Report On Biodiesel

EFFECT OF INJECTION PRESSURE ON VIBRATION,
NOISE AND PERFORMANCE ANALYSIS OF DIESEL

ENGINE USING COCONUT BIODIESEL AND IT’S BLENDS
A Project report submitted

in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
in
MECHANICAL ENGINEERING
by
Y. HARSHA VARDHAN
(19331A03G6)
Under the esteemed guidance of

Dr. B. MADHAVA VARMA
Sr. Assistant Professor
DEPARTMENT OF MECHANICAL ENGINEERING

MAHARAJ VIJAYARAM GAJAPATHI RAJ COLLEGE OF ENGINEERING
(Autonomous)
Approved by AICTE, New Delhi, Re-accredited by NBA of AICTE, NAAC of UGC and
Permanently Affiliated to Jawaharlal Nehru Technological University, Kakinada,
Listed u/s 2(f) & 12(B) of the UGC Act 1956)
VIZIANAGARAM
2019 – 2023
MAHARAJ VIJAYARAM GAJAPATHI RAJ COLLEGE OF ENGINEERING
(Autonomous)
CERTIFICATE
This is to certify that thesis entitled “EFFECT OF INJECTION PRESSURE ON VIBRATION,

NOISE AND PERFORMANCE ANALYSIS OF DIESEL ENGINE USING COCONUT
BIODIESEL AND IT’S BLENDS” being submitted by Y.Harsha Vardhan (19331A03G6) in
partial fulfillment of the requirement for the award of the degree of Bachelor of Technology in
Mechanical Engineering is a record of bonafide work done by her/him under my/our supervision
during the academic year 2019 -2023.
Dr. B. Madhava Varma Dr. S. Adinarayana
Sr. Assistant Professor Professor & HoD
Department of Mechanical Engineering Department of Mechanical Engineering
MVGR College of Engineering (A) MVGR College of Engineering (A)
Vizianagaram. Vizianagaram.
INTERNAL EXAMINER EXTERNAL EXAMINER
i
ACKNOWLEDGEMENT
I avail this opportunity to extend hearty indebtedness to Dr. B. Madhava Varma, Sr. Assistant
professor, Department of Mechanical Engineering, for valuable guidance, constant
encouragement, and kind help at different stages of the execution of this dissertation work. We are
extremely grateful to Mr. RAJESH, Assistant Professor, Department of Mechanical Engineering
for his cooperation, valuable suggestions, and constant motivation that greatly helped the project
work to get successfully completed.
I also thank Dr. N. Ravi Kumar, Professor, Department of Mechanical Engineering for his
suggestions throughout the project.
I also express our sincere gratitude to Dr. S ADINARAYANA, Professor and Head of the
Department, Department of Mechanical Engineering for his support and guidance in our
project work.
I consider it our privilege to express our deepest gratitude to Prof K.V.L. Raju, Principal,
M.V.G.R College of engineering for providing valuable departmental facilities for successful
completion of our project work.
I would also like to thank Mr. G. Koteswara Rao, Technician, Thermal Engineering laboratory
for his assistance and help in carrying out experiments and we also thank our friends who helped
in our project work.
Y. Harsha Vardhan(19331A03G6)
ii
ABSTRACT
Fossil fuels have a significant impact on the transportation system, with carbon monoxide
emissions being mainly attributed to their use. The use of petroleum-based products also leads to
a higher level of emissions and particulate matter. Moreover, it is predicted that fossil fuels will
be depleted by the end of this century. To reduce dependence on fossil fuels and lower emissions
from engines, the Government of India is encouraging the blending of alcoholic fuels and
biodiesels with fossil fuels. The usage of methanol has resulted in reducing the oil import cost for
the country and, in turn, improving the country's GDP. In this study, Methanol and coconut
biodiesel are used as alternative fuels because they are renewable and produced from biomass. In
this study, the experiments have been carried to find out performance, vibration, noise and
emission characteristics of various blends such as D100(diesel 100%), D90B10(diesel 90%
coconut biodiesel 1 0%), D80B20 (diesel 80%, coconut biodiesel 20% ), D70B30 (diesel 70%,
coconut biodiesel 30%), D70B25M5(diesel 70% coconut biodiesel 25% methanol 5%),
D70B20M10(diesel 70% coconut biodiesel 20% methanol 10%), D70B15M15(diesel 70%
coconut biodiesel 15% methanol 15%).The experiment was done on single-cylinder, four-stroke,
variable compression ratio, and compression ignition engines. Engine tests are carried out at a
constant rated speed of 1500 rpm for different loading conditions at a fixed compression ratio of
17.5 at different injection pressures (140 bar, 170 bar and 210 bar) for various fuel blends. At full
load condition at 210 bar, the brake thermal efficiency is higher by 6.71% for the blend D70B25M5
compared to D100 at CR-17.5. for D70B25M5 at 140 bar the brake thermal efficiency is increased
by 8.26% compared to the D70B25M5 blend at 210bar. The Smoke density (HSU) of the
D70B25M5 blend at all injection pressures is lower compared to the other blends. And HC and
NOx emissions are lower compared to diesel at all injection pressures and at all loads. At full load
conditions, vibrations are lower for all the blends compared to diesel. The lowest vibrations are
for the blend D70B25M5. Therefore, from this study D70B25M5 is recommended for a diesel
engine as an alternative fuel in the perspective of reduced emissions, vibrations, noise, brake
thermal efficiency but in perspective of specific fuel consumption diesel is most suitable.
iii
COURSE OUTCOMES
After completion of a project
CO1 students can develop their analytical skills and demonstrate their ability to use
engineering analysis to inform design decisions.
CO2 students can demonstrate their ability to apply design principles and techniques to
real-world problems.
CO3 students can develop their research skills, including literature review, data analysis,
and report writing.
CO4 students can develop their teamwork skills, including collaboration,
communication, and leadership.
CO5 students can learn about the importance of ethical conduct, safety, and
sustainability in engineering practice.
CO6 students develop their communication skills, including technical writing and public
speaking.
Following are the Program Outcomes and Program Specific Outcomes:
PO PROGRAM OUTCOMES
Apply the knowledge of mathematics, science, engineering fundamentals,
1 and an engineering specialization to the solution of complex engineering
problems.
Identify, formulate, review research literature, and analyze complex
2 engineering problems reaching substantiated conclusions using first
principles of mathematics, natural sciences, and engineering sciences.
Design solutions for complex engineering problems and design system
components or processes that meet the specified needs with appropriate
3
consideration for the public health and safety, and the cultural, societal, and
environmental considerations.
Use research-based knowledge and research methods including design of
4 experiments, analysis and interpretation of data, and synthesis of the
information to provide valid conclusions.
Create, select, and apply appropriate techniques, resources, and modern
5 engineering and IT tools including prediction and modeling to complex
engineering activities with an understanding of the limitations.
iv
Apply reasoning informed by the contextual knowledge to assess societal,
6 health, safety, legal and cultural issues and the consequent responsibilities
relevant to the professional engineering practice.
Understand the impact of the professional engineering solutions in societal
7 and environmental contexts, and demonstrate the knowledge of, and need
for sustainable development.
Apply ethical principles and commit to professional ethics and
8
responsibilities and norms of the engineering practice.
Function effectively as an individual, and as a member or leader in diverse
9
teams, and in multidisciplinary settings.
Communicate effectively on complex engineering activities with the
engineering community and with society at large, such as, being able to
10
comprehend and write effective reports and design documentation, make
effective presentations, and give and receive clear instructions.
Demonstrate knowledge and understanding of the engineering and
management principles and apply these to one’s own work, as a member
11
and leader in a team, to manage projects and in multidisciplinary
environments.
Recognize the need for and have the preparation and ability to engage in
12 independent and life-long learning in the broadest context of technological
change.
PSO PROGRAM SPECIFIC OUTCOMES
The student will be able to demonstrate the skill set required to suit the
1
requirements of the industry as well a research environment
The student will be able to design experiments, conduct experiments,
2 analyze, comprehend and report based on the knowledge acquired by the
experience-based learning.
v
CONTENTS
Page No.
CERTIFICATE (i)
ACKNOWLEDGEMENT (ii)
ABSTRACT (iii)
CONTENTS (ⅵ)
LIST OF TABLES (ix)
LIST OF FIGURES (x)
NOMENCLATURE (xv)
CHAPTER 1 INTRODUCTION AND LITERATURE REVIEW

1.1. BIODIESEL AS AN ALTERNATIVE FUEL 1
1.1.1 BIODIESEL AS AN ALTERNATIVE FUEL 1
1.1.2 BIODIESEL PRODUCTION PROCESS 2
1.1.3 SIGNIFICANCE OF BIODISEL 3
1.1.4 COCONUT OIL AS BIODIESEL 4
1.2. METHANOL AS ALTERNATIVE FUEL
1.2.1 METHANOL AS ALTERNATIVE FUEL 4
1.2.2 METHANOL PRODUCTION PROCESS 5
1.2.3 ADVANTAGES OF METHANOL 6
1.2.4 DISADVANTAGES OF METHANOL 7
1.3 METHANOL AND BIODISEL BLENDING WITH DIESEL 7
1.4 THE VEHICULAR NORMS 8
1.5 APPLICATIONS OF BIODIESEL 9
1.5.1 WORLD SCENARIO 9
1.5.2 INDIAN SCENARIO 10
1.6 APPLICATIONS OF METHANOL 11
1.6.1 WORLD SCENARIO 11
1.6.2 INDIAN SCENARIO 12
CHAPTER 2 LITERATURE REVIEW 13-19
vi
CHAPTER 3 EXPERIMENTAL SETUP 20
3.1 RESEARCH ENGINE TEST SET-UP 20
3.1.1 DESCRIPTION OF THE ENGINE 21
3.1.2 ENGINE SPECIFICATIONS 21
3.2 COMPONENTS USED IN THE TEST SETUP 23
3.2.1 EDDY CURRENT DYNAMOMETER 23
3.3 AVL DI GAS ANALYZER 25
3.4 AVL SMOKE METER 27
3.4.1 OPERATING PRINCIPLE 27
CHAPTER 4 EXPERIMENTATION 29
4.1 PREPARATION OF BIODIESEL 29
4.2 PREPARATION OF BLENDS 31
4.3 PROPERTIES OF DIESEL, BIODIESEL AND METHANOL 32
4.4 PROPERTIES OF BLENDS 32
4.5 EXPERIMENTAL PROCEDURE 33
4.5.1 TESTING ON ENGINE PERFORMANCE 34
4.5.2TESTING ON ENGINE FOR EMISSIONS, NOISE AND VIBRATIONS35
CHAPTER 5 RESULTS AND DISCUSSIONS 37
5.1 COMPARISION OF PERFORMANCE PARAMETERS 37
5.1.1 BRAKE THERMAL EFFICIENCY VS LOAD AT 210 BAR 37
5.2 BTE VS LOAD AT VARIOUS INJECTION PRESSURES 39
5.2.1 BRAKE SPECIFIC FUEL CONSUMPTION VS LOAD AT 210 BAR 40
5.2.4 B.F.S.C VS LOAD AT VARIOUS INJECTION PRESSURES 43
5.3 COMPARISION OF EMISSION PARAMETERS AND SMOKE 43
5.3.1 CO VS LOAD 43
5.4 CO2 VS LOAD 45
5.5 HC VS LOAD 47
vii
5.6 NOx VS LOAD 49
5.7 SMOKE DENSITY VS LOAD 51
5.8 ACCELERATION AMPLITUDE VS FREQUENCY AT 210 BAR 53
5.9 ACCELERATION AMPLITUDE VS FREQUENCY AT 170 BAR 57
5.10.1 ACCELERATION AMPLITUDE VS FREQUENCY AT 140 BAR 61
5.11 ACCLERATION AMPLTUDE VS TIME AT VARIOUS INJECTION PRESSURE 64
5.12 ACCELERATION AMPLITUDE VS FREQUENCY AT VARIOUS INJECTION
PRESSURES 65
5.13 SOUND SIGNALS VS TIME AT 210 BAR 66
CHAPTER 6 CONCLUSION 76
CHAPTER 7 REFERENCES 78
viii
LIST OF TABLES
TABLE NO. TABLE NAME PAGE NO.
1 Emission norms table 9
3.1 Specifications of VCR engine 21
3.3 Specifications of Eddy Current dynamometer 24
4.1 Properties 32
4.4 Properties of blends 33
ix
LIST OF FIGURES
FIG NO. NAME OF FIGURE PAGE NO.
1.1.1 Biodiesel production 2
1.2 Conventional Methanol production 5
3.1 Experimental setup of variable compression engine 20
3.2 Eddy current dynamometer 23
3.3 AVL DIGAS 444 and 5 Gas analyzer 26
3.4 Smoke inlet to AVL smoke meter 27
4.1 Acid treatment of coconut oil 29
4.1.2 Basic treatment of coconut oil 30
4.2 Sample of D70B25M5 and D70B20M10 31
4.5 Engine setup and it’s components 34
4.5.2 Sound and vibration input module and sensor 35
4.5.3 Smoke Meter and gas analyzer reading during testing 36
5.1.1 Brake thermal efficiency vs Load at 210 bar 37
x
5.2 Brake Thermal Efficiency vs Load 40
5.2.1 Brake specific fuel consumption vs load at pressure 210 bar 40
5.2.4 Brake Specific Fuel Consumption vs Load at various injection 43

