding the break power and
BSFC respectively. And the emission characteristics are observed using Bosch and
Bacharach exhaust analyzers. And finally, the result is compared with diesel engine which
is run by ordinary diesel. In Malaysia palm oil is used as a biodiesel which is known as
Palm Oil Methyl Ester (POME). To use this fuel (blended and adding some additives) in
diesel engine no need to change the design and exhibit more or less same
performance.B20+1% (20% blended bio diesel with 1% additive) and a catalytic converter
will cut air pollution. Particulate matter is reduced 31 percent, carbon monoxide by 21
percent and total hydrocarbons by 47 percent which will also reduce sulphur emissions and
aromatics. To increase the performance (about 30%) of diesel engine turbocharger with
intercooler is being used now a day and plays a significant role on diesel engine
performance however the use of turbocharger in bio diesel fuelled engine is not suitable
but catalytic converter can be used to increase emission behaviour. Moreover, several
factors are responsible for the exhaust emission of diesel engine i.e., fuels, lubricant,
engine operating condition, emission reduction technique etc.
Amid et al. [18] this study was devoted to introducing and experimenting a new waste-
derived oxygenated additive, i.e., ethylene glycol diacetate on performance and emission
characteristics of a diesel engine fueled with diesel/ biodiesel blends. Mineral diesel and its
blends with 5 and 20 vol% biodiesel were used in the engine test runs. These fuel blends
were doped with ethylene glycol diacetate at three volumetric levels in the range of 1–3%.
The engine was run under engine load conditions varying from idle to full load operation at
a constant engine speed of 1500 rpm. Overall, the most appealing results were obtained
when diesel fuel dosed with 3 vol% ethylene glycol diacetate was combusted under
moderate engine load conditions. This oxygenated fuel blend could result in a significant
mitigation in both nitrogen oxides and carbon dioxide emissions but could lead to an

unfavourable increase in unburned hydrocarbon emissions in comparison with the additive-

free diesel fuel. More specifically, nitrogen oxides and carbon dioxide emissions were
reduced by 1.9–4.3 and 1.6–3.1 times, respectively, while unburned hydrocarbon emissions
for the selected fuel blend under moderate engine loads were increased by 1.9–3.6 times.
The carbon monoxide emission for this fuel blend was comparable with that of neat diesel.
Shaafi et al. [19] this research work of the experimental investigation was carried out to
study the combustion, engine performance and emission characteristics of a single cylinder,
naturally aspirated, air cooled, constant speed compression ignition engine, fuelled with
two modified fuel blends, B20 (Dieselesoybean biodiesel) and dieselesoybean biodiesel
ethanol blends, with alumina as a Nano additive (D80SBD15E4S1 alumina), and the
results are compared with those of neat diesel. The Nano additive was mixed in the fuel
blend along with a suitable surfactant by means of an ultrasonicator, to achieve stable
suspension. The properties of B20, D80SBD15E4S1 þ alumina fuel blend are changed due
to the mixing of soybean biodiesel and the incorporation of the alumina Nano additives.
Some of the measured properties are compared with those of neat diesel and presented.
Kumar et al. [20] this research work on the to growing demand of fuel in daily life and its
risk cause serious problem for this globe. Serious attention is required to see this problem.
In this review article there is a comparative study to find out the effects of additives for
biodiesel fuel and efforts to recover the combustion and performance and to diminish the
emissions. By using biodiesel, there are most disadvantages such as higher density, lesser
heating value, high fuel consumption and high oxides of nitrogen. To avoid above
disadvantages, the fuel additives help in playing a very important role in minimizing the
drawbacks of biodiesel and in maintaining international fuel standards. Additives can be
considered toward to improve combustion, fuel economy and to decrease the emissions.
Many different types of additives are applied in biodiesel to meet the specification
standards and to recover the quality of biodiesel. The metal-based additives, cetane
number additives, antioxidant additives and oxygenated additives help in improving the
quality of the biodiesel. From this literature review, the effects of additive on biodiesel are
explained. The reviews conclude that the uses of additive to the 2nd generation of
biodiesel are the best in improving the combustion performance and emission reduction.
The subsequent results and future scope research were able to be concluded from this
literature work. An additive is playing a magnificent task in increasing the performance of
the diesel engine, improving the combustion and reducing the emissions. The additives are

