1

EXPERIMENTAL INVESTIGATION ON PERFORMANCE

AND EMISSION CHARACTERISTICS OF DIESEL ENGINE

USING BIO-DIESEL AS AN ALTERNATE FUEL

A SYNOPSIS

Submitted

in the partial fulfillment of the requirements for

the award of the degree of

DOCTOR OF PHILOSOPHY

In

FACULTY OF MECHANICAL ENGINEERING

By

CH.S.NAGA PRASAD

[Reg. No. 0603PH1501]

Under the esteemed guidance of

Dr. K.VIJAYA KUMAR REDDY

DEPARTMENT OF MECHANICAL ENGINEERING

JNTUH COLLEGE OF ENGINEERING, HYDERABAD – 500085

RESEARCH AND DEVELOPMENT CELL JAWAHARLALNEHRUTECHNOLOGICAL UNIVERSITY

KUKATPALLY, HYDERABAD,

INDIA.

JANUARY - 2010.

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ABSTRACT

Petroleum based fuels play a vital role in rapid depletion of conventional

energy sources along with increasing demand and also major contributors of

air pollutants. Major portion of today‟s energy demand in India is being met

with fossil fuels. Hence it is high time that alternate fuels for engines should be

derived from indigenous sources. As India is an agricultural country, there is a

wide scope for the production of vegetable oils (both edible and non-edible)

from different oil seeds.

The present work focused only on non-edible oils as fuel for engines, as

the edible oils are in great demand and far too expensive. The past work

revealed that uses of vegetable oils for engines in place of diesel were

investigated. Though the concerned researchers recommended the use of

vegetable oils in diesel engines, there was no evidence of any practical

vegetable oil source engines.

The present investigations are planned after a thorough review of

literature in this area. Experiments are carried out in a more popular petter

type single cylinder, water cooled engine. Major problems associated with

vegetable oils are higher viscosities, lower heating values, raise in

stoichiometric fuel air ratio and thermal cracking. The author has focused on

utilization of five non-edible oils, their blends with diesel and respective Methyl

esters in diesel engines. The neat oil blends with diesel were heated before

entering into combustion chamber. The heating value depends on the increase

in percentage of neat oils in mixture to reduce the viscosity of the fuel.

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The performance parameters of the test engine Viz. Brake thermal

efficiency, Volumetric efficiency are decreased, Brake specific fuel consumption

and Exhaust gas temperature are increased for all neat oils compared to

diesel. Emission parameters of engine such as Carbon monoxide, Carbon

dioxide, Un-burnt hydrocarbons and Smoke are increased, but Nitrogen oxides

are decreased for all neat oils and their blends compared to diesel. This

variation is observed due to high viscosity coupled with lower heating value of

the fuels.

All neat oils are converted into their respective methyl esters through

trans-esterification process. In this process, the performance parameters of

engine such as Brake thermal efficiency and Volumetric efficiency are slightly

decreased, Brake specific fuel consumption and Exhaust gas temperature are

increased compared to diesel for all bio-diesels. Emission parameters of engine

such as Carbon monoxide, Carbon dioxide, Un-burnt hydrocarbons and Smoke

are reduced, but Nitrogen oxides increased for all bio-diesels compared to

diesel. This trend is observed due to complete combustion of the bio-diesels, as

the viscosity is reduced.

From the experimentation, it is observed that 25% of neat oil mixed with

75% of diesel is the best suited blend, without heating and without any

modification of the engine. Methyl ester of Linseed oil is the better

performing fuel due to better performance and lower emissions compared to

other chosen methyl esters.