Pressures
5.3.1 CO vs Load at 210 bar pressure 44
5.4 CO2 vs Load at injection pressure 210 bar 46
5.4.1 CO2 vs Load at injection pressure 170 bar 46
5.4.2 CO2 vs Load at injection pressure 140 bar 47
5.5 HC vs Load at injection pressure 210 bar 48
5.5.1 HC vs Load at injection pressure 170 bar 48
5.5.2 HC vs Load at injection pressure 140 bar 49
5.6 NOx vs Load at injection pressure 210 bar 50
5.6.1 NOx vs Load at injection pressure 170 bar 50
5.6.2 NOx vs Load at injection pressure 140 bar 51
xi
5.7 Smoke density vs Load at injection pressure 210 bar 52
5.7.1 Smoke density vs Load at injection pressure 210 bar 52
5.7.2 Smoke density vs Load at injection pressure 210 bar 53
5.8.1 Superimposed Spectrum of Vibration for Diesel and D90B10 54

at 210 bar

at 210 bar

at 210 bar
5.8.4 Superimposed Spectrum of Vibration for Diesel and 55

D70B25M5 at 210 bar

D70B20M10 at 210 bar


at 170 bar

at 170 bar

at 170 bar

D70B25M5 at 170 bar
5.9.5 Superimposed vibrations vs Frequency for Diesel and 59

5.9.6 Superimposed vibrations vs Frequency for Diesel and 60

xii
at 140 bar

at 140 bar

at 140 bar

D70B25M5 at 140 bar


5.11 Superimposed acceleration amplitude vs time at various 64

injection pressures
5.12 Superimposed acceleration amplitude vs frequency at various 65

injection pressures
5.13.1 Superimposed Noise signals for Diesel and D90B10 at 210 66

bar

bar

bar
5.13.4 Superimposed Noise signals for Diesel and D70B25M5 at 210 67

bar
5.13.5 Superimposed Noise signals for Diesel and D70B20M10 at 68

210 bar

210 bar

bar
xiii
bar

bar

bar

170 bar

170 bar

bar

bar

bar

bar

140 bar

140 bar
xiv
NOMENCLATURE
BP - Brake Power
BSFC - Brake Specific Fuel Consumption
CO - Carbon Monoxide
CO₂ - Carbon Dioxide
HC - Hydrocarbons
kWh - Kilowatt Hour
KJ - Kilo Joule
mf - Mass of Fuel
mₐ - Mass of Air
NHRR - Net Heat Release Rate
NOₓ - Oxides of Nitrogen
ƞ - Efficiency
BTE - Brake Thermal Efficiency
D100 - Diesel 100%
D90B10 - Diesel 90% COCONUT BIODIESEL 10%
D70B25M5 - Diesel 70% COCONUT BIODIESEL 25% METHANOL 5%
xv
EFFECT OF INJECTION PRESSURE ON VIBRATION, NOISE AND PERFORMANCE
ANALYSIS OF DIESEL ENGINE USING COCONUT BIODIESEL AND ITS BLENDS
CHAPTER-1
INTRODUCTION
1 .1.1 Biodiesel as an alternative fuel:

Biodiesel is a type of diesel fuel that is made from vegetable oil or animal fat-based long-chain
alkyl esters, such as methyl, propyl, or ethyl esters. To produce biodiesel, lipids, such as vegetable
oil or animal fat, are chemically reacted with alcohol. Biodiesel is different from vegetable and
waste oils used in converted diesel engines and is meant to be used in standard diesel engines. It
can be used alone or blended with Petro diesel and can serve as a low-carbon alternative to heating
oil.
The main sources of biodiesel in India are virgin or used vegetable oils, both edible and non-edible,
and animal fats. Non-edible plant species like Jatropha curcas, Neam, Pongamia pinnata,
Calophyllum inophyllum, and Hevca Brasiliense's are some of the significant commodity sources
for biodiesel. Biodiesel contains no petroleum, but it can be blended with petroleum diesel or used
in its pure form. Biodiesel operates in a compression ignition engine like petroleum diesel,
requiring very little or no engine modifications as it has similar properties to diesel fuels. It can be
stored in the same way as petroleum diesel, eliminating the need for separate infrastructure.
The use of biodiesel in standard diesel engines results in a significant reduction in unburnt
hydrocarbons, carbon monoxide, and particulate matter. As a clean fuel, it contains almost no
Sulphur or aromatics and has a built-in oxygen content of approximately 10%, making it burn
more completely. The higher cetane number of biodiesels improves its ignition quality, even when
blended with petroleum diesel. Biodiesel is also biodegradable and nontoxic and does not emit
harmful pollutants such as Sulphur oxides and aromatic hydrocarbons when burned. It has a lower
greenhouse gas emissions profile than petroleum diesel as it is made from renewable resources.
However, there are some limitations to the use of biodiesel. Biodiesel has a lower energy content
than petroleum diesel, resulting in lower fuel economy and reduced driving range. It also has a
higher cloud point, which means it can solidify in cold temperatures and cause fuel filter blockages.
1
M V G R COLLEGE OF ENGINEERING (Autonomous)
It also has a shorter shelf life than petroleum diesel and may require additional additives to
maintain its stability during storage.
Overall, biodiesel has the potential to be a sustainable and environmentally friendly alternative to
petroleum diesel, but further research and development is necessary to overcome its limitations
and improve its efficiency and effectiveness as a fuel.
1.1.2 Biodiesel Production Process:
Fig 1.1 Bio diesel production
Biodiesel production is a multi-step process that typically involves the following steps:
2
1.Feedstock preparation: Feedstock for biodiesel production can come from various sources,
such as vegetable oils, animal fats, and used cooking oils. In this step, the feedstock is prepared by
filtering out impurities and moisture.
2.Transesterification: Transesterification is the chemical process of converting vegetable oils or
animal fats into biodiesel. This process involves the use of a catalyst, typically sodium or
potassium hydroxide, and an alcohol, such as methanol or methanol, to break down the
triglycerides in the feedstock and create methyl or ethyl esters, which are the main components of
biodiesel.
3.Separation: After transesterification, the mixture is allowed to settle so that the glycerin and
other byproducts can separate from the biodiesel. This is typically achieved by gravity separation
or centrifugation.
4.Washing: The separated biodiesel is then washed with water to remove any remaining impurities
and byproducts.
5.Drying: After washing, the biodiesel is dried to remove any remaining water.
6.Quality control: The final step in biodiesel production involves testing the fuel to ensure that it
meets the necessary quality standards. This includes testing for purity, viscosity, flash point, and
other parameters.
Overall, biodiesel production is a relatively simple process that can be carried out on a small scale
using basic equipment, making it an attractive option for small-scale producers and farmers.
However, the process can also be scaled up to industrial levels to meet the growing demand for
renewable fuels.
1.1.3 Significance of Biodiesel:

Diesel engines are widely used in commercial transportation and agricultural machinery due to
their high fuel efficiency and ease of operation. However, diesel fuel consumption is several times
higher than petrol, and its increasing cost has led to efforts to develop alternative fuels for full or
partial replacement. Biodiesel has emerged as a promising alternative to diesel because it has
similar properties and can be produced easily and renewably from crops. The energy density,
cetane number, heat of vaporization, and stoichiometric air-fuel ratio of biodiesel are comparable
3
to those of diesel fuel. The father of diesel engine, Rudolph Diesel, was the first to demonstrate
the use of vegetable oil in a compression ignition engine, using peanut oil as fuel for his
experimental engine. During World War II, vegetable oils were used as fuel in diesel engines.
Biodiesel has received significant attention as a possible renewable alternative fuel and as an
additive to existing petroleum-based fuels in recent years. Biodiesel offers several advantages over
traditional petroleum fuels, such as reduced particulate matter, unburnt hydrocarbons, carbon
monoxide, and sulfur levels in exhaust gas. However, some studies have reported an increase in
the levels of nitrogen oxides when using biodiesel as fuel.
1.1.4 Coconut oil as Biodiesel:

Coconut oil, which is obtained from the coconut itself, it is used to make coconut biodiesel, a form
of biofuel. Because it is produced from a renewable resource and emits fewer emissions when
burned, coconut biodiesel is a sustainable and green substitute for conventional fossil fuels,
coconut oil must first be refined and filtered to get rid of any impurities, such as particles embedded
into them while producing oil and other contaminants, before being used to make coconut
biodiesel. The biodiesel gasoline is then produced by trans-esterifying the oil with an alcohol, such
as methanol, using a catalyst (KOH). With little to no engine modification, the finished output can
be used in diesel engines Comparing coconut biodiesel to conventional diesel fuel, there are several
benefits. Given that it is produced from a crop that can be grown every year, it is sustainable and
renewable. It also emits fewer harmful emissions when burned, such as Sulphur dioxide, carbon
monoxide, and particulate matter, all of which can damage human health and the quality of the air.
Coconut biodiesel when blended with methanol have a greater level of lubricity than regular diesel
fuel, which may help to lessen engine wear and increase engine life.
1.2.1Methanol as Alternative Fuel:

Methanol, a clear, colorless liquid with a characteristic odor, has gained increasing attention as a
fuel source in recent years due to its potential environmental and economic benefits. Methanol can
be produced from a variety of feedstocks, including sugar crops, starches, and non-food crops or
waste materials, using different methods such as fermentation and thermochemical processes. Its
4
ability to be blended with gasoline in varying concentrations, as well as its versatility in other
applications, make it an attractive option for reducing greenhouse gas emissions and improving
energy security. While there are challenges associated with the production and use of methanol,
continued research and development can help to overcome these challenges and improve the
efficiency and sustainability of methanol as a fuel.
Methanol has several advantages as a fuel, including its ability to reduce petroleum consumption,
improve engine performance, and burn cleaner than gasoline. In addition, its production can help
to support rural economies and create new jobs in the agricultural sector. Methanol can also be
used in fuel cells, as a solvent, and as a feedstock to produce other chemicals, further increasing
its versatility and potential applications.
One of the main advantages of methanol as a fuel is its potential to reduce greenhouse gas
emissions. Methanol has a lowest carbon intensity than gasoline, meaning that it emits less carbon
dioxide per unit of energy produced. It also produces fewer pollutants such as carbon monoxide
and particulate matter, which can improve air quality and public health.
1.2.2 Methanol Production Process
Figure 1.2
5
1.Feedstock preparation: The raw materials for methanol production, such as corn or sugarcane,
are harvested and transported to a processing facility. The feedstock is then cleaned, dried, and
ground into a fine powder.
2.Mashing: The ground feedstock is mixed with water and heated to create a slurry. Enzymes are
then added to the slurry to break down the starches in the feedstock into simple sugars.
3.Fermentation: The sugar-rich slurry is cooled and transferred to fermentation tanks, where yeast
is added to convert the sugars into methanol and carbon dioxide. The fermentation process
typically takes several days to a week, depending on the feedstock and other factors.
4.Distillation: Once the fermentation is complete, the methanol is separated from the fermented
mash through a process called distillation. The fermented mash is heated to vaporize the methanol,
which is then condensed into a liquid form. This process can be repeated several times to increase
the concentration of methanol.
5.Dehydration: To further purify the methanol, it is often subjected to a dehydration process to
remove any remaining water. This can be done through several methods, including molecular
sieves, azeotropic distillation, or pressure-swing adsorption.
6.Denaturing: Methanol produced for fuel purposes is often denatured by adding small amounts of
gasoline or other chemicals to make it unfit for human consumption. This helps to prevent misuse
and avoid excise taxes on beverage alcohol.
7.Distribution: The final product, whether pure methanol or a methanol-gasoline blend, is then
transported to fuel terminals and blended with other fuels before being distributed to gas stations
and other fuel retailers.
8.While the basic process of methanol production is similar for all feedstocks, there can be
variations in the specific methods and technologies used depending on the type of feedstock and
the desired product
1.2.3 Advantages of Methanol:

1.10% Methanol blends reduce carbon monoxide and HC emissions better than any other
reformulated gasoline blend by as much as 25%.
2. methanol contains 25% oxygen by weight, making it burn cleaner than gasoline.
6
3. methanol contains 80% fewer gum-forming compounds than gasoline.

4. methanol is highly biodegradable, making it safer for the environment.
5. methanol use reduces CO, equivalent greenhouse gas emissions.
6. It can be generated from waste or biomass.
7. It is a promoter of rural economy.
8. Lower production costs—methanol is cheap to produce relative to other alternative fuels.
9. Improved safety—methanol has a lower risk of flammability compared to gasoline.
Devices that utilize the Seebeck effect to gauge the temperature differential between two objects
include thermocouples and thermopiles. The temperature of one connection is held constant or
measured independently when using thermocouples to monitor high temperatures (cold junction
compensation). Thermopiles use a lot of thermocouples electrically coupled in series to monitor
extremely small temperature differences with great sensitivity.
1.2.4 Disadvantages of methanol:

1. Higher methanol blends require vehicle modifications.
2. Large amount of methanol cannot mix with diesel also that blend does not be stable for long
hours
3. It has a lower energy density than gasoline.
4. It leads to increased engine wear and tear due to low lubricity
5. Deposits and fouling are some effects of methanol on fuel injection equipment.
6. Methanol is very toxic and highly flammable
1.3 Methanol and Biodiesel Blending with Diesel:

1. The usage of biofuels can have several benefits, such as a decrease in reliability use of fossil
fuels, a reduction in greenhouse gas emissions, and an improvement in air quality.
2. A mixture known as M5 can be made by blending methanol with diesel fuel in tiny amounts,
often up to 5% by volume. The methanol in the mixture aids in raising the oxygen content of the
7
fuel, which can lead to a more complete combustion and a decrease in the emissions of dangerous
pollutants like nitrogen oxides and particulate matter. The use of higher methanol concentrations,
however, might lead to decreased fuel economy because methanol has a lower energy content than
diesel fuel.
3.Biodiesel, which is commonly manufactured from vegetable oils or animal fats, can also be
blended with diesel fuel in variable ratios, depending on the desired qualities of the fuel. Blends
of biodiesel are commonly marked with the letters BXX, where XX denotes the amount of
biodiesel in the blend. B20, for instance, is a mixture of 80% diesel and 20% biodiesel.
4.Blends of biodiesel can have a number of benefits, such as decreased emissions of hydrocarbons,
carbon monoxide, and particulate matter, as well as increased fuel lubricity and longer engine life.
However, biodiesel has a higher viscosity than diesel fuel, which at higher blend amounts might
cause problems with the fuel system.
5.In general, using biodiesel and methanol blends in diesel engines can provide various
advantages, including reduced emissions.
1.4 The Vehicular norms:

1.The first Bharat Stage (BS) norms came into effect in 2000 and have had multiple iterations
since. These standards are set by the Central Pollution Control Board of India.
Vehicle manufacturers must mandatorily only sell vehicles that comply with these norms. With
Every new iteration, these standards aim at tighter regulations by reducing the permissible level of
tailpipe pollutants. For example, BS-IV - introduced in 2017, allowed 50 parts per million (ppm)
of Sulphur, while the new and updated BS-VI- applicable from 2020 allows only 10 ppm of
Sulphur. A further comparison on permissible limits is presented below:
2.In India, the vehicular norms are regulated by the Ministry of Road Transport and Highways
(MoRTH) and the Bureau of Indian Standards (BIS). Here are some key vehicular norms in India:
3.Bharat Stage (BS) Emission Standards: BS emission standards regulate the emissions of
pollutants from vehicles in India. The standards are based on European Union emission standards
and are updated periodically. The current BS-VI emission standards were implemented nationwide
8
in April 2020, which requires a reduction in emissions of particulate matter (PM), nitrogen oxides
(NOx), and other pollutants.
4.Fuel Efficiency Norms: Fuel efficiency norms have been introduced in India to improve the fuel
efficiency of vehicles and reduce their carbon footprint. The Corporate Average Fuel Efficiency
(CAFE) norms require automakers to meet fuel efficiency targets for their fleet.
10.Emission Testing: All vehicles in India are required to undergo regular emission tests to ensure
compliance with the BS emission standards. The tests are conducted by authorized centers and are
mandatory for obtaining a fitness certificate for the vehicle. The vehicular norms in India are
designed to ensure the safety, efficiency, and environmental sustainability of vehicles. The Indian
government is continually updating and improving these norms to keep up with technological
advancements and global best practices.
Table -1
Pollutant BS-VI BS-IV %Reduction
NOx (Petrol) 60mg 80mg 25%
NOx (Diesel) 80mg 250mg 82%
Particulate matter (Diesel) 4.5mg/km 25mg/km 68%
Hydrocarbon + NOx 170mg/km 300mg/km 43%
1.5 Applications of Biodiesel:

1.5.1 World Scenario: The world scenario on biodiesel is evolving rapidly, with many
countries and industries adopting this renewable fuel as a way to reduce their carbon footprint and
dependence on fossil fuels. Here are some of the key trends and developments in the world scenario
on biodiesel Increasing production: Biodiesel production has been steadily increasing over the past
few decades, with global production reaching over 36 billion liters in 2020. The largest producers
of biodiesel are the European Union, the United States, Brazil, and Argentina.
9
Development of new feedstocks: Biodiesel can be made from a wide variety of feedstocks,
including vegetable oils, animal fats, and algae. Researchers are developing new feedstocks and
production methods to improve the sustainability and efficiency of biodiesel production.
Increasing investment: There has been a significant increase in investment in biodiesel production,
particularly in developing countries. This investment is often driven by government incentives and
policies that support the development of renewable fuels.
Growing demand for sustainable fuels: Consumers and businesses are increasingly demanding
sustainable fuels, including biodiesel, to reduce their environmental impact. This is driving the
growth of the biodiesel industry and encouraging further innovation in the field.
Research and development: Researchers are continuing to develop new technologies and
production methods to improve the efficiency and sustainability of biodiesel production. This
includes the development of advanced biofuels, such as cellulosic methanol and biodiesel made
from waste materials.
In conclusion, the world scenario on biodiesel is one of increasing production, expanding use in
transportation, development of new feedstocks, increasing investment, growing demand for
sustainable fuels, and ongoing research and development. As the world seeks to reduce its carbon
footprint and transition to a more sustainable energy system, biodiesel is likely to play an
increasingly important role in the global energy mix
1.5.2 Indian Scenario: In India, biodiesel is seen as a promising alternative to traditional diesel
fuel, particularly considering the country's increasing energy demand and concern over air
pollution and greenhouse gas emissions. Here are some key developments and trends in the Indian
scenario on biodiesel:
Government support: The Indian government has launched several initiatives and policies to
promote biodiesel production and use, including the National Biodiesel Mission, which aims to
increase the share of biodiesel in diesel blends to 20% by 2030.
Production and capacity: India's biodiesel production capacity has increased significantly over the
past decade, from less than 1 million liters in 2005 to over 3 million liters in 2020. Most of this
production is based on non-edible oil feedstocks such as Jatropha, Karanja, and Mahua.
10
Demand and use: Biodiesel are primarily used in India as a blend with diesel fuel, with a mandate
to blend at least 5% biodiesel (B5) in diesel fuel across the country. Several states, such as
Maharashtra and Karnataka, have implemented higher biodiesel blending targets.
Rural development: Biodiesel production has the potential to provide economic opportunities in
rural areas by creating jobs and supporting local agriculture. The National Biodiesel Mission aims
to develop a sustainable biodiesel supply chain that involves farmers, entrepreneurs, and rural
communities.
In conclusion, the Indian scenario on biodiesel is one of increasing government support, growing
production capacity, and ongoing research and development. While there are challenges to be
overcome, biodiesel has the potential to contribute to India's energy security, rural development,
and environmental sustainability.
1.6 Applications of Methanol:

