ADVANCED COMBUSTION IN
FI ENGINE USING GASOHOL
FUEL
MOHAN K*, KARTHICK KANNAN
V.R, KAVIN S.A, NITHISKUMAR K,
THINESHWARAN T
Department of Mechanical
Engineering, Sri Krishna College Of
Technology
*Assistant Professor
Abstract: Increase in pollution and
reduction in non-renewable resources
like coal, petroleum, etc. has led the
automotive industry to jump to
electric and solar vehicles. But they
are not completely welcomed by the
consumers all over the world. So, in
order to reduce emission of toxic
gases and to satisfy the consumers the
only way is alternative fuels (e.g.
vegetable oils, animal fats, cooking
oil, etc.). Mostly vegetable oils are
used for biofuel production .Rice bran
oil extracted from the milling process
of paddy is used as the source for
biodiesel production here in the name
of the process transesterification. It is
the process of adding alcohol to the
methyl esters of oil, also a catalyst
(mostly base). After that, the biofuel is
blended with commercial fuel (diesel,
petroleum) in certain ratios called B2,
B5, B20, B40, B50, B100 etc. where
“B” represents Biodiesel and the
numbers represent the amount of
biodiesel to be blended with diesel in
percentage. At last, these blends are
put into some tests and their results
are compared with straight diesel.
Keywords: Vegetable oil (rice bran
oil), transesterification, blending,
performance tests, comparison.
1. INTRODUCTION
Researchers all over the world have
been searching for an alternative
source for fuels to run the
automobiles in order to reduce the
pollution and increase efficiency and
also due to depletion of petroleum
resources. After few years, it came to
know that oils from plant seeds could
be converted into biofuels. Apart from
that used cooking oil and animal fats
are also being used in the production
process of biofuels [1]. CI engines are
aimed to give high thermal efficiency
and low specific fuel consumption,
but the recently implemented
emission norms has made the auto
industry to develop new and advanced
tools and technology to meet those
norms. As a result, biodiesels were
produced from natural sources. It‟s a
liquid made of fatty acid methyl ester
or a long chain mono alkyl esters.
This methyl ester is reacted with an
“OH” group like methanol or ethanol
in the presence of a catalyst. This
reaction converts the methyl ester into
triglyceride and glycerol is obtained
as a by-product. As mentioned above
this biodiesel is mostly used in blends
rather than pure form in CI engines
[2]. Rice bran oil is used as the
feedstock for the production of
biodiesel here. The bran is the by-
product obtained from the milling
process of paddy and it is the most
nutritious oil among others since it
contains antioxidants and free fatty
acids (FFA). It also has a high
smoking point which is suitable for
frying foods [3]. Due to low fatty
acids of rice bran oil, it is directly
carried out to the transesterification
process. After this process, the crude
biodiesel is pretreated to obtain pure
biodiesel. From this many
composition of this fuel is prepared to
blend with commercial fuels like
diesel, petroleum, etc. [4].
2. OIL EXTRACTION
Rice bran oil is obtained as a by-
product while processing of rice
either by mechanical or chemical
solvent extraction process. During
this process crude rice bran oil and
defatted rice bran is obtained. The
oil obtained from the mechanical
milling process is filtered and
directed to the next important step
in biodiesel production i.e.
transesterification.
3. TRANSESTERIFICATION
Vegetable oils cannot be used
directly in compression ignition
engines because of their high
viscosity and low volatility. This
property of the oils results in
incomplete combustion, engine
deposits and carbon deposits sin
the injector. So some processes are
available to change their properties
to match the commercial