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NOMENCLATURE

T1, T3 Inlet water temperatures (0c)

T2 Outlet engine jacket water temperature (0c)

T4 Outlet calorimeter temperature(0c)

T5 Exhaust gas temperature before calorimeter (0c)

T6 Exhaust gas temperature after calorimeter (0c)

F1 Fuel flow dp (differential pressure) unit

F2 Air intake dp(differential pressure) unit

PT Pressure transducer

N Rpm decoder

Wt. Load

EGA Exhaust gas analyzer (5 gases)

SM Smoke meter

D Diesel

LS Linseed oil

LS(N) Neat Linseed oil

CaO(N) Neat Castor oil

PS(N) Neat Palm stearin

MA(N) Neat Mahua oil

NM(N) Neat Neem oil

CS(N) Neat Cotton seed oil

RB(N) Neat Rice bran oil

BP Brake power

bsfc Brake specific fuel consumption

EGT Exhaust Gas Temperature

CO Carbon monoxide

CO2 Carbon dioxide

UHC Un-burnt hydro carbons

NOx Nitrogen oxides

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MELS Methyl ester of Linseed oil

MECaO Methyl ester of Castor oil

MEPS Methyl ester of palm stearin

MEMA Methyl ester of Mahua oil

MENM Methyl ester of Neem oil

MERB Methyl ester of Rice bran oil

MECON Methyl ester of Coconut oil

CHAPTER – I

INTRODUCTION

1.1. Introduction:

India is one of the fastest developing countries with a stable economic

growth, which multiplies the demand for transportation in many folds. Fuel

consumption is directly proportionate to this demand. India depends mainly

on imported fuels due to lack of fossil fuel reserves and it has a great impact

on economy. India has to look for an alternative to sustain the growth rate.

Bio-diesel is a promising alternative for our Diesel needs. With vast

vegetation and land availability, certainly bio-diesel is a viable source of fuel

for Indian conditions. Recent studies and research have made it possible to

extract bio-diesel at economical costs and quantities. The blend of Bio-

diesel with fossil diesel has many benefits like reduction in emissions,

increase in efficiency of engine, higher Cetane rating, lower engine wear, low

fuel consumption, reduction in oil consumption etc. It can be seen that the

efficiency of the engine increases by the utilization of Bio-diesel. This will

have a great impact on Indian economy.

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Diesel fuels have deep impact on the industrial economy of a country.

These are used in heavy trucks, city transport buses, locomotives, electrical

generators, farm equipments, underground mine equipments etc. The

consumption of diesel fuels in India for the period 2007-08 was 28.30

million tons, which was 43.2% of the consumption of petroleum products.

This requirement was met by importing crude petroleum as well as

petroleum products. The import bill on these items was 17,838 crores. With

the expected growth rate for diesel consumption more than 14% per annum,

shrinking crude oil reserves and limited refining capacity, India is likely to

depend more on imports of crude petroleum and petroleum products.

1.2. History of vegetable oils:

India is importing crude petroleum & petroleum products from Gulf

countries. Indian scientists searched for an alternate to diesel fuel to

preserve global environment and to withstand economical crisis. So,

vegetable oils from plants both edible, crude non-edible and Methyl esters

(Bio-diesels) are used as alternate source for Diesel oil. Bio-diesel was found

as the best alternate fuel, technically and environmentally acceptable,

economically competitive and easily available.

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CHAPTER – 2

LITERATURE SURVEY

The oils that are extensively studied include Sunflower, Soya bean,

Peanut, Rapeseed, Rice bran, Karanji etc.,[1,2]. One of the disadvantages of

using these oils in diesel engines is nozzle deposits, which drastically affects

the engine performance and emissions. The refining processes of vegetable

oil gives better performance compared to crude vegetable oil[3,4,5,6].

Goering et al [7] studied the characteristic properties of eleven

vegetable oils to determine which oils would be best suited for use as an

alternative fuel source. Of the eleven oils tested, corn, rapeseed, sesame,

cottonseed, and soyabean oils had the most favourable fuel properties.

There is an improvement in the engine performance when these

modified vegetable oils are used instead of base vegetable oils [8,9,11,12].

This improvement in performance is attributed to good atomization of these

modified fuels in the injector nozzle and a significant reduction in the

viscosity.

The performance of the non-edible oils like Rice bran oil [15] and

cotton seed oil [14] was found satisfactory.

The idea of using vegetable oils as fuel for diesel engines is not a new one.