1.6.1 World Scenario: The world scenario of methanol production and use varies by country
and region. Some countries, such as Brazil and the United States, are major producers and
consumers of methanol, while others have limited or no methanol production.
Brazil is the world's largest producer and consumer of methanol. The country has been producing
methanol from sugarcane for several decades and has a well-developed methanol industry.
Methanol is widely used as a fuel in Brazil, with many vehicles being able to run on pure methanol
or a blend of gasoline and methanol. In recent years, Brazil has also begun to export methanol to
other countries.
Other countries, such as Canada, Australia, and some European nations, also produce methanol
but on a smaller scale than Brazil and the United States. Some countries, such as India, have
implemented policies to encourage the use of methanol as a transportation fuel.The use of
methanol as a fuel has both advantages and disadvantages. On the positive side, methanol is a
renewable fuel that can reduce greenhouse gas emissions and decrease dependence on fossil fuels.
However, producing methanol can also require large amounts of land, water, and energy, and some
studies have suggested that the net environmental benefits of methanol may be limited. Overall,
the world scenario of methanol production and use is complex and varies by country and region.
11
However, methanol is likely to continue to play a role as a renewable transportation fuel in the
coming years, as many countries seek to reduce their greenhouse gas emissions and decrease
dependence on fossil fuels.
1.6.2 Indian Scenario: One of the key policies is the Methanol Blended Petrol (MBP) Program,
which was launched in 2003. The program aims to promote the use of methanol in gasoline by
mandating a certain percentage of methanol blending in gasoline. The percentage of blending has
gradually increased over time, with the current target set at 10%. To achieve the blending targets,
the Indian government has also implemented several measures to support the production of
methanol. These include providing subsidies for the establishment of new methanol production
facilities, as well as incentives for sugar mills to produce methanol from sugarcane.
In addition to sugarcane-based methanol, the Indian government has also encouraged the
production of methanol from other feedstocks, such as corn, rice, and wheat. The government has
set up a National Biofuel Coordination Committee to oversee the development and implementation
of biofuel policies in the country.
The use of methanol as a transportation fuel in India has several advantages, including reducing
greenhouse gas emissions and decreasing dependence on fossil fuels. However, there are also
challenges to overcome, including the availability of feedstocks for methanol production and the
need for infrastructure to support the distribution of blended fuels. Overall, India's methanol
program is still in its early stages, but the government's commitment to promoting the use of
biofuels suggests that methanol is likely to play an increasingly important role in India's
transportation sector in the coming years.
12
CHAPTER-2
LITERATURE REVIEW
1. Savariraj et al[1], stated that Alternative fuels, such as biodiesel, compressed natural gas
(CNG), and liquefied petroleum gas (LPG), are being explored as potential replacements
for diesel fuel. Biodiesel, for example, is a renewable fuel that is made from vegetable oils,
animal fats, or used cooking oil. It is biodegradable and non-toxic and has been shown to
produce lower emissions of particulate matter and carbon monoxide compared to diesel
fuel. Compressed natural gas (CNG) and liquefied petroleum gas (LPG) are also being
explored as alternative fuels for diesel engines. CNG is a cleaner-burning fuel that produces
lower emissions of greenhouse gases and air pollutants compared to diesel fuel. LPG is
also a cleaner-burning fuel that produces lower emissions of pollutants compared to diesel
fuel.
2. B. Prabakaran et al[2] examined the effect of methanol blended biodiesel fuel on the
performance, combustion, and emission characteristics of a CI engine. The blend consisted
of non-edible cottonseed oil methyl ester and anhydrous methanol in B90E10, B70E30,
and B50E50 blends. The addition of methanol in biodiesel reduced the viscosity of the
blends, making them a suitable replacement for diesel fuel. The experiment was conducted
at different loads, and the results of the blends were compared with those of diesel fuel.
The study found that BTE was higher for the blends than for diesel, with B50E50 having
the highest value. BSFC was higher than diesel at lower loads, while maximum pressure
and maximum heat release rate (HRR) were higher for all blends than for diesel at higher
loads. CO emissions were lower than diesel at full loads, but B50E50 had higher CO
emissions at low loads. HC emissions were lower than diesel at all loads, and smoke
emissions were lower at loads higher than 50%. Based on the results, the study suggested
that B50E50 could replace diesel in a CI engine without any modification.
3. Preechar Karin et al[3] conducted a study on the impact of methanol-biodiesel blends on
the combustion behavior and particulate matter of diesel engines. They used two engines,
namely model RT-140 (a four-cylinder, naturally aspirated, direct injection, CI engine) and
13
4JJI-TC (a four-cylinder, turbocharged, direct injection, CI engine) for the study. The test
fuels used were B100, BE10, and BE20. The study found that methanol-blended biodiesel
fuel was compatible with pure biodiesel and biodiesel blended diesel usage for overall
performance and combustion characteristics. Since methanol has a high auto-ignition
temperature, it tends to have a longer ignition delay, resulting in more fuel premix.
Moreover, the high oxygen content of methanol promotes complete combustion, resulting
in a 50% reduction in particle emissions compared to biodiesel. The soot particle sizes of
pure biodiesel and methanol-blended biodiesel are smaller than that of biodiesel blended
diesel. The carbon fringe length of soot from methanol-blended fuel is shorter and has a
lower carbon atom density than that of both biodiesel and biodiesel blended diesel. At high
loads, methanol-blended biodiesel has the maximum pressure and maximum heat release
rate. Based on the results, it is advantageous to use methanol-blended biodiesel compared
to pure biodiesel and commercial biodiesel blended diesel.
4. Rajnish Kumar et al[4] stated that the performance and emissions of a CI engine that used
methanol-diesel blends as fuel. The researchers tested different fuel blends, including
D100, E05, E10, E15, and E20, with different engines under constant parameters like speed
and pressure. The study found that the BSFC of the methanol-diesel blend increased due
to the low heat content of methanol compared to diesel, and it increased with an increase
in methanol content. However, the BTE of the engine fueled with methanol-diesel blend
fuel improved with increasing methanol amount in the blend, along with an increase in
brake torque and brake power. This was due to the presence of oxygen in the mixture and
improved ignition delay period resulting from a reduction in cetane number with an
increase in methanol quantity. The study also showed that HC emissions increased while
CO emissions decreased when the CI engine used methanol-diesel fuel blend. NOx
formation of the engine decreased with the use of methanol-diesel fuel blend. Additionally,
the exhaust gas temperature of the engine decreased, and it continuously decreased with an
increasing methanol blend ratio. Overall, the study provided insights into the effects of
methanol blended fuel on engine performance and emissions.
14
5. Zhang et al. (2013)[5] summarized the findings of Xue et al. (2011) and other related
studies, and concludes that biodiesel has the potential to reduce emissions of particulate
matter, carbon monoxide, and hydrocarbons from diesel engines, but may also increase
emissions of nitrogen oxides. The review also notes that the optimal blend of biodiesel and
diesel fuel may vary depending on factors such as engine type, operating conditions, and
biodiesel feedstock. Xue et al. (2011) has contributed to the growing body of literature on
the effects of biodiesel on engine performance and emissions, and has helped to inform the
development of policies and strategies for promoting the use of alternative fuels in the
transportation sector.
6. Musa et al. (2016)[6] provides a comprehensive overview of the current state of knowledge
on the production, properties, and use of biodiesel as an alternative fuel for diesel engines.
The review synthesizes information from a wide range of sources, including research
articles, books, and government reports. The review begins by discussing the sources of
biodiesel feedstocks, such as vegetable oils, animal fats, and used cooking oil, and
describes the various methods of biodiesel production, such as transesterification and
pyrolysis. The review also covers the physical and chemical properties of biodiesel, such
as its viscosity, density, flash point, and cetane number, and compares these properties to
those of conventional diesel fuel. discuss the effects of biodiesel on engine performance
and emissions, drawing on a number of studies, including Xue et al. (2011). The review
notes that biodiesel has the potential to reduce emissions of particulate matter, carbon
monoxide, and hydrocarbons, but may also increase emissions of nitrogen oxides, as Xue
et al. (2011) also found. The review also notes that the effects of biodiesel on engine
performance may vary depending on factors such as engine type, fuel blend, and operating
conditions.
7. Ho Young Kim et al [7] conducted a study to analyze the impact of methanol-diesel blends
on the combustion and emissions characteristics of a four-stroke, four-cylinder common-
rail direct injection diesel engine. The engine was operated at 750 rpm at low speed idle,
and a 40 Nm engine load was applied. The fuels tested were D100, DE3, DE5, and DE10.
The results showed that blending methanol with diesel fuel increased the combustion
15
pressure by 4.1% and the maximum heat release rate by 13.5% compared to pure diesel
fuel. However, the brake specific fuel consumption (BSFC) increased up to 5.9% as the
methanol blending ratio increased, while the brake thermal efficiency (BTE) remained low
and was maintained at 23.8% for diesel-methanol blended fuels. Methanol blending also
increased the ignition delay from 12.0 degree crank angle (◦CA) at DE_0 to 13.7 ◦CA at
DE_10. As the blending ratio increased, NOx and soot opacity decreased, but CO
emissions increased. The emission ratio of NO2 in NOx also increased with more
methanol. Although the HC emissions tended to increase as the methanol blending ratio
increased, they were still lower than those of pure diesel fuel. Moreover, as the methanol
blending ratio increased, the mean size of the soot particles decreased, and the distribution
of small particles increased. Therefore, blending methanol with diesel can reduce pollution
and meet emission standards.
8. Devesh Kumar et al [8] conducted a study on the impact of biofuels on internal combustion.
The researchers discussed the use of methyl esters as an alternative fuel for CI engines and
the blending programs implemented in India over the years. They highlighted the Biodiesel
Blending Program (BBP) from 2008 to 2014, which involved the addition of 5% biodiesel
in diesel by all oil companies producing diesel. The study showed that using biodiesel helps
reduce emissions such as HC, CO, and NOx and greenhouse gas emissions, which also
benefits the economy of the country by controlling oil imports. However, biodiesel has an
impact on performance parameters such as BSFC, BTE, and brake power.
9. H.G How[9] et al. concluded that the performance, emissions and combustion
characteristics of different biodiesel blends (B10,B20,B30,B50) and with varying load.
There was slight increased the BSFC and reduced the BSEC at all load. Increased in brake
specific carbon monoxide (BSCO) and reduction in smoke opacity with increasing the
proportion of biodiesel in blends. The value BSNOx increased with load. Lengthen the
combustion duration and shorten ignition delay with biodiesel blends at all load. Slightly
lower peak heat released rate and RMS for biodiesel blends in comparison to diesel { H.G.
How, H.H. Masjuki, M.A. Kalam, Y.H. Teoh ;An investigation of the engine performance,
16
emissions and combustion characteristics of coconut biodiesel in a high pressure common-