hydrocarbon fuels by converting
them into biodiesel. The most
successive and well established
method in converting oils into
biodiesel is transesterification.
It‟s the process of adding alcohol
(methanol or ethanol) to the
triglycerides in the oil in the
presence of alkali or acid catalyst.
It‟s a reversible process with
biodiesel as main product and
glycerol as the by-product. The
OH group in the alcohol reacts
with triglycerides and forms ester
(biodiesel) and glycerol. Methanol
and NaOH are used here.
 oC, cSt
Viscosity Index 579
Volatile matters, % 3.24
Saponification value mg of 177.23
KOH/gm of sample
At first, 2 liters of vegetable oil Specific gravity at 30 deg C 0.868
is heated at a temperature of 65°C in a
flask. Then the catalyst (NaOH) is FUEL BIODIESE DIESE
dissolved in methanol and this PROPERTI L L
mixture is poured into the heating ES
vegetable oil and stirred continuously. Density @ 0.866 0.829
o o 3
20 C, gm/cm
At 55 C, the mixture is heated for
Viscosity @ 4.627 3.21
about one hour. After a period of 6 o
40 C, cSt
hours, the biodiesel and the by- Calorific 37.27 44.58
product glycerol are formed into two Value, MJ/kg
layers – upper and lower respectively Cetane 51.6 47.2
in the separating funnel. From this Number
glycerol is removed and crude 4. BLENDING
biodiesel is washed with distilled Biodiesel is obtained in its purest
water to remove impurities like form after the purification process.
methanol and the catalyst. Finally This biodiesel is denotes as B100 i.e.
pure biodiesel is obtained and the it contains 100% pure biodiesel. But
properties of this fuel are in the below this pure biodiesel cannot be tested in
table 1 an IC engine without engine
Table 1 Oil Properties modifications and also the pure
biodiesel may freeze under low
PROPERTIES Biodiesel temperatures. To prevent this and to
Acid value, mg of KOH/gm of 0.08 improve the engine performance, this
sample
alternative fuel is blended with
Ash Content, % by mass ND(LOD
:0.02%) commercial diesel in different
Density @ room temp, g/cc 0.866 compositions and compared with the
Flash point Oc 81 characteristics of straight diesel. The
Kinematic Viscosity @ 40 4.627 blends are B6, B9, and B20. The
o
C, cSt numbers after the „B‟ represents the
Kinematic Viscosity @ 100 2.294 composition or percentage of
biodiesel to be added with diesel. For No
eg, B6 is 6% percent biodiesel 1. Desnity @ 25oC 0.812
blended with 94% commercial diesel. gm/cc
After blending, the fuels are tested in 2. Viscosity @ 4.1 cSt
40oC
a single cylinder, four stroke
3. Flash Point 77oC
Kirloskar engine. The blends are as 4. Fire Point 89oC
given in the figures 4, 2 and 3. 5. Calorific Value 42.5 MJ/kg
Table 6 Diesel properties
Sl, PROPERTIES RESULT
No
1. Density @ 25oC 0.829 gm/cc
2. Viscosity @ 3.21 cSt
o
40 C
3. Flash Point 52oC
Fig 1 B6 Fig 2 B9 Fig 3 B20
4. Fire Point 78°C
Table 3 B6 properties 5 Calorific Value 44.58 MJ/kg
5. ENGINE TEST
Sl, PROPERTIES RESULT
No The engine setup consists of
1. Density @ 25oC 0.798gm/cc
2. Viscosity @ 3.25 cSt single cylinder, four stroke, VCR
o
40 C (Variable Compression Ratio) diesel
3. Flash Point 65oC
4. Fire Point 71oC engine connected to eddy current type
5 Calorific Value 45.8MJ/kg dynamometer for loading. The above
Table 4 B9 properties
mentioned engine was available in Sri
Sl, PROPERTIES RESULT
No Ramakrishna Engineering College.
1. Desnity @ 25oC 0.801gm/cc And performance & emission tests
2. Viscosity @ 3.29 cSt
o
40 C were taken.
3. Flash Point 68oC
4. Fire Point 76oC Table 7.Engine Specifications
5 Calorific Value 44.9MJ/kg
Table 5 B20 properties
Sl, PROPERTIES RESULT
 This figure shows that the indicated
TYPE OF FUEL DIESEL
power of the B6 is getting higher than
Capacity 3.5kw @ 1500rpm
the diesel.
Compression 12:1 To 18:1
Ratio
Load (Kg) vs BP (kW)
Cylinder Bore 87.5mm
4