Rudolph Diesel used peanut oil as fuel in his engine at Paris Exposition of

1900.However, despite the technical feasibility, vegetable oil as fuel could

not get acceptance, as it was more expensive compared to petroleum fuels.

Later the various factors as stated earlier, created renewed interest of

researchers in vegetable oil as substitute fuel for diesel engines. The density

and viscosities of the blends increased with the increase of biodiesel

concentration in the fuel blend. It also reduces the filter clogging and

ensures smooth flow of oil. Some of the researchers[10,13] conducted the

experiments on diesel engine using non-edible vegetable oils used as

alternate fuels and found maximum Brake thermal efficiency, BSFC and

emissions like CO,HC also increased without any engine modification. The

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uses of biodiesel [16] in conventional diesel engines result in substantial

reduction in the emission of unburned hydrocarbons, carbon monoxide and

particulate. Neat oil is converted into Methyl ester of oil (biodiesel) using

trans-esterification process. Methyl and ethyl ester of Karanja oil [17] can

also be used as fuel in compression ignition engine without any engine

modification. Higher viscosity is responsible for various undesirable

combustion properties of Neat vegetable oils. Four well known techniques

are proposed to reduce the viscosity levels of vegetable oil namely dilution,

Pyrolysis, Micro emulsion and Trans esterification [18].

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Chapter – III

PROPERTIES OF VEGETABLE OILS USED IN TEST ENGINE

3.1 INTRODUCTION

The general morphology of oil plants and seeds and availability of oils are

explained. Combustion parameters such as density, viscosity, flash point,

fire point, cetane number and calorific value of all types of chosen oils and

their blends with diesel oil are presented in this chapter. Effect of blending

vegetable oil with diesel on viscosity is discussed. Effect of heating on

viscosity of oils and their blends with diesel is studied in this chapter.

3.2. GENERAL MORPHOLOGY OF PLANTS AND THEIR SEEDS

3.2.1 Linseed oil: Linseed oil, other wise known as flax seed oil or simply

flax oil. Its scientific name is Linum usitatissimum, (or)Linaceae. The

yellowish drying oil is derived from dried ripe seeds of flax plant through

pressing and extraction. It is available in varieties such as Cold Pressed,

alkali refined, sun Bleached, sun thickened, and polymerized (stand oil)

marketed as flaxseed oil. Linseed oil is the most commonly used carrier in

oil paint. Several coats of linseed oil acts as the traditional protective coating

for the raw willow of a cricket bat. Fresh, refrigerated and unprocessed,

linseed oil is used as nutritional supplement. It is available in Asian

countries.

3.2.2 Castor oil: Castor oil (or) ricinus oil is non-volatile fatty oil extracted

from Castor bean seeds. It varies in colour from colour less to greenish. It

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has two derivatives known as blown castor and hydrogenated oil.

Hydrogenated castor oil is used in textiles, paints, varnishes, plastics,

cosmetics, fibers, hair oils and drying oils. It is also used in traditional

medical purpose. This oil also serves as a pregnant woman during delivery.It

is available in India and African countries.

3.2.3 Palm Stearin oil:

Palm oil has pleasant odour and taste. It is stable and resistant to

rancidity. The colour of palm oil varies from yellow to deep orange. Inter

esterification of palm oil produces two fractions. Palm oil obtained at low

melting point called “Olein” and the oil obtained at high melting point called

“Stearin”. Oil palm fruits are oval-shaped sessile drupes. Palm oil contains

some triglyceride species, which are completely saturated. The iodine value

of palm oil is lower (44-58) when compared to other vegetable oils because of

high proportion of saturated fatty acids.

Palm oil is solid at ambient temperature and fluid in tropical and

subtropical climates with certain fractions held in crystalline form. It is

used in manufacturing plastics, fibers and soaps. It is available in Asia,

Africa, Indonesia, Nigeria and Malaysia.