rail diesel engine; Energy 69 (2014) 749- 759}
10. Sachin Shinde et al [10].Stated that the performance and emission analysis of diesel-
biodiesel-methanol blend on CI engine. In this they considered various research papers in
with various blends of diesel-methanol-biodiesel fuels. This test results are obtained at
different situations like different speeds and loads. The summarization of review is that
with increases in concentration of methanol and biodiesel blend in diesel fuel there is
decrease in brake power. The Brake specific fuel consumption increases with increase in
concentration of methanol and biodiesel blend in diesel fuel, Also the emission like HC
and CO decreases with increase in concentration of methanol and biodiesel blend in diesel
fuel. While CO2 and NOx emission increases with increase in concentration of methanol
and biodiesel blend in diesel fuel. In this they reviewed the effect of both performance and
emission characteristics on CI engine.
11. Madhava Varma Budharaju [11] et al examined the impact of oxygenated fuel on the
performance, combustion, emission, and vibration characteristics of a CI engine. They
conducted experiments on a single cylinder four-stroke variable compression ratio CI
engine using diesel, neem methyl ester (NME), and two blends – B1 (diesel 50%, neem
methyl ester 45%, methanol 5%) and B2 (diesel 50%, neem methyl ester 40%, methanol
10%). The tests were conducted at a constant speed of 1500 rpm and compression ratio of
17.5. B2 showed the highest brake thermal efficiency (BTE) at full load, which was 24.74%
higher than diesel. B1 exhibited lower brake specific fuel consumption (BSFC) than diesel,
NME, and blend B2 at all loads. NME had the highest values for maximum pressure,
maximum net heat release rate (NHRR), and maximum rate of pressure rise (RPR) when
compared to blends B1 and B2 and diesel. Diesel had the highest peak pressure. NOX
emissions were higher for fuels B1 and B2, with B1 producing 60.7% and B2 producing
36.4% more NOX emissions than diesel and NME at full load. Smoke levels were higher
for NME and B2 up to 75% load. CO emissions were highest for B2, producing 100% more
CO emissions than diesel at full load. NME and B2 emitted more HC than other fuels.
NME reduced vibration by 36.4%, 50.7%, and 40.4% compared to diesel at the first,
17
second, and third highest peak amplitude frequencies at full load, while vibration increased
by 44%, 15.4%, and 46.4% for B2 compared to B1 at the same frequencies. Overall, NME
and diesel-biodiesel-methanol blended fuel B1 were recommended as alternative fuels for
a compression ignition engine due to their reduced engine vibration and emissions.
12. Wasim Akram et al. (2019) [12], concluded the performance and exhaust emission
characteristics of a diesel engine fueled with blends of diesel and linseed oil methyl ester
(LOME) were investigated. The blends used were B10 (10% LOME and 90% diesel), B20
(20% LOME and 80% diesel), and B30 (30% LOME and 70% diesel). The tests were
carried out at varying loads and constant engine speed of 1500 rpm. The results showed
that the brake thermal efficiency (BTE) decreased as the percentage of LOME in the blend
increased. At full load, the BTE decreased by 6.5%, 12.7%, and 17.8% for B10, B20, and
B30 blends, respectively, compared to pure diesel. The brake specific fuel consumption
(BSFC) increased with increasing LOME percentage in the blend. The study also found
that LOME blends reduced CO and smoke emissions, but increased NOx emissions
compared to pure diesel. At full load, CO emissions decreased by 18.4%, 25.9%, and
29.4% for B10, B20, and B30 blends, respectively, compared to pure diesel. Smoke opacity
decreased by 31.8%, 47.2%, and 57.6% for B10, B20, and B30 blends, respectively,
compared to pure diesel. However, NOx emissions increased by 7.3%, 12.6%, and 19.1%
for B10, B20, and B30 blends, respectively, compared to pure diesel. Overall, the study
suggests that LOME blends can reduce CO and smoke emissions but increase NOx
emissions. Therefore, further optimization is required to balance the trade-off between
emissions and engine performance.
13. R.J. Murray, S. Hosein, S. Kelly et al[13]., explained about neat diesel; a blend of 10%
methanol, 15% biodiesel and 75% coconut oil by volume (M10 blend); a blend of 20%
methanol, 25% biodiesel and 55% coconut oil by volume (M20 blend); and a blend of
30% methanol, 35% biodiesel and 35% coconut oil by volume (M30 blend). In general,
5% more biodiesel by volume than the methanol percentage was used in the development
of the blends. These relative proportions were found to produce more stable fuel blends
based on previous work done by the authors.
18
14. Park [14] et.,al Stated that the flammability of biodiesel is better than that of diesel oil
because of its high cetane number which is an index of flammability. It also can be
transported conveniently and more safely than diesel oil, due to its high flash point which
enables it to be identified as safe goods. Biodiesel has a high viscosity and is composed
of fatty acid methyl ester of high unsaturation.
Summary:
From the above studies we can conclude that the use of oxygenated fuels such as
Methanol, Ethanol when used in small ratios increases the performance of the engine and
promotes efficient combustion. In addition to that they reduce viscosity of fuel which is
good for better atomization of the fuel. By use of methanol as fuel we can operate engine
at lower compression ratios
19
CHAPTER-3
EXPERIMENTAL SETUP
3.1 EXPERIMENTAL SETUP:
Figure 3.1 Experimental setup of variable compression diesel engine
20
3.1.1 DESCRIPTION OF ENGINE

The setup consists of single cylinder, four stroke, VCR (Variable Compression Ratio) research
engine connected to eddy current dynamometer. It is equipped with the tools needed to measure
load, temperature, crank angle, airflow, fuel flow, and combustion pressure. High speed data
acquisition is used to link these signals with computers. The system includes a stand-alone panel
box with an air box, a twin fuel tank for a dual fuel test, a manometer, a fuel measuring unit,
transmitters for measuring the flow of both air and fuel, a process indicator, and a piezo powering
unit. Rotameters are also available to measure the flow of cooling water and water for calorimeters.
The configuration allows for the investigation of VCR engine performance for both diesel and
petrol, for braking power, indicated power, frictional power, BMEP, IMEP, brake thermal
efficiency, Mechanical efficiency, volumetric efficiency, specific fuel consumption, Air fuel ratio,
heat balance and combustion analysis.
3.1.2 ENGINE SPECIFICATIONS

Engine: The engine selected for testing is a four stroke 3.5 KW power variable compression Diesel
engine with water cooled, eddy current dynamometer, the compression ratio ranging from 15 to18
and the injection pressure is 200 bar.
Table 3.1 : Specifications of VCR Engine
Type Single cylinder, 4 stroke, water cooled
Stroke 110 mm
Bore 87.5 mm
Capacity 661 cc
Diesel mode: power 3.5 KW
Speed 1500 rpm
21
CR 17
Injection variation 0-25BTDC
Test setup: Test setup is necessary for proper functioning of the engine.
Table 3.2 : Specifications of variable compression diesel engine
Dynamometer Type eddy current, water cooled, with loading unit
Propeller shaft With universal joints
Air box M S fabricated with orifice meter and manometer
Fuel tank Capacity 15 lit, Type: Dual compartment, with fuel metering pipe
of glass
Calorimeter Type pipe -in pipe
Piezo sensor Combustion: Range 5000 PSI, With low noise cable, Diesel line:
Range 5000 PSI, with low noise cable
Crank angle sensor Resolution 1 Deg, Speed 5500 RPM with TDC pulse
Data acquisition device NI USB-6210, 16-bit, 250kS/s
Temperature sensor Type RTD, PT100 and thermocouple, Type K
Load sensor Load cell, type strain gauge, range 0-50 kg
Fuel flow transmitter DP transmitter, Range 0-500 mm WC
Air flow transmitter Pressure transmitter, Range ( ) 250 mm WC
22
Software “Engine soft” Engine performance analysis software
Rotameter Engine cooling 40-400 LPH; Calorimeter 25-250 LPH
Pump Type Monoblock
3.2 COMPONENTS OF EXPERIMENTAL SETUP

3.2.1 Eddy current dynamometer
Fig 3.2: Eddy current dynamometer
The AG Series eddy current dynamometer can be used with a variety of control systems and is
designed for the testing of engines up to 400kW (536bhp). The dynamometer can move in Bi-
directional. The finger-type rotor installed on the shaft operates in a dry gap. A sump is allowed in
23
a cooling system of the closed-circuit type. A strain gauge load cell is used to measure the load on
the dynamometer, and a shaft-mounted 360 PPR rotary encoder is used to measure the speed.
Table 3.3Specifications of Eddy Current Dynamometer
Model AG10
Make Sajtest plant pvt ltd.
End flanges both side Carbon shaft model 1260 type A
Water inlet 1.6 bar
Minimum KPa 160
Pressure lbf/in2 23
Air gap mm 0.77/0.63

Torque Nm 11.5
Hot coil voltage maximum 60
Continuous current amps 5.0
Cold resistance ohms 9.8
Speed max. 1000 rpm
Load 3.5 Kg
Bolt size M12X7.5
Weight 130Kg
Working Principle:
The dynamometer unit comprises basically a rotor mounted on a shaft running in bearing which
rotates within a chasing supported in ball bearing trunnions which form part of the bed plate of the
machine, secured in the casing are two field coils connected in series. When these coils are supplied
24
with a direct current (DC) a magnetic field is created in the casing across the air gap at either of
the rotor. When the rotor turns in this magnetic field, eddy currents are induced creating a breaking
effect between the rotor and casing. The rotational torque exerted on the casing is measured by a
strain gauge load cell incorporated in the restraining linkage between the casing and dynamometer
bed plate.
To prevent overheating of the dynamometer a water supply pressurized to minimum indicated in
specification is connected to a flanged inlet on the bed plate. Water passes from the inlet to the
casing via a flexible connection, permitting movement of the casing. Water passes through loss
(Grooved) plates in the casing positioned either side of the rotor and absorbs the heat generated.
The cubical air tank serves as the conduit for the air flow to the engine and controls the airflow to
the tank. The air tank's inlet is connected to a mass air flow sensor, which measures the airflow
rate. The mass of air moving to the engine is measured by a hot wire mass air flow sensor. In
contrast to a toaster wire, the wire is heated by an electric current that is suspended in the engine
air stream. As the circuit's electrical current increases in temperature, the wire's electrical
resistance rises. The electrical resistance of the wire decreases as it cools in the presence of air,
allowing more current to flow through the circuit. The temperature of the wire rises as more current
flows until it reaches equilibrium. The mass of air passing across the wire directly correlates to the
amount of current needed to maintain the electrical resistance. The integrated electrical circuit
changes the voltage signal from the current measurement and sends it to the computer.
3.3 AVL DIGAS ANALYZER

The AVL DIGAS 444 is used to measure the proportional quantities of specific gas constituents
in vehicle exhaust. These gases include oxygen, nitrous oxide, hydrocarbons, carbon monoxide,
and carbon dioxide. The CO, CO2, HC, and O2 constituents are used to compute and display the
air fuel ratio. Engine speed and oil temperature measurements are optional. For easy understanding
the meter is divided into three parts.
• Front view
• Back view
• Bottom view
25
a) Front view
The display panel, operational keys, automatic water separator with test gas fine filter, and test gas
input may all be seen primarily in this region. Once the gas is permitted to flow in, the liquid
crystal display depicts the gas's components. It is an ACL Digas 444 standard output device. The
functional keys serve a variety of functions, such as removing or separating water that enters a
meter with tested gas with the use of a fine filter. This stops the machine from getting damaged.
Depending on the manufacturer's catalogue, the filter needs to be changed frequently. The water
inlet enables the machine to receive gas from the engine exhaust. The exhaust gas probe takes a
sample of gas from the exhaust tail pipe of the vehicle and certain it to the gas analyzer via exhaust
gas hose.
b) Back view
The important elements that are present in the back view are condensate outlet, ventilator
and fan, sensors rpm and oil temperature RS 232 connection and power supply.
c) Bottom view
Two filtering devices are present at the bottom of the equipment which serves the
functionality of the device. One for the protection of the sample cells and the other for the
protection of the water pump against condensation.
Fig 3.3: AVL DIGAS 444 5- GAS ANALYSER
26
3.4: AVL SMOKE METER 437C

According to ECE-R24, the AVL 437C Smoke Meter is used to measure the emission of air
pollutants from diesel vehicles. It complies with the specifications set forth by the Ministry of
Road Transport and Highways for smoke measures equipment (opacity measurement
equipment). It measures the opacity and absorption of the vehicle being tested for approval with
printed documents, as well as the opacity and absorption of the emissions of auto ignition
combustion engines. According to legislative requirements, periodic assessment of the opacity of
exhaust gases from diesel engines in passenger cars, lorries, buses, agricultural and construction
equipment, etc. It is utilized to verify diesel vehicle exhaust gas opacity and obtain official
permission.
3.4.1 OPERATING PRINCIPLE