blended with additives fueled in diesel engine and investigated the characteristics of
performance, combustion and emissions and compared with the diesel fuel.
Joshi et al. [21] this research work of the the unsaturated fatty acids present in biodiesel
are susceptible to oxidation. One of the main criteria used for the quality assessment of
biodiesel is ‘storage oxidation stability’. Oxidation of the esters during the long-term
storage can lead to problems for the utilization of biodiesel in the engine directly.
Therefore, the addition of additives is required to protect the oxidation of biodiesel. This
study investigates the effect of antioxidant additives on oxidation stability of neat biodiesel
[Karanja oil methyl ester (KOME)] and its diesel blends. KOME was prepared by
methanolic KOH catalyzed transesterification of Karanja oil, which was produced from a
non-edible oil feedstock from Indian sub-continent. Various diesel–biodiesel blends
Butylated hydroxy anisole (BHA), Butylated hydroxy toluene (BHT), tert
Butylhydroxyquinone (TBHQ), Propyl-gallate (PrG) and Pyrogallol (PY) antioxidant
additives were selected for this study. Signifificant improvement in oxidation stability as
well as in density and kinematic viscosity of diesel biodiesel blends was observed with all
antioxidants studied. PY, PrG and BHA were found most effective among all antioxidants
tested, and their use in diesel/biodiesel blends showed a greater stabilizing potential. All
the samples were stored at room temperature in air-tight bottles under ambient conditions.
The aim of this study is to fifind the minimum required concentration of most effective
antioxidant to meet the storage oxidation stability specifications. In present work the
Karanja biodiesel was blended with diesel obtained from the retail outlets of three different
Oil companies in northern India, and the effectiveness of five antioxidants on the storage
stability (oxidation stability, density, and kinematic viscosity) of these blends were studied
over a period of 90 days. The B5, B10, B15, B20, B25 and B40 diesel biodiesel blends
were tested under the present study.
Rahman et al. [22] this research work of the effects of adding Multi-Walled Carbon
nanotubes (MWCNTs) to Jojoba methyl ester diesel blended fuel (JB20D) on performance,
combustion and emissions characteristics of a compression ignition engine were
experimentally investigated. The JB20D with 10, 20, 30, 40 and 50 mg/l of MWCNTs
were examined at different engine loads and speeds. Compared to pure diesel, the use of
JB20D without MWCNTs caused a slight decrease in the engine performance and an
increase in the engine emissions at most examined conditions. The MWCNTs–B20D

blended fuel attained a maximum increase of 16% in the brake thermal efficiency and a
decrease of 15% in the brake specific fuel consumption at the dose level of 50 mg/l
compared to JB20D. The MWCNTs-JB20D blended fuel also brought about an
enhancement in combustion characteristics where the peak cylinder pressure, the
maximum rate of pressure rise and the peak heat release rate were increased by 7%, 4%,
and 4%, respectively, at the same dose level. According to the measured emissions, a
significant reduction of engine emissions was achieved at the dose level of 20 mg/l, where
NOx, CO, and UHC were reduced by 35%, 50%, and 60%, respectively. According to the
obtained results, the recommended concentration of MWCNTs in JB20D was concluded to
be 40 mg/l, which could give significant improvements in overall the parameters of engine
performance and emissions with a good balance between them.
Jeyakumar et al. [23] this research work of the identification of next generation biofuels
like Pentanol has emerged as a suitable solution to increased demand for alternate sources
of energy. The present work deals with the effect of Pentanol addition at different
concentrations with Karanja oil biodiesel on performance and emission characteristics of
diesel engines. The experiments were conducted in a single cylinder, water cooled direct
injection diesel engine fuelled with Karanja oil biodiesel blends along with Pentanol
addition of 10% and 20% by volume. The fuel properties of the test samples found to be
within the ASTM limits and can be suitably used in diesel engines. The BTE was found to
be increased and BSFC decreased with Pentanol addition to Karanja oil biodiesel.
Furthermore, the diesel engine fuel with oxygenated fuel blends reduced the CO, HC,
smoke emission along with NOx emission and EGT due to higher latent heat of
vaporization of Pentanol and increase in CO₂.An experimental study was conducted to
compare the performance and emission characteristics of K100 and its blends with
Pentanol in a diesel engine. Engine performance and emission tests were carried out at
different load conditions at a constant speed of 1500rpm without any engine modifications.
Venu et al. [24] this research work of the experimental study is performed to analyze the
effect of (Zr2O3) zirconium nanoadditives of 25ppm on biodiesel (20%)-diesel (80%)
(B20) blends in a direct injection 4.4kW diesel engine. Performance, combustion and
emission characteristics of B20 and B20 blend with 25 ppm (B20+Zr) were compared with
baseline diesel. Peak cylinder pressure is higher for B20 followed by B20+Zr and diesel
fuel at 100% engine load condition. Experimental results revealed that due to the addition