3.2.4 Mahua oil: Scientific name of Mahua oil is “Madhuka indica”,

botanical name is “Madura long folia”. It is derived from a tropical tree

belonging to the family Sapotaceae. The other Vernacular names of Mahua

are Madhukha in Sanskrit, Maduca or butter tree in English, Mohua in

Hindi, Mahuva In Urdu, Ireppa (or) Elippa in Malayalam, Ippa (or) Ippachittu

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in Telugu, Monda in Marathi. Almost all parts of this tree, which includes

leaves, flowers, roots, bark, latex juice, seed and are known to possess

medicinal properties. So, it is widely used in traditional medicine.

The leaves of Mahua are astringent and they are used in embrocation. The

bark is used for rheumatism, ulcers and diabetic mellitus. It is used to cure

burning sensation in the body, debility emaciation, respiratory diseases,

rheumatism and thirst. It is considered useful in snake bite and fish poison

cases. Flowers can be used to treat cough, cold and bronchitis. Flowers are

largely used in processing distilled liquors. The roots are applied to cure

ulcers. In vetenary medicine, it is used to treat stomach ache in horses.

Leaves are used as cattle fodder and green manure. The last, but not least is

the bio-diesel properties of Mahua seed oil. The methanolic extract of

flowers, leaves, stem and stem bark has been reported to posses

antibacterial activity against B anthracis, B pumilus, viz Cholera, xanth etc.

It is available in Asian and western countries.

3.2.5 Neem oil:

The scientific name of Neem is azadirachta indica. It belongs to the family

meliaceae. The kernels contain 40% to 50% of an acrid bitter greenish yellow

to brown oil with strong disagreeable garlic like odour. This bitter taste is

due to the presence of sulphur containing compounds like Nimbin, Nimbidin

and Nimbosterol. It is rich in oleic acid, followed by Stearic, Palmitic and

Linolenic acids. The oil is used for illumination, soap making,

pharmaceuticals, cosmetics and medicinal fields (Ayurvedic medicine).The

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purified oil is used in manufacturing disinfect able and emulsifying agents

which are used as insecticidal sprays. Neem oil is available in India and

West Africa.

Table :3.1. Specifications of the test rig.

Number of cylinders 01 Number of Strokes 04

Fuel Diesel

Rated Power 5.2 KW/7 hp @ 1500 RPM

Cylinder bore & Stroke 87.5 & 110 mm

Compression Ratio 17.5:1

Dynamometer arm length 185 mm

Dynamometer Type Eddy current

Type of cooling Water cooled

Table 3.2. Comparison of combustion characteristics of vegetable oils

used

property Linseed Castor Palm

stearin

Mahua Neem Diesel

Density(gm/cc)at

400C

0.929 0.956 0.918 0.917 0.919 0.830

Viscosity(cst) 22.2 52 39.6 36 34 5.0

Flash point(0C) 241 320 220 273 300 57

Fire point(0C) 260 345 280 301 325 65

Calorific values(KJ/Kg)

39307 36000 37500 39600 35200 42000

Cetane number 34.6 42.3 42 45 38 50

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CHAPTER – IV

EXPERIMENTAL WORK

4.1 INTRODUCTION

The details of the experimental set up are presented in this chapter. The

information about the engine, components, instrumentation and controls

used in test engine are described.

4.2 EXPERIMENTAL SET-UP

The various components of experimental set up are described below. Fig.4.1

shows line diagram & Fig.4.2 shows the photograph of the experimental set

up. The important components of the system are

(i) The engine

(ii) Dynamometer

(iii)Smoke meter

(iv) Exhaust gas analyzer

4.2.1 The Engine:

The Engine chosen to carry out experimentation is a single cylinder, four

stroke, vertical, water cooled, direct injection computerized Kirloskar make

CI Engine. This engine can withstand higher pressures encountered and

also is used extensively in agriculture and industrial sectors. Therefore this

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engine is selected for carrying experiments. The specifications of the engine

given in Appendix – I. Fig. 4.3 and 4.4 show the actual photos of the C.I.

Engine and its attachments.