The AVL 437C SMOKE METER measure the opacity of polluted air in particular diesel exhaust
gases (in a measurement chamber of a defined measurement length). The opacity is the extinction
of light between light sources and receiver. The gas to be measured is fed into a chamber with non-
reflective inner surfaces.
Fig 3.4: Smoke inlet to AVL Smoke Meter
27
The effective length of the light absorption tracts is determined by taking into consideration
possible influences of devices used to protect the light source and photocell from reflections or
diffused light inside the chamber is reduced to a minimum using matt black light traps. The
receiver is a photocell with spectral sensitivity curve of the current delivered from the photocell is
a linear function of the intensity of the received light within the operating temperature range.
The absorption coefficient is calculated in accordance with ECE-R24 ISO 3173 with an absorption
coefficient of 1.71/m, for example the sample meter display enables this to be read to an accuracy
of 0.025m-1. The response time of the electrical circuit, specified as the time within the indicator
reaches 90%of the full scale when a completely opaque plate is placed in front of the photocell, is
between 0.9 and 1.1 seconds. The temperature of the gas to be measured should be 70-130°C at
each point in the measurement chamber is maintained at 100+/-5°C.The equipment has a
microprocessor-controlled program sequence to check the measurement process and to store such
values as pressure, temperature, opacity, absorption.
28
CHAPTER 4
EXPERIMENTATION
Step 1: Acid treatment
1000ml of coconut oil is taken in a beaker and 2 ml of 98% pure Sulphuric acid is added
to it and gently stirred 180 ml of methanol is added to the above solution and maintained
at 60 degree Celsius and stirred continuously for 2 hours and poured into separating funnel
and given time for settling of glycerine here Sulphuric acid itself acts as catalyst.
Figure-4.1 Acid treatment of coconut oil
29
Step 2: Basic treatment

Out of 1000ml oil went for acid treatment 800 to 850ml of oil is filtered and started heating to 60
degree Celsius and maintained at 55 to 60 degree Celsius, for this oil 5 grams of potassium
hydroxide pellets and 250 ml of methanol solution is added and continuously stirred for 2 hours
and this oil is poured in separating funnel and left undisturbed for 24 hours for further separation
from glycerin, so we can obtain methyl-esters.
Figure 4.1.2 -Base treatment of coconut oil
30
4.2. Preparation of Bio-Diesel Blends:

D100-100% diesel is taken in one-liter quantity
D90B10- 90% volume of diesel is added to 10% volume of coconut biodiesel.
D80B20- 80% volume of diesel is added to 20% volume of coconut biodiesel.
D70B30-70% volume of diesel is added to 30% volume of coconut biodiesel.
D70B25M5 -70% volume of diesel is added to 25 % coconut biodiesel along with 5% 99.98 pure
Methanol.
D70B20M10- 70% volume of diesel is added to 20% coconut biodiesel along with 10% 99.98
pure Methanol.
D70B15M15- 70% volume of diesel is added to 15% coconut biodiesel along with 15% 99.98
pure Methanol.
Figure 4.2 -Samples of D70B25M5 and D70B20M10
31
4.3 Properties of Diesel, Coconut Biodiesel, methanol:

The some of the major desirable properties of IC engines fuel are High energy density, good
combustion qualities, High thermal stability, Low deposit forming tendencies, Compatibility with
the engine hardware, good fire safety, Low toxicity, Low pollution and Easy transfer ability and
on-board vehicle storage. The general properties of biofuels are acid value, Flash point, Cloud
point, Density, Kinematic viscosity, water and sediments, Ethanol content and Alkaline content.
Table 4.3: properties
Properties Ethanol Diesel COCONUT

BIODIESEL
Molecular Weight 46 170-198
Calorificvalue 20700 42600 40128

(KJ/Kg)
Cetane Number 0-5 50 63
Density (Kg/m³) 789 825 864
Latent heat of 904 700 650

vaporization
(KJ/Kg)
Viscosity(mPa-s) 1.074 3.546 6.84
Flash Point(⁰C) 13 70 228
Oxygen content 34.78 0

(mass %)
4.4 Properties of Blends:
32
Table 4.4 Properties of Blends

PROPERTIES DIESEL D90B10 D80B20 D70B30 D70B25M5 D70B20M10 D70B15M15
Density 830 834 840 845 838 828 820

(kg/m3)
Calorific value 42526 36879 38463 39341 38375 42063 38728
(KJ/Kg)
4.5. EXPERIMENTAL PROCEDURE:

Ensure that all nuts and bolts on the engine, dynamometer, propeller shaft, and base frame are
tightly fastened. Check that there is enough lubricating oil in the engine sump tank by examining
the level stick. Ensure that there is sufficient fuel in the fuel tank and remove any air in the fuel
line. Turn on the electric supply and switch on the PPU, DLU, load indicator, and voltmeter. Start
the computer and open the "Engine Soft" program. Select the "Engine Model" and access
"Configure" in View to compare configuration values and system constants with the engine setup
panel values. Apply any necessary changes and click on the "PO-PV Graphs" tab. Start the water
pump and adjust the flow rate of the Rotameters for the engine and calorimeter. Ensure that water
flows through the dynamometer with a pressure of 0.5 to 1 kg/cm2 and keep the DLU knob at the
minimum position. Change the fuel cock position to "Tank" and start the engine by hand cranking,
allowing it to idle for 4-5 minutes. Click "Scan Start" on the monitor to confirm that the speed,
temperatures, and manometer readings match those displayed on the engine panel. Increase the
load on the engine by rotating the DLU knob and confirm that the load readings on the indicator
and computer are the same. Adjust the DLU knob to set a 0 kg load on the load indicator, wait for
3 minutes, and ensure that the load is constant during this time. Change the fuel cock position to
"Measuring," click "Log on," and enter the engine water flow, calorimeter jacket cooling water
flow in LPH, and compression ratio for VCR engine during the first 30 seconds. Record the fuel
reading and enter the file name to save the first reading data. Repeat this process for various loads
of 3, 6, 9, and 12 kg, and save the data for future reference by clicking "File Open" on the PC and
selecting the file where the readings are stored. Finally, remove the load on the engine, click "Scan
33
Stop" on the PC, and stop the engine and water pump after allowing the water to circulate for about
5 minutes to cool the engine.
4.5.1. Testing on engine (performance and combustion):
• The testing for the performance and combustion of Diesel and Ethanol blends are done in
a variable compression ratio diesel engine (computerized).
• The time taken for fuel consumption for 10 cc is noted and the values of specific fuel
consumption and brake thermal efficiency are calculated.
• From the specifications of the direct injection diesel engine, the maximum torque is 22.2
kg cm. The length of the arm of eddy current dynamometers 1.85 cm and hence the
maximum load that can be applied on the engine is 12 kg.
Figure 4.5- Engine setup and it’s components.
34
4.5.2 Testing on engine for emissions, Noise and Vibrations:

The fuel to be used in engine should also be tested for its emissions. Due to increase in
automobile usage in the present-day world, pollution is increasing at an alarming rate. So, before
selecting an alternative fuel for usage it should also be tested for emissions. In this
experimentation the Diesel- methanol blends are tested for its emissions Diesel is also tested for
its emissions and the values obtained for ethanol blends are compared with that of diesel.
Emissions such as Carbon Monoxide, HydroCarbon, Oxides of Nitrogen, Smoke Density, and
Carbon Dioxide are of high importance as they cause major harm to the environment.
Fig 4.5.2 - Sound and vibration input module and sensor.
ln this experiment, smoke is determined by using smoke tester and all other emissions are
determined using gas analyzer. The knob of the smoke tester has a tube fitted to it, the other and
of which is connected to engine exhaust. The reading is displayed on the equipment. Readings are
noted down after the value becomes constant. Other emissions such as HC, CO, NOx, CO₂ are
noted using the gas analyzer. The probe of be gas analyzer is connected to the exhaust of the engine
and the values displayed on the green are noted after they become constant. The fuel to be used in
engine should also be testedfor its Vibrations. The NI 9234 DAQ assist, Piezoelectric sensor is
35
used that is kept in engine cylinder head using the adhesives for the detection of vibrations and NI
lab view software is used that uses to amplify the data that was received from the piezoelectric
sensor. This accelerometer is connected to the NI 9234(A/D converter) data acquisition card which
provides a connection to an input channel with an input range of ± 5v. The input channel of the
accelerometer is connected to AI 0 of A/D converted. At last, the collected data is transferred to
the laptop for recording. A program is written in NI LabVIEW software for measuring the engine
vibrations. This data is used to draw the graphs between acceleration vs time and acceleration vs
frequency.
Figure 4.5.3- smoke meter and gas analyzer reading during testing
36
CHAPTER 5
RESULTS AND DISCUSSIONS
The engine is operated with diesel(D100) and diesel-biodiesel- blend(D90B10), D80LB20,
D70B30, diesel-biodiesel-methanol-blends-(D70B25M5), (D70B20M10), (D70B15M15) and the
various performance, Noise, emission, and vibration parameters are obtained at different load
conditions at fixed compression ratio of 17.5 and different injection pressure. These values are
compared with each other, and the results are discussed below.
5.1 Comparison of Performance parameters:
5.1.1 BRAKE THERMAL EFFICIENCY VS LOAD: at 210 bar
Figure 5.1.1- Brake thermal efficiency vs load at 210 bar
37
The above graph shows the variation of Brake Thermal Efficiency versus load with diesel and
other blends .The maximum brake thermal efficeincy obtained for diesel fuel is 24.5% ,the
maximum brake thermal efficiency obtained for D70B25M5 blend and D90B10 which is 27.4% .
It can be observed that the brake thermal efficiency increases as the load increases. This is due to
the fact that a higher suction pressure develops as the load increases, resulting in more efficient
combustion. Nevertheless, the presence of higher oxygen content in methanol promotes effective
combustion, leading to complete energy conversion of methanol blends compared to diesel.
Figure -5.1.2 Brake thermal efficiency vs load at 170 bar
maximum brake thermal efficiency obtained for D90B10 blend which is 26.9% . It can be observed
that the brake thermal efficiency increases as the load increases. This is due to the fact that a higher
suction pressure develops as the load increases, resulting in more efficient combustion.
38
Nevertheless, the presence of higher oxygen content in methanol promotes effective combustion,
leading to complete energy conversion of methanol blends compared to diesel.
Figure 5.1.3- Brake thermal efficiency vs load at 140 bar
maximum brake thermal efficiency obtained for D70B25M5 blend which is 30.9%. It can be
observed that the brake thermal efficiency increases as the load increases. This is due to the fact
that a higher suction pressure develops as the load increases, resulting in more efficient
combustion.
5.2 BRAKE THERMAL EFFICIENCY VS LOAD AT VARIOUS INJECTION PRESSURE:
39
Figure 5.2- Brake Thermal efficiency vs Load
The above graph shows the variation of brake thermal efficiency vs injection pressure for
D70B25M5 blend and the graph tells that upon increasing the injection pressure the brake thermal
efficiency is increased as the atomization of fuel droplets increases with increase in injection
pressure of injector.
5.2.1 BRAKE SPECIFIC FUEL CONSUMPTION VS LOAD AT PRESSURE 210 BAR:
Figure 5.2.1-Brake specific fuel consumption vs load at pressure 210 bar
40
The above graph shows the variation of Brake specific fuel consumption and load at CR17.5. As
the load increase the brake specific fuel consumption decreases. It has been observed that at all
loads, the Brake Specific Fuel Consumption (BSFC) of D70B20M10 is lower compared to the
other blends including diesel, The BSFC of an engine is affected by factors such as viscosity,
density, and calorific value. In this case, the blends have lower calorific value and higher density
compared to diesel, which causes lower BSFC for the blends in most conditions. However, as the
brake power increases, the engine works more efficiently and consuming less fuel per unit of power
output.
Figure 5.2.2 Brake Specific Fuel Consumption vs Load at Pressure 170 bar
loads, the Brake Specific Fuel Consumption (BSFC) of D70B20M10 is lower compared to the
other blends including diesel. The BSFC of an engine is affected by factors such as viscosity,
density, and calorific value. In this case, the blends have lower calorific value and higher density
41
compared to diesel, which causes lower BSFC for the blends in most conditions. However, as the
brake power increases, the engine works more efficiently and consuming less fuel per unit of power
output.
Figure 5.2.3-Brake Specific Fuel Consumption vs Load at Pressure 140 bar
loads, the Brake Specific Fuel Consumption (BSFC) of D70B20M10 and diesel is lower compared
to the other blends. The BSFC of an engine is affected by factors such as viscosity, density, and
calorific value. In this case, the blends have lower calorific value and higher density compared to
diesel, which causes lower BSFC for the blends in most conditions. However, as the brake power
increases, the engine works more efficiently and consuming less fuel per unit of power output. As
the viscosity of blends is higher than that of diesel fuel for complete atomization 140 bar may not
be sufficient.
42
5.2.4 BRAKE SPECIFIC FUEL CONSUMPTION VS LOAD AT VARIOUS INJECTION