of zirconium nanoparticles, there is a marginal reduction of BSFC and peak heat release
with slight increase in Brake Thermal Efficiency (BTE). Reduction of HC, CO and smoke
is observed in case of zirconium blended biodiesel in comparison with diesel. Nitrogen
oxides and CO₂ emissions were slightly higher for zirconium added blends indicating
better combustion since NOx is predominant during better combustion. A single cylinder
compression ignition engine was operated successfully using diesel, B20 and B20+Zr and
their combustion, performance and emissions are compared. The following conclusions are
drawn based on the experimental results Peak cylinder pressure is higher for B20 followed
by B20+Zr and diesel fuel at 100% engine load condition.
Prakash et al. [25] this study focuses on the effect of particle size of Titanium oxide (TiO₂)
nanoparticle on the emissions characteristics of diesel engine fueled with neat jatropha
biodiesel (HBD100). Titanium oxide as an additive in various particle-sizes of 50 nm and
100 nm is included to HBD100 and termed as HBDTiO₂50 and HBDTiO₂100. The
experimental result proved that the CO and HC emissions are lower for HBD100 than
diesel at max BMEP. TiO₂ nanoparticle further reduces CO and HC emissions for
HBDTiO₂100 than HBD100. NOx emission in HBD100 is higher at max BMEP. When
compared to HBD100, tailpipe NOx and smoke emission was found to be lower when
fueled with HBDTiO₂50 and HBDTiO₂100.The degree of NOx emission in HBD100 is
higher at max BMEP. When compared to HBD100, tailpipe NOx emission was found to
be lower when fueled with HBDTiO₂50 and HBDTiO₂100. When compared to Diesel,
tailpipe smoke emission was found to be lower when fueled with HBD100. TiO₂
nanoparticle further reduces the smoke emission emissions for HBDTiO₂50 and
HBDTiO₂100 when compared to HBD100 owing to its improved catalytic activity.

CHAPTER. 3
3.1 METHODOLOGY
Jatropha seeds
Oil Extruction
Oil Cake Manure
unit
Detoxification Animal Feed
Lamp/stove Jatropha oil
Alcohol and Refined

Transesterification Crud glycerol
Ctalyst Glycerol
Crude
Soopl condle
biodiesel
Water Washing tank Washed water
Pure biodiesel
Nano additives Blend Convention

with catayst B40 diesel
Magnetic stirrer
Sonicationc process
(ultrasonic cleaner)
Diesel Engine

Four stroke diesel engine
Load Performance test Calorimeter
Exhaust gas
analyzer
Injection pressur BP, SFC, Efficency
Emission display
unit
NOx, COx, HC
Fig. 5 Biodiesel preparation process.
3.2 OBJECTIVES
1. To prepare a blend B40 with a conventional diesel along with jatropha biodiesel along
with nanoadditives.
2. To study the influence of different nanoadditives in biodiesel.
3. To study the influence of the injunction pressure on the performance of L-S Diesel
engine.
4. To study the characteristic behavior of the blend at variable load condition.
5. To study the character behavior of the blend at variable load condition. To study the
NOx and COx emission of blind and convention diesel.