4.2.2 Dynamometer:

The engine has a DC electrical dynamometer to measure its output. The

dynamometer is calibrated statistically before use. The dynamometer is

reversible i.e., it works as monitoring as well as an absorbing device. Load is

controlled by changing the field current. Eddy-Current Dynamometer's

theory is based on Eddy-Current (Fleming's right hand law). The

construction of eddy-current dynamometer has a notched disc(rotor) which

is driven by a prime mover(such as engine, etc.) and magnetic poles(stators)

are located outside with a gap. The coil which excites the magnetic pole is

wound in circumferential direction. When current runs through exciting

coil, a magnetic flux loop is formed around the exciting coil through stators

and a rotor. The rotation of rotor produces density difference, then eddy-

current goes to stator. The electromagnetic force is applied opposite to the

rotational direction by the product of this eddy-current.

4.2.3 Smoke meter:

Smoke measurement is made using an “OPAX2000II/DX200P” of Neptune

Equipment Pvt. Ltd. Ahmedabad. The measurement is based on the

principle of light absorption by particle. Photo electronic smoke detection is

based on the principle of optical detection. It is also known as the

"scattered" light principle. An alarm condition occurs when smoke particles

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enter the light path and a part of the light is "scattered" by reflection and

refraction onto a sensor. This type of detector is best for areas where dense

smoke may occur, as in ductwork.

The equipment allows test on a continuous mode, average and peak levels.

The measured operating values are shown as three digital either in light

absorption coefficient that is in ABS „K‟ units from 0.00 to 9.99 are in Bosch

units (or) in percentage from 0% to 99.9%.The measurements are made in

Bosch units at continuous mode. Fig.4.7 shows the actual photo of smoke

meter attached to the engine at the exit.

4.2.4 Exhaust Gas Analyzer:

All emissions like Carbon monoxide, Carbon dioxide,Un-Burnt

Hydrocarbons, Nitrogen oxide and unused oxygen are found in 5 gas

emission analyzer of model “5G -10 , PLANET EQUIPMENT” is used. In

this cable one end is connected to the inlet of the analyzer and the other end

is connected at the end of the exhaust gas outlet. Continuous charging of

the analyzer is essential to work in an effective way.Fig.4.5 and 4.6 show the

actual photos of Exhaust Gas Analyzer attached to engine at the exit. The

measuring method is based on the principle of light absorption in the

infrared region, known as "non-dispersive infrared absorption".The

broadband infrared radiation produced by the light source passes through a

chamber filled with gas, generally methane or carbon dioxide. This gas

absorbs radiation of a known wavelength and this absorption is a measure

of the concentration of the gas. There is a narrow bandwidth optical filter at

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the end of the chamber to remove all other wavelengths before it is

measured with a pyro-electric detector.

4.3. Experimental Programme:

The experiments are conducted for variable loads like 0.2, 1,2,3,4 and 5.2

KW at rated speed, with injection pressure of 210 bar and cooling water exit

temperature at 650C. Three blends of all types of vegetable oils such as 25%,

50%, 75% and 100% (neat oils) are used in this experimentation. The

vegetable oils and their blends with diesel are heated externally to a required

temperature as stated earlier before injecting into the test cylinder. The

engine was sufficiently warmed up and stabilized before taking all the

readings. All the observations recorded were replicated thrice to get a

reasonable value. The performance parameters such as Brake Thermal

Efficiency(ηB.Th.), Brake Specific Fuel Consumption(bsfc), Exhaust Gas

Temperature(EGT) and Volumetric efficiency(ηVol.) Emission parameters

such as Carbon Monoxide(CO),Carbon Dioxide(CO2),Un-burnt Hydro

carbon(UHC) (UHC),Nitrogen Oxides (NOx)and Smoke are evaluated .These

performance and emission parameters of oils are compared to those of pure

diesel.