PRESSURES
Figure 5.2.4 Brake Specific Fuel Consumption vs Load at various injection Pressures
The above graph shows the variation of the Brake specific fuel consumption and load for the blend
D70B20M10 at CR-17.5 for various injection pressures.it is observed that as the load increase the
Brake specific fuel consumption decreases. The brake specific fuel consumption for the blend
D70B20M10 at IP-210 bar shows less BSFC at all loads compared to other injection pressures of
the blend. As the injection pressure increases the atomization of fuel droplets is increased and with
methanol is used as alternate fuel which has more oxygen content which results in proper
combustion therefore BSFC is reduced at higher Injection pressures.
5.3 Comparison of Emissions Parameters and Smoke

5.3.1 CO VS LOAD
43
Figure 5.3.1 CO vs Load at 210 bar pressure
44

The above graphs describe the CO emissions and the load for various blends (D100, D90B10,
D80B20, D70B30, D70B25M5, D70B20M10, D70B15M15). Carbon monoxide is formed during
the combustion process with rich-fuel mixtures regions and when there is insufficient oxygen to
fully burn all the carbon in the fuel. The above trend with increasing in the load of CO emissions
may be due to rising temperatures in the combustion chamber, physical and chemical properties
of the fuel, air-fuel ratio, shortage of oxygen at high speed, and lesser amount of time available for
complete combustion. The effects of fuel viscosity on fuel spray quality would be expected to
make CO decrease with increase in higher oxygen content. Since ethanol has high oxygen content
and biodiesel fuels contains less carbon content. Here As the load increases the CO emissions
decreases for blends. Expect at half load at all other loads D90B10 have less CO emissions.
5.4 CO2 VS LOAD:
45
Figure 5.4 -CO2 vs Load at injection pressure 210 bar
Figure 5.4.1 -CO2 vs Load at injection pressure at 170 bar
46
Figure 5.4.2 – CO2 vs Load at injection pressure at 140 bar

From the above graphs, it shows the variation of CO2 and load at CR17.5(i.e; higher compression
ratio). Generally, methanol helps in better combustion, but the blends are combination of diesel,
biodiesel and methanol. Since methanol is less stable and Biodiesel has more viscosity it may have
effect on results. Carbon Dioxide is formed during the combustion process with rich-fuel mixtures
regions and when there is insufficient oxygen to fully burn all the carbon in the fuel. The above
trend with increasing in the load of emissions may be due to rising temperatures in the combustion
chamber, physical and chemical properties of the fuel, air-fuel ratio, shortage of oxygen at high
speed, and lesser amount of time available for complete combustion. From the graph we can say
that At Low load condition compared to diesel all blends have less CO2 emissions and at full load
diesel has less CO2 emissions.
5.5 HC VS LOAD
47
Figure 5.5 HC vs Load at injection pressure 210 bar
Figure 5.5.1 HC vs Load at injection pressure 170 bar
48
Figure 5.5.2 – HC vs Load at injection pressure 140 bar
The above graphs shows the comparison of unburnt HC with the Load for blends and diesel at CR-
17.5. The amount of HC emissions mainly depends upon the temperature of the gas. As the load
increases the temperature increases and thus the HC emissions decreases. Generally, for Biodiesel
the unburnt HC emissions are less due to the low carbon content in the fuel. But it is observed that
the HC emissions are increasing as the ethanol content is getting increased due to higher
temperatures that is attained and the incomplete combustion of the hydrocarbons after the After
burning stage in the combustion chamber. The one of the major disadvantage of using methanol
as an alternative fuel is HC emissions are drastically increasing as the methanol content gets
increases. Diesel has the lowest HC emissions at full load ,where as at half load D70B20M10 has
the least HC emissions.
5.6 NOx VS LOAD:
49
Fig 5.6 NOx vs Load at injection pressure 210 bar
Fig 5.6 .1 NOx vs Load at injection Pressure 170 bar
50
Fig 5.6.2 NOx vs load at injection pressure 140 bar

The above graphs shows the comparison between the NOx emissions with Load for Various blends
at CR-17.5.it is observed that as the load increases the NOx emissions increases and compared to
the diesel the fuel blends have more NOx emissions. The oxides of nitrogen emissions are
precarious pollutant emissions, which are produced, when the fuel is unburnt at high temperature
causing dissociation of nitrogen. Due to high oxygen content in methanol and attaining high
temperature and pressure during combustion results in increased NOx emissions. As the methanol
percentage in blends increases the NOx emissions also increase. If the combustion in the cylinder
happens for more time also increases the NOx emissions but at half load methanol blended fuel is
having lower NOx emissions. At full load the emissions of NOx from diesel is the highest at the
injection pressures.
5.7 SMOKE DENSITY VS LOAD:
51
Figure 5.7- Smoke density vs Load at injection pressure 210 bar
Figure 5.7.1- Smoke density vs load at injection pressure 170 bar
52
Fig 5.7.2- Smoke density vs Load at injection pressure 140 bar
The above graph shows the comparison of smoke opacity with load at CR-17.5 for various blends.
It is observed that the smoke opacity is lower for all methanol blends compared to diesel(D100).
The smoke is observed to be low at no load due to less temperature and also due to incomplete
combustion. These reasons account for the trends observed in the graph. The D70B15M15 blend
showed least smoke opacity value than the remaining blends. As the methanol ratio increases the
oxygen content gets increases and so the complete combustion takes place and so smoke opacity
is getting decreased for the blends. As the injection pressure increase the combustion efficiency
increases so the smoke is reduced due to the complete combustion. But since the biodiesel has high
viscosity it may effect the fuel spray that may result in incomplete combustion and increase smoke
density and other emissions.
5.8 ACCELERATION AMPLITUDE VS FREQUENCY AT 210 BAR:
53
Figure 5.8.1- Superimposed Frequency Spectrum of Vibration for Diesel and D90B10 at 210 bar
54
Fig5.8.4 - Superimposed Frequency Spectrum of Vibration for Diesel and D70B25M5 at 210 bar
55
Fig5.8.5-Superimposed Frequency Spectrum of Vibration for Diesel and D70B20M10 at 210 bar
56
The above graphs shows the superimposed frequency spectrum curves for (Diesel, D90B10),
(Diesel, D80B20), (Diesel, D70B30), (Diesel, D70B25M5), (Diesel, D70B20M10) (Diesel,
D70B15M15) at CR17.5 and full load condition at injection pressure 210 bar. At a frequency of
644 Hz, the max acceleration amplitude of diesel fuel is 3.89 m/s2. At a frequency of 626 Hz, the
peak acceleration amplitude of the D70B20M10 fuel is 1.56m/s2. There was decrease in the peak
for the D70B20M10 compared to Diesel, Here the blend consists of biodiesel and methanol. Since
biodiesel has high cetane number and ethanol has low cetane number they impact the ignition
delay. As ethanol percentage increases in the blend there will be longer ignition delay which
reduces the vibrations. The amplitude of D70B20M10 is high at some parts of frequency compared
to diesel. Due to the sudden rise in cylinder pressure may effect the vibrations. At high
temperatures there will be more stress so vibrations increase at some frequencies. As we keep on
decreasing the %volume of diesel in blends the peak amplitude is being reduced by adding
methanol to the blends the vibration further reduced drastically till D70B20M10 blend, after that
when methanol percentage is changed to 15% the roughness in the system is increased again the
peak vibration intensity is identified. The maximum peak which is obtained at frequencies 620 to
650Hz.
5.9 Vibrations at injection pressure 170 bar
Figure 5.9.1 - Superimposed Frequency Spectrum of Vibration for Diesel and D90B10 at 170 bar
57
58
Fig 5.9.4 -Superimposed Frequency Spectrum of Vibration for Diesel and D70B25M5 at 170 bar
59
D70B15M15) at CR17.5 and full load condition at injection pressure 170 bar. At a frequency of
643 Hz, the max acceleration amplitude of diesel fuel is 2.01 m/s2. At a frequency of 667 Hz, the
peak acceleration amplitude of the D80B20 fuel is 1.5m/s2. There was decrease in the peak for the
D80B20 compared to Diesel, Here the blend consists of biodiesel and methanol. Since biodiesel
has high cetane number and ethanol has low cetane number they impact the ignition delay. As
ethanol percentage increases in the blend there will be longer ignition delay which reduces the
vibrations. The amplitude of D80B20 is high at some parts of frequency compared to diesel. Due
to the sudden rise in cylinder pressure may effect the vibrations. At high temperatures there will
be more stress so vibrations increase at some frequencies. As we keep on decreasing the %volume
of diesel in blends the peak amplitude is being reduced by adding methanol to the blends the
vibration further increased as the roughness in the system is increased again the peak vibration
intensity is identified. The maximum peak which is obtained at frequencies 630 to 680Hz.
60
5.10.1 Vibrations at injection pressure 140 bar
Fig 5.10.1- Superimposed Frequency Spectrum of Vibration for Diesel and D90B10 at 140 bar
Fig5.10.2 - Superimposed Frequency Spectrum of Vibration for Diesel and D80B20 at 140 bar
61
Fig5.10.3 - Superimposed Frequency Spectrum of Vibration for Diesel and D70B30 at 140 bar
62
Fig5.10.5-Superimposed Frequency Spectrum of Vibration of Diesel and D70B20M10 at 140 bar
Fig5.10.6-Superimposed Frequency Spectrum of Vibration of Diesel and D70B15M15 at 140 bar
63
(Diesel, D80B20), (Diesel, D70B30), (Diesel, D70B25M5), (Diesel, D70B20M10) (Diesel ,
D70B15M15) at CR17.5 and full load condition. At a frequency of 647 Hz, the max acceleration
amplitude of diesel fuel is 3.47 m/s2. At a frequency of 639 Hz, the peak acceleration amplitude
of the D70B30 fuel is 1.75m/s2. There was decrease in the peak for the D70B30 compared to
Diesel, Here the blend consists of biodiesel and methanol. Since biodiesel has high cetane number
and ethanol has low cetane number they impact the ignition delay. As ethanol percentage increases
in the blend there will be longer ignition delay which reduces the vibrations. The amplitude of
D70B30 is high at some parts of frequency compared to diesel. Due to the sudden rise in cylinder
pressure may effect the vibrations. At high temperatures there will be more stress so vibrations
increase at some frequencies. As we keep on decreasing the %volume of diesel in blends the peak
amplitude is being reduced by adding methanol to the blends the vibration further increased as the
roughness in the system is increased again the peak vibration intensity is identified. The maximum
peak which is obtained at frequencies 630 to 650Hz.All the vibration peak values of all blends are
less than that of diesel value in all injection pressures.
5.11 ACCELERATION AMPLITUDE VS TIME AT VARIOUS INJECTION