CHAPTER. 4
4.1 EXPERIMENTAL SETUP AND METHODOLOGY

The present work involves the setting up of transesterification process set up and
experimental test rig of CI engine. Therefore, an experimental set up was made with
necessary instrumentation in order to evaluate the performance, emission and combustion
parameters of the compression ignition engine at different operating conditions. Jatropha
oils have higher viscosity and are undesirable. It is therefore necessary to reduce the
viscosity and separate the glycerin content of Jatropha oil. For this purpose, the
transesterification of Jatropha oil is more suitable. This chapter discusses the details of the
transesterification setup, experimental setup, instruments used and development of certain
components and software needed for the work.
Fig 6. The comprehensive steps involved in the investigation of nano-fuel

blends in diesel engine
4.2 Nano-biodiesel preparation
The nanofluids should be free from sedimentation for a long duration, and the suspension
should be stable without any agglomeration. The ultra-sonication technique to be the most
suitable method for the preparation of nanofluids. The method prevents the particles from
agglomerating and enables the agglomerated nanoparticles back to their nanometer range.
There are two approaches for supplying ultrasonic waves in the adopted ultra-sonication
method; the direct Sonication, in which the immersed ultrasound probe supplies the
required ultrasonic waves for complete particle dispersion of nanoparticles in the fluid; and

the second method, indirect Sonication, also known as the bath type sonicator, in which the
container with the sample is introduced in a bath of liquid, through which the ultrasonic
waves are transmitted. There are three physical mechanisms of ultra-sonication method in
the fluids; formation of free radicals, localized heating, and cavitation of fluids. The
ultrasound frequency of waves determines the size of the bubbles in the liquid. The
disintegration of bubbles and cavitation can instigate improper dispersion and the fracture
of solids. The cavitation decreases as there is an increased frequency, leading to a
reduction in the bubble size and nucleate. The rapidly expanding nucleating bubbles at the
solid surfaces can thrust the particles apart where the large bubbles are produced due to
low-frequency waves and high energy forces arise as they collapse. The Al₂O₃
nanoparticles were mixed with a JOME (B40) using the ultra-sonication bath for a duration
of 120 min. The same procedure is done for different blends by adding SiO₂ and TiO₂
Nano particles. A probe sonicator with a probe diameter of 12 mm and a frequency of 40
Hz was used in blending the solution to avoid any agglomeration. The ultrasonic waves
were passed through each fuel blend for duration of 20-30 min. Fig.7 shows the schematic
diagram of ultrasound assisted HOME-NPs biodiesel blends production unit. The prepared
fuel is called nano-fuel as it contains NPs dispersed in the base biodiesel-diesel fuel blend.
Fig.7 The a) Pictorial representation and b) Schematic diagram of ultrasound-assisted fuel

Nano-particles blend production unit.

4.3 Properties of fuels used
Properties Diesel JATROPA JOME B20 B40 B40Al₂O₃80 B40SiO₂80 B40TiO₂
Chemical
C13H24 ---- ---- ---- ---- ----
Formula
Density
840 927 870 855 856 873 866 857
(kg/m3)
Calorific
value 43,000 35,800 38,450 42,212 39,800 40,376 40,178 40,558
(kJ/kg)
Viscosity
2-5 56 5.5 4.12 3.99 4.22 4.21 4.18
(cSt)
Flashpoint
75 187 170 104 108 113 136 148
(oC)
Cetane
45-55 40 44 ---- ---- ----
Number
Carbon
Residue 0.1 0.66 ---- ---- ---- ----
(%)
4.4 EXPERIMENTAL SET UP

The present work involves the setting up of transesterification process set up and
experimental test rig of CI engine. Therefore, an experimental set up was made with
necessary instrumentation in order to evaluate the performance, emission and combustion
parameters of the compression ignition engine at different operating conditions. Crude
vegetable oils have higher viscosity and are undesirable. It is therefore necessary to reduce
the viscosity and separate the glycerin content of vegetable oil. For this purpose, the
transesterification of vegetable oil is more suitable for all vegetable oils. This chapter
discusses the details of the transesterification setup, experimental setup, instruments used
and development of certain components and software needed for the work.
4.5 TRANSESTERIFICATION SET UP