BP(kW)
Diameter B6
2
B9
Stroke length 11033 0 B20
Orifice Diameter 20mm 0.34 2.21 4.02 6.06 7.91
Diesel
Load (Kg)
Dynamometer 185mm
Fig 5 Load vs. BP
arm length
Connecting rod 234 The brake power of the diesel is
length higher than the other combinations
Loading device Eddy current since diesel has a higher compression
dynamometer ratio. But the other B6,B9 and B20
Make of the Kirloskar are same and linear in increasing
engine

6. RESULT AND DISCUSSION

PERFORMANCE COMPARISON:

load Vs. IP
Fig 6 Load vs. FP
10
B6
IP ()kW)

5
B9 The actual power developed due to
0
0.342.214.026.067.91 B20 combustion of air-fuel mixture by the
load (kg) Diesel
engine cylinder. The friction power of
Fig 4 Load vs. IP
diesel is very low as compare to other B9 and B20 this will increasing in
biodiesel B6, B9 and B20 same region of the pressure

Load (Kg) vs IMEP (bar) Load (Kg) vs SFC

20 (Kg/kWh)
IMEP (bar)

B6
10 5
B9

SFC (Kg/kWh)
B6
0
B20 B9
0.34 2.21 4.02 6.06 7.91
0
Load (Kg) Diesel B20
0.27 2.11 4.03 5.87 7.96
Load (Kg) Diesel
Fig 7 Load vs. IMEP
Fig 9 Load vs. SFC
Indicated mean effective
pressure is of B6, B9 and B20 are The figure above shows that the

higher than the diesel. Most of the B20 has consumed less fuel as

blends are having the higher BTE compare to diesel. The blends of B6
and B9 have the same specific fuel

Load (Kg) vs BMEP consumption.

(bar)
6 Load (Kg) vs Torque
BMEP (bar)

4 B6
2
(Nm)
B9
0 50 B6
B20
Torque (Nm)

0.34 2.21 4.02 6.06 7.91 B9

Diesel 0
Load (Kg)
0.27 2.11 4.03 5.87 7.96 B20
Load (Kg) Diesel
Fig 8 Load vs. BMEP
Fig 10 Load vs. TORQUE
Brake thermal efficiency of the diesel
is higher as compare to other The figure shows that the torque of

combination since the BTE of the the diesel is increasing and the

diesel is high as compare to the B6, biodiesel blends are slightly lower
than the diesel torque
 Load (Kg) vs Mech Eff. Load (Kg) vs Co2
(%) 4
B6

Co2
2
100 B9
B6
Mech Eff. (%)

0
B9 0 2 4 6 8 B20
0
0.27 2.11 4.03 5.87 7.96 B20 Load (Kg) Diesel
Load (Kg) Diesel
Fig 13 Load vs. CO2
Fig 11 Load vs. Mech Eff
The carbon-dioxide which is emitted
The mechanical efficiency is higher in from the diesel engine after we using
diesel when the percentage of the the bio-diesel the CO2 is reduced by
other biodiesel is lower than the using this biodiesel. The diesel will
mechanical efficiency emit more carbon-dioxide

EMISSION COMAPRISON:
Load (Kg) vs NOX
Load (Kg) vs Co 300
0.1 B6 200 B6
Co

NOX

B9
0 100 B9
0 2 4 6 8 B20
0 B20
Load (Kg) Diesel 0 2 4 6 8 Diesel
Load (Kg)
Fig 12 Load vs. CO

The carbon monoxide is of the blends Fig 14 Load vs. NOx

are very low as we know that the When sufficient amount of oxygen is
biodiesel is an renewable energy. So present complete combustion place
this will reduce the CO emission. B9 which in turn will raise the
blend reduce the more CO than B20 temperature of products above a
certain adiabatic flame temperature.
Due to this reason the NOx.
 alternative source of fuel and
Load (Kg) vs HC represent a key target for the future
40 energy market that can play an
B6
important role in maintaining energy
HC

20
B9
0 security. It is primarily considered as
B20
0 2 4 6 8 potentially cheap, low-carbon energy
Diesel
Load (Kg) source.
Fig 15 Load vs. HC REFERENCES:

The chemical compound composed 1. Subhan Kumar Mohanty’s “A

exclusively of hydrogen and carbon Production of biodiesel from rice
bran oil and experimenting on
atoms. The HC is increased in the small capacity diesel engine”
diesel but in biodiesel the HC is
2. J.Jayaprabakar’s “Optimization
reduced partially to the substance. of Rice bran biodiesel blends on
CI engine and Investigating its
Load (Kg) vs O2 effects”

50 B6 3. Dayang Norulfairuz Abang

Zaidel’s “Production of biodiesel
O2

0 B9
0 2 4 6 8 B20
from rice bran oil”
Load (Kg) Diesel
4. Shailendra Sinha’s “Biodiesel
Fig 16 Load vs. O2 development from rice bran oil:
Transesterification process
The O2 which is emitted from the optimization and fuel
diesel is very high as compare to the characterization”
biodiesel. When the molecule likely 5. Tin Mar Lar Thein’s “Acid-
involved in a chemical reaction Catalyzed Esterification
affected by oxygen in the air is Pretreatment of High Free Fatty
composed of two oxygen. Biodiesel Acid Crude Rice Bran Oil for
emits less amount of O2 Biodiesel Production”

7. CONCLUSION 6. R.Dhivagar, S.sundararaj

To conclude Biofuels have been “Biodiesel from lemon and lemon
increasingly explored as a possible grass oil and its effects on engine
performance and exhaust
emission”