PRESSURES:
Figure 5.11 – Superimposed acceleration amplitude vs time at various injection pressures
64
The above graph shows the variation of the maximum acceleration amplitude and time for the
blend D70B20M10 at CR-17.5 and full load condition for various injection pressures.it is observed
that the highest peak is observed for the blend at 140bar compared to the other injection pressure.
The maximum acceleration amplitude for the blend D70M20M10 at 140bar, 170bar and 210bar
injection pressure. Time wave is not suitable parameter to judge the effect of fuel on engine
because it consists of different sources.
5.12 ACCELERATION AMPLITUDE VS FREQUENCY AT VARIOUS

INJECTION PRESSURES:
Figure 5.12 Acceleration amplitude vs frequency at various injection pressures
The above graph shows the variation of maximum acceleration amplitude and frequency for the
blend D70B20M10 at CR-17.5 and full load for various injection pressure.it is observed that the
blend D70B20M10 at 170bar has minimum acceleration amplitude compared to the other injection
pressures of the blend. Generally, as injection pressure increases the pressure and forces act on the
piston increases which leads to increased vibrations. But due to the viscosity of biodiesel the fuel
spray may effect vibrations and the fuel properties also impact the vibration.
65
5.13 SOUND(NOISE) VS TIME
5.13.1 At injection pressure 210 bar
Figure 5.13.1- Superimposed Noise signals for Diesel and D90B10 at 210 bar
66
Figure 5.13.4- Superimposed Noise signals for Diesel and D70B25M5 at 210 bar
67
68
5.14 At injection pressure 170 bar
Figure 5.14.1 - Superimposed Noise signals for Diesel and D90B10 at 170 bar
69
Figure 5.14.4 - Superimposed Noise signals for Diesel and D70B25M5 at 170 bar
70
71
5.15 At injection pressure 140 bar
72
73
74
D70B15M15) at CR17.5 and full load condition. At injection pressure 210 bar the noise signals of
diesel are almost equal to the noise signals of other blends. At injection pressure 170 bar the noise
signals of diesel are slightly higher than all the remaining blends. At injection pressure 140 bar the
noise signals are comparatively higher for Diesel when compared to other blends ,as the injection
pressure is kept on decreasing the noise signals are increasing for diesel and remaining blends
when compared to higher injection pressures.
75
CHAPTER 6
CONCLUSION
In the current study the effect of injection pressure on coconut biodiesel and it’s blends are tested
on variable compression ratio diesel engine for estimating performance, emissions, vibration and
noise analysis. The main observations of experimentation are listed here:
Performance parameters:
The brake thermal efficiency increase with respect to load for B10,M5,M10 When compared to
diesel are 6.61,6.71,6.29 % respectively.
The brake specific fuel consumption is minimum for diesel at full load and least for D70B20M10
at all loads when compared with other blends.
Emission and smoke :
CO% : Low CO emission is best desired for engines The CO emissions are lower for D70B25M5
blended fuel compared to other fuels and CO emissions get decreased as load increases
CO2%: The CO2 emissions are almost similar D90B10,D70B25M5 blended fuel and so the
missions are less compared to Diesel.
HC: This shows higher HC emissions compared to other indicates incomplete combustion. For HC
emissions the D75B25M5 blend is most suitable compared to D90B10 and other blends.
NOx : The oxides of nitrogen emissions are lower for D70B25M5 blend ,followed by
D70B20M10 blend till maximum load conditions
Smoke: The less smoke percentage indicates better burning of fuel and causes less pollution to
the environment D70B25M5 have the least smoke content at 140 bar injection pressure till
maximum load starting from zero load.
Vibrations:
At all injection pressures Diesel fuel resulting in the highest vibrations of the engine i.e;at 210
injection bar pressure the maximum peak obtained is 3.89 m/s^2 ,at 644 Hz frequency which is
maximum amongst all the vibrations produced, the least vibration is produced for D70B25M5
blend is 1.9m/s^2 at 629 Hz.
Vibration produced maximum by D90B10 is: 3.8m/s^2 at 630Hz
76
Vibration produced maximum by D80B20 is: 3.11 m/s^2 at 636 Hz

Vibration produced maximum by D70B30 is :2.82m/s^2 at 638Hz
Vibration produced maximum by D70B25M10 is: 2.43 m/s^2 at 648 Hz.
We can conclude all the blends have least vibration when compared to standard diesel fuel.
Noise:
The least noise obtained from all the blends is obtained from D90B10 blend i.e., 2.42 decibels at
170 bar and highest is of diesel 3.46 (db).
After comparing performance, emissions, vibrations with diesel fuel the most suitable alternative
fuel is D70B25M5 which have better Thermal Efficiency, lesser emissions, and minimum
vibrations compared to diesel and other blends.
77
CHAPTER 7
REFERENCES
[1] Savariraj, S.; Ganapathy, T.; Saravanan, C G(2013). Performance, emission and combustion
characteristics of fish-oil biodiesel engine. European Journal of Applied Engineering and
Scientific Research, 2 (3):26-32.
[2] D. Sanju, B. Prabakaran & P. Vijayabalan. Influence of addition of ethanol into non-edible
MOBD an experimental study on the performance of ci engine.
[3] Preechar Karin. Influence of ethanol-biodiesel blends on diesel engines combustion behavior
and particulate matter physicochemical characteristics. 2006.
[4] Rajnish Kumar, Om Prakash Chaurasia. A Review on Performance and Emissions of
Compression Ignition Engine Fueled with Ethanol-diesel Blend. 2019.
[5] Xue, T.; Grift, T E.; Hansen, A (2011). Effect of biodiesel on engine performances and
emissions. Renewable and Sustainable Energy Reviews, 15(2011): 1098-1116.
[6] Musa, N A.; Teran, G M.; Yaman, S A(2016) Characterization of coconut oil and its biodiesel.
[7] Ho Young Kim. Optimization of palm oil biodiesel blends and engine operating parameters to
improve performance and PM morphology in a common rail direct injection diesel engine. 2020.
[8] Devesh Kumar. Effect of synthesized lemongrass biodiesel on the performance and emission
characteristics of a CI engine. 2023.
[9] H.G. How, H.H. Masjuki, M.A. Kalam, Y.H. Teoh ;An investigation of the engine
performance, emissions and combustion characteristics of coconut biodiesel in a high-pressure
common-rail diesel engine; Energy 69 (2014) 749- 759.
[10] Sachin Shinde. Performance and emission characteristics of a CI engine fueled with milk
scum biodiesel. 2020.
[11] Madhav Varma B, Ravi Kumar N and Prasanthi G,2016,An experimental investigation of
vibration characteristics of compression ignition engine running with neem methyl
ester,IJAME,13(2),3434-3450.
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[12] Wasim akram. Experimental investigation on performance of a CI Engine using waste

cooking oil biodiesel blends with alcohol and Nanoparticle additives as fuel. 2020, Pages 1332-
1339.
[13] R.J. Murray, S. Hosein, S. Kelly, An investigation of methanol-coconut oil fuel blends in
diesel engines for Caribbean power generation, West Indian J. Eng. 34 (2012) 52–58.
[14] Park, J.Y.; Kim, D.K.; Wang, Z.M.; Lu, P.M.; Park, S.C.; Lee, J.S. Production and
Characterization of Biodiesel from Tung Oil. Appl. Biochem. Biotechnol. 2008, 148, 109-117.
79

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EFFECT OF INJECTION PRESSURE ON VIBRATION,

NOISE AND PERFORMANCE ANALYSIS OF DIESEL

A Project report submitted

Under the esteemed guidance of

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that thesis entitled “EFFECT OF INJECTION PRESSURE ON VIBRATION,

Dr. B. Madhava Varma Dr. S. Adinarayana

Sr. Assistant Professor Professor & HoD

Department of Mechanical Engineering Department of Mechanical Engineering

MVGR College of Engineering (A) MVGR College of Engineering (A)

INTERNAL EXAMINER EXTERNAL EXAMINER

PSO PROGRAM SPECIFIC OUTCOMES

CHAPTER 1 INTRODUCTION AND LITERATURE REVIEW

TABLE NO. TABLE NAME PAGE NO.

1 Emission norms table 9

3.1 Specifications of VCR engine 21

3.3 Specifications of Eddy Current dynamometer 24

4.4 Properties of blends 33

FIG NO. NAME OF FIGURE PAGE NO.

1.1.1 Biodiesel production 2

1.2 Conventional Methanol production 5

3.1 Experimental setup of variable compression engine 20

3.2 Eddy current dynamometer 23

3.3 AVL DIGAS 444 and 5 Gas analyzer 26

3.4 Smoke inlet to AVL smoke meter 27

4.1 Acid treatment of coconut oil 29

4.1.2 Basic treatment of coconut oil 30

4.2 Sample of D70B25M5 and D70B20M10 31

4.5 Engine setup and it’s components 34

4.5.2 Sound and vibration input module and sensor 35

4.5.3 Smoke Meter and gas analyzer reading during testing 36

5.1.1 Brake thermal efficiency vs Load at 210 bar 37

5.1.2 Brake thermal efficiency vs Load at 170 bar 38

5.1.3 Brake thermal efficiency vs Load at 140 bar 39

5.2.1 Brake specific fuel consumption vs load at pressure 210 bar 40

5.2.2 Brake specific fuel consumption vs load at pressure 170 bar 41

5.2.3 Brake specific fuel consumption vs load at pressure 140 bar 42

5.2.4 Brake Specific Fuel Consumption vs Load at various injection 43

5.3.1 CO vs Load at 210 bar pressure 44

5.3.2 CO vs Load at 170 bar pressure 44

5.3.3 CO vs Load at 140 bar pressure 45

5.4 CO2 vs Load at injection pressure 210 bar 46

5.4.1 CO2 vs Load at injection pressure 170 bar 46

5.4.2 CO2 vs Load at injection pressure 140 bar 47

5.5 HC vs Load at injection pressure 210 bar 48

5.5.1 HC vs Load at injection pressure 170 bar 48

5.5.2 HC vs Load at injection pressure 140 bar 49

5.6 NOx vs Load at injection pressure 210 bar 50

5.6.1 NOx vs Load at injection pressure 170 bar 50

5.6.2 NOx vs Load at injection pressure 140 bar 51

5.7.1 Smoke density vs Load at injection pressure 210 bar 52

5.7.2 Smoke density vs Load at injection pressure 210 bar 53

5.8.1 Superimposed Spectrum of Vibration for Diesel and D90B10 54

5.8.2 Superimposed Spectrum of Vibration for Diesel and D80B20 54

5.8.3 Superimposed Spectrum of Vibration for Diesel and D70B30 55

5.8.4 Superimposed Spectrum of Vibration for Diesel and 55

5.8.5 Superimposed Spectrum of Vibration for Diesel and 56

5.8.6 Superimposed Spectrum of Vibration for Diesel and 56

5.9.1 Superimposed Spectrum of Vibration for Diesel and D90B10 57

5.9.2 Superimposed Spectrum of Vibration for Diesel and D80B20 58

5.9.3 Superimposed Spectrum of Vibration for Diesel and D70B30 58

5.9.4 Superimposed Spectrum of Vibration for Diesel and 59

5.9.5 Superimposed vibrations vs Frequency for Diesel and 59