The transesterification set up consists of a 2 liter capacity round bottom flask with three
necks to it and is placed in a water container for heating the oil [Fig. 8]. A heater with
temperature regulator was used for heating the oil in the round bottom flask. A high speed

motor with a magnetic stirrer in the form of rotating element was used for mixing the oil
vigorously. In the transesterification process triglycerides of jatropha oil react with methyl
alcohol in the presence of a catalyst (NAOH/KOH) to produce fatty acid ester and glycerol.
In this process 1000 gm of jatropha oil, 240 gm methanol and 8 gm sodium hydroxide
were taken in a round bottom flask. Fig. 9 show items required for transesterification
process such as Methanol, Sodium hydroxide, Sodium Sulfate and Silica gel containers.
All the contents were heated up to 700C and stirred by the magnetic stirrer vigorously for
one hour when the ester formation begins. The mixture was transferred to a separating
funnel and allowed to settle down under gravity for overnight. The upper layer in the
separating funnel forms the ester and the lower layer being glycerol was removed from the
mixture [Fig.10]. The separated ester was mixed with 250 gm of hot water and allowed to
settle under gravity for 24 hours. Water washing removes the fatty acids and catalyst
dissolved in the lower layer and was separated. Fatty acids and dissolved catalyst were
removed by using a separator funnel. Silica gel crystals were added to remove the moisture
from the ester [Fig. 11].
Fig. 8 Equipment for Transesterification Fig. 9 Methanol, Sodium hydroxide, Sodium

Sulfate and Silica gel containers
Fig. 10 Separation of JOME and Glycerin

Fig. 11 Washing and moisture removal from JOME
4.4 NANO-BIODIESEL PREPARATION (Papers Given)

ENGINE TEST RIG
Diesel engine test rig used in the present study
The schematic view of the experimental test rig Fig.11 and its photographic view. The CI
engine used for the current study had a cubic capacity of 661 cc and rated BP of 5.2 kW. It
is water cooled, 4 stroke engine. The speed of 1500 rpm kept constant. The specifications
of the engine are presented in Appendix1.
APPENDIX 1
Specifications of the engine
Make and Model Kirloskar, TV1
No. of Cylinders One
Orientation Vertical
Cycle 4 Stroke
Ignition System Compression Ignition

Bore X Stroke 87.5mm X 110mm
Displacement Volume 660 cc
Compression Ration 17.5 : 1

Arrangement of valves Overhead
Combustion Chamber Open Chamber (Direct Injection)
Rated Power 5.2 kW (7 HP) @1500 rpm
Cooling Medium Water cooled
Table. 2 Specification of the engine

Engine used was coupled to an eddy current type dynamometer to load it. A water-cooled
type piezo-electric pick up having range from 0 to 250 bar was fitted to the cylinder head
for acquiring engine cylinder pressure. The position of the crankshaft was obtained using
an optical crank angle (CA) encoder (Make: Kistler, Model: Type 2613B) for acquiring
cylinder pressure at different CA. Sensors were fixed to the engine test rig for interfacing
and recording temperature and load values. Test rig used has a stand-alone panel box. This
box has air box, two separate fuel tanks for duel fuel test (BDFs and Diesel), water
manometer, system to measure fuel, air and fuel flow measurement transmitters, process
indicator and engine indicator. Two rota-meters are provided in the test rig, one for engine
cylinder water measurement and another for calorimeter water flow measurement. IOP and
fuel IT specified by the engine manufacturer were 205 bar and 23o bTDC respectively for
diesel operation. Governor provided in the engine controlled the engine speed and
maintained it constant. CI engine had a hemispherical combustion chamber (HCC).
Cooling of the engine cylinder was happened with circulating cold water through the
jackets. Compression ratio was kept constant at 17.5.
Fig. 11 Schematic view of the experimental test rig.