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Fig.4.1.Line diagram of Experimental setup

Fig .4.2. Experimental setup with Instrumentation

Dynamometer

Engine

Calorimete

r

T1

T2

T3

F1

F2

T5 T6

T4 PT

N

SM EGA

Rota meters

Control

Panel Compu

ter

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Fig. 4.3. Experimental set up of computerized C.I. Engine

Fig. 4.4. Experimental set up of computerized C.I. Engine with smoke

meter

19

Fig. 4.5. Five gas emission analyzer

20

Fig. 4.6. Five gas analyzer with display

21

Fig. 4.7. Smoke meter

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CHAPTER- V

EXPERIMENTAL INVESTIGATION ON FIVE TYPES OF VEGETABLE OILS IN THE TEST ENGINE

5.1. Introduction

Five different types of chosen vegetable oils and their blends with

diesel are tried on the test engine with an objective to examine their

suitability as alternate fuels. Since the viscosity of vegetable oil is high and

leads to increase in droplet size, which has an impact on combustion.

Therefore preheating of oil is essential. The oils used in the test engine are

pre heated to certain temperature before entering into the combustion

chamber. Five different types of vegetable oils and their notations are given

below.

Type of oil Notation

Linseed oil LS

Castor oil CaO

Palm Stearin PS

Mahua oil MA

Neem oil NM

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A series of load tests are carried out on Diesel engine with computerized

test Engine, using vegetable oils and their blends. Five Gas Emission

Analyzer and Smoke meter are attached to the engine.

The performance parameters such as Brake Power(BP), Brake thermal

efficiency (ηB.th), Brake specific Fuel consumption(bsfc), Exhaust Gas

temperature(EGT), the emission parameters such as Carbon Monoxide(CO),

Carbon dioxide(CO2),Un-burnt hydrocarbons(UHC), Nitrogen oxides(NOx)

and Smoke Opacity(Smoke) are evaluated and analyzed from graphs.

Neat Vegetable oils and their blends with diesel, which yield better

performance and Emission parameters, are identified.

Performance parameters of these chosen oils are compared to those of other

neat oils available in literature like Cottonseed oil and Rice bran oils for

validation.

5.2. Results and discussions

The experimental investigations are carried out using the above said oils

and their blends on the test engine. The detailed analyses of these results

are discussed in this section.

5.2.1 Engine Performance and Emission parameters of Linseed Oil and

its Blends:

5.2.1.1. Brake Thermal Efficiency: Fig 5.1. Shows the variation of Brake

Thermal Efficiency with Brake power output for Linseed oil and its blends

with Diesel in the test engine. Brake thermal Efficiency for 25% blend of

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Linseed oil is very close to that of Diesel. Maximum Brake thermal efficiency

is obtained at 4 kw load. Brake thermal efficiency for 25% and neat linseed

oil is lower by 10.41% and 34.60% respectively compared to diesel at rated

load. This is attributed to lower calorific value, high viscosity coupled with

density of the fuel.

5.2.1.2. Brake Specific Fuel Consumption: Fig 5.2. Shows the variation

of brake specific fuel consumption with Brake power output for Linseed oil

and its blends in the test engine. 25% blend of Linseed oil has the lowest

BSFC compared to its other blends. bsfc for 25% blend of linseed oil is

slightly higher than that of diesel. At rated load, bsfc of Neat linseed oil is

0.325 Kg/kw-hr, where as for diesel it is 0.210 Kg/Kw-hr. At rated load,

bsfc of neat linseed oil is higher by 54.76% compared to diesel. This

observed phenomenon is due to higher viscosity of the fuel.

5.2.1.3. Exhaust Gas Temperature: Fig 5.3 shows the variation of

Exhaust Gas temperature with Brake power output for Linseed oil and its

blends in the test engine. EGT for 25 % blend of Linseed oil is lower at no

load and higher at rated load. However all other blends of Linseed oil have

higher EGT compared to diesel. 25% blend of Linseed oil has higher

performance than other blends due to reduction in Exhaust heat loss.

5.2.1.4. Volumetric Efficiency: Fig.5.4 shows the variation of

volumetric efficiency with Brake power output for Linseed oil and its blends

with Diesel