Calculations:
��
1) ƞBTE =
��×��
1.04
Cv = 41368
0.1225 = ��×41368 � = 875
Cd = 0.62
Mf =
1.04
0.1225×41368
D = 2× 10−2
( Mf = 2.0522× 10−4 kg/sec )
25×10−6 ×�
2) Mf = �� 25��
25×10−6 ×875
2.0522× 10−4 = �� 25 ��
25×10−6 ×875
Time taken for 25 cc = 2.0522×10−4
= 106.59 Sec.
�
3) �� = �a 4 × �2 × �� × 2 × � × ��
3.141
= 1× × (2 × 10−2 )2× 0.62 × (2 × 9.81 × 61)
4
�� = 6.7392× 10−3 ��/�

1. IOP: 200 bar AL2O3

Time taken for 25 cc of oil Exhaust Manometer Reading
Speed Smoke HC
Brake gas Temp
power KW rpm Time in sec Mf kg/s mm m mair kg/sec HSU ppm
C
0 0 1500 - _
182 67 - 38 35
4 1.04 1500 113.83 1.92*10 -4

239 64 6.903*10 -3
42 38
8 2.08 1500 88.27 2.47*10-4 301 60 6.684*10-3 45 43
12 3.12 1500 69.82 3.12*10-4 375 57 6.515*10-3 49 49
16 4.16 1500 57.08 3.82*10-4 463 55 6.399*10-3 60 57
20 5.20 1500 44.60 4.89*10 -4

545 52 6.222*10 -3
79 80
FUEL USED B40 AL2O3 Jatropha Bio Diesel

Peak
Brake NOx D CD HRR
power KW CO % Pressure BTE % ηvolume mair/mf
ppm ºCA ºCA J/ ºCA
bar
0 0 0.115 75 0
4 1.04 0.115 228 13.45 36.04
8 2.08 0.130 472 20.86 27.06
12 3.12 0.140 767 24.75 20.86
16 4.16 0.152 1057 58 26.98 11.60 49 16.75
20 5.20 0.233 1178 66 26.35 10.70 53 12.73
IOP: 220 bar AL2O3

Brake Speed Smoke HC
gas Temp
C
0 0 1500 179 70 35 32
4 1.04 1500 118.48 1.84*10 -4

236 67 7.063*10 -3
38 34
8 2.08 1500 92.03 2.37*10-4 295 63 6.849*10-3 41 39
12 3.12 1500 71.26 3.06*10 -4

368 61 6.739*10 -3
45 45
16 4.16 1500 58.43 3.73*10-4 459 59 6.628*10-3 56 52
20 5.20 1500 45.44 4.80*10 -4

539 55 6.399*10 -3
75 78

Peak
Brake NOx D CD HRR
bar
0 0 0.095 79 0
4 1.04 0.108 234 14 38.38
8 2.08 0.126 478 21.75 28.91
12 3.12 0.138 773 25.26 22.02
16 4.16 0.142 1063 59 27.62 11.4 46 17.76
20 5.20 0.225 1183 67 26.85 10.4 50 13.34

IOP: 240 bar AL2O3

Speed Smoke HC
Brake gas Temp
C
0 0 1500 171 71 32 29
4 1.04 1500 126.95 1.72*10 -4

229 68 7.115*10 -3
35 31
8 2.08 1500 95.72 2.28*10-4 289 65 6.957*10-3 38 36
12 3.12 1500 74.30 2.93*10-4 362 63 6.849*10-3 42 41
16 4.16 1500 60.30 3.62*10-4 453 62 6.794*10-3 53 49
20 5.20 1500 47.14 4.62*10 -4

530 57 6.515*10 -3
72 75

Peak
Brake NOx D CD HRR
bar
0 0 0.085 83 0
4 1.04 0.092 237 15 41.43
8 2.08 0.115 482 22.62 30.54
12 3.12 0.130 778 26.34 23.34
16 4.16 0.135 1068 60 28.50 11.2 44 18.79
20 5.20 0.215 1189 61 27.85 10 48 14.08
IOP: 220 bar

2. IOP: 200 bar SIO2
Speed Smoke HC
Brake gas Temp
C
0 0 1500 188 65 41 38
4 1.04 1500 106.64 2.031*10 -4

243 62 6.7942*10 -3
45 41
8 2.08 1500 83.64 2.588*10-4 305 58 6.5714*10-3 48 46
12 3.12 1500 66.77 3.2423*10 -4

379 55 6.3992*10 -3
52 52
16 4.16 1500 54.36 3.9822*10-4 468 53 6.2818*10-3 63 60
20 5.20 1500 42.57 5.0854*10 -4

550 49 6.0401*10 -3
82 84
FUEL USED B40 SIO2 Jatropha Bio Diesel

Peak
Brake NOx D CD HRR
bar
0 0 0.115 70 0
4 1.04 0.12 224 12.75 38.38
8 2.08 0.135 468 20 28.91
12 3.12 0.146 763 23.95 22.02
16 4.16 0.157 1053 56 26 11 51 17.76
20 5.20 0.24 1174 64 25.45 10 55 13.34

IOP: 220 bar SIO2

Speed Smoke HC
Brake gas Temp
C
0 0 1500 183 67 38 35
4 1.04 1500 111.74 1.9374*10 -4

239 64 6.9029*10 -3
40 36
8 2.08 1500 86.77 2.4949*10-4 299 60 6.6837*10-3 43 41
12 3.12 1500 69.14 3.1312*10-4 372 58 6.5714*10-3 47 47
16 4.16 1500 56.35 3.8419*10-4 463 56 6.4571*10-3 58 54
20 5.20 1500 44.16 4.9024*10 -4

545 52 6.2222*10 -3
77 80

Brake Peak
NOx D CD HRR
bar
0 0 0.112 76 0
4 1.04 0.115 230 13.36 35.62
8 2.08 0.130 474 20.75 26.78
12 3.12 0.144 769 24.80 20.98
16 4.16 0.154 1058 58 26.95 11.6 47 16.80
20 5.20 0.236 1179 66 26.40 10.4 51 12.69
IOP: 220 bar

IOP: 240 bar SIO2
Speed Smoke HC
Brake gas Temp
C
0 0 0.088 79 179 69 35 32
4 1.04 1500 118.09 1.8332*10 -4

233 66 7.0100*10 -3
39 34
8 2.08 1500 91.11 2.3769*10-4 293 62 6.7942*10-3 42 39
12 3.12 1500 71.31 3.0357*10 -4

366 60 6.6837*10 -3
46 45
16 4.16 1500 57.71 3.7514*10-4 457 58 6.5714*10-3 57 52
20 5.20 1500 45.16 4.7934*10 -4

535 54 6.3408*10 -3
76 78

Peak
Brake NOx D CD HRR
bar
0 0 0.095 79 0
4 1.04 0.95 234 14.12 38.23
8 2.08 0.125 478 21.78 28.58
12 3.12 0.138 772 25.58 22.01
16 4.16 0.146 1062 60 27.60 11.6 45 17.51
20 5.20 0.228 1183 68 27 10.10 49 13.22

3. IOP: 200 bar TIO2

Speed Smoke HC
Brake gas Temp
C
0 0 1500 177 70 36 33
4 1.04 1500 119.65 1.7906*10 -4

235 67 7.0629*10 -3
40 36
8 2.08 1500 91.90 2.3311*10-4 297 63 6.8488*10-3 43 41
12 3.12 1500 71.85 2.9816*10-4 371 60 6.6837*10-3 47 47
16 4.16 1500 58.73 3.6475*10-4 459 58 6.5714*10-3 58 55
20 5.20 1500 45.98 4.6588*10 -4

541 54 6.3408*10 -3
77 78
FUEL USED B40 TIO2 Jatropha Bio Diesel

Peak
Brake NOx D CD HRR
bar
0 0 0.115 75 0
4 1.04 0.110 233 14.32 39.44
8 2.08 0.121 479 22 29.38
12 3.12 0.132 772 25.80 22.93
16 4.16 0.141 1063 60 28.12 11.2 46 18.01
20 5.20 0.232 1183 68 27.52 10.3 50 13.61
IOP: 220 bar

IOP: 220 bar TIO2
Speed Smoke HC
Brake gas Temp
C
0 0 1500 179 65 35 32
4 1.04 1500 123.99 1.7279*10 -4

231 64 7.1675*10 -3
35 32
8 2.08 1500 93.66 2.2874*10-4 289 65 6.9567*10-3 38 37
12 3.12 1500 74.36 2.8811*10 -4

363 63 6.8488*10 -3
42 43
16 4.16 1500 59.78 3.5838*10-4 456 61 6.7392*10-3 53 50
20 5.20 1500 46.79 4.5789*10 -4

536 57 6.5145*10 -3
72 76

Peak
Brake NOx D CD HRR
bar
0 0 0.095 79 0
4 1.04 0.095 238 14.84 41.48
8 2.08 0.122 483 22.42 30.41
12 3.12 0.131 778 26.70 23.77
16 4.16 0.135 1071 61 28.62 11 44 18.80
20 5.20 0.22 1190 69 28 10 48 14.22

IOP: 240 bar TIO2

Speed Smoke HC
Brake gas Temp
C
0 0 1500 182 67 38 35
4 1.04 1500 126.85 1.69*10 -4

225 68 7.115*10 -3
32 29
8 2.08 1500 96.39 2.22*10-4 284 65 6.957*10-3 35 34
12 3.12 1500 74.69 2.87*10-4 357 63 6.849*10-3 39 38
16 4.16 1500 60.71 3.52*10-4 446 62 6.794*10-3 50 47
20 5.20 1500 47.26 4.53*10 -4

526 58 6.515*10 -3
68 73

Peak
Brake NOx D CD HRR
bar
0 0 0.115 75 0
4 1.04 0.09 240 15.20 42.17
8 2.08 0.11 486 23.10 31.33
12 3.12 0.128 780 26.85 23.90
16 4.16 0.130 1065 62 29.10 10.9 42 19.27
20 5.20 0.20 1189 63 28.32 9.6 46 14.38

The variation of BET with BP for various fuel blends.

The variation of smoke with BP for various fuel blend.

The variation of HC emission with BP for various fuel blends.

The variation of CO with BP for various fuel blends.

The variation of NO with BP for various fuel blends.

Exhaust gas temperature

Phase 2 (JBD) 1

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Phase 2 (JBD) 1

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Study on influence of different nano-additives in jatropha biodiesel

1.2 List of Fuel

1.3 Types of Fuel

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 1

1.4 Alternative Fuels

1.4.1 What is meant by Alternative Fuel?

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 2

Solar energy Natural gas

Hydropower Nuclear fuel

Energy from urban waste

Fig .1 flow chart of alternative fuel types,

To increase the production of second-generation biofuels, it is necessary to create

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 3

1.4.2 Types of alternative diesels.

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 4

Hydrogen is a potentially emissions-free alternative fuel that can be produced from

6. Compressed Natural Gas

7. Liquefied Natural Gas

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 5

1.5 Importance of alternative fuel

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 6

• Green house emission

• Fast depletion of fossil fuel reserves

• Substitute to diesel fuel

• Minimum/without engine modifications

• Less pollute eco-friendly

• Decentralizing of production of fuel

• Reduce the transportation cost

• Self-reliance in fuel to farmers

Fig. 2 Basic components of IC Engine

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 7

1.7 Types of Internal Combustion Engines (ICE),

3. Nature of Thermodynamics Cycle Used

b) Water Cooling gain

5. Speed of The Engine

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 8

8. Arrangement of The Engine Cylinder

1.8 Diesel Engine.

1.8.1 Parts of a Four Stroke Engine

1.8.2 Working of Internal Combustion ( IC ) engine.

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 9

Fig. 3 Schematic diagram of diesel engine setup.

1.9 Applications of diesel engine.

• Non -road diesel engine.

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 10

1.10 Characteristics of diesel engine.

N – angular speed (rpm)

v- volume of fuel consumed (liter)

t -time taken to consume the fuel (km/lit)

ρ- density of fuel used (kg/m³)

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 11

 Specific Fuel Consumption (SFC)

 Indicated Thermal Efficiency

 Calorific Value of the Fuel

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 12

 Brake thermal efficiency

Common pollutants include unburned hydrocarbons (HC), carbon monoxide (CO),

Fig. 4 Composition of emission.

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 13

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 14

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 15

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 16

GOVERNEMENT ENGINEERIG COLLEGE HAVERI Page 17

�� = 6.7392× 10−3 ��/�

8 2.08 1500 88.27 2.4710-4 301 60 6.68410-3 45 43

12 3.12 1500 69.82 3.1210-4 375 57 6.51510-3 49 49

16 4.16 1500 57.08 3.8210-4 463 55 6.39910-3 60 57

8 2.08 1500 92.03 2.3710-4 295 63 6.84910-3 41 39

16 4.16 1500 58.43 3.7310-4 459 59 6.62810-3 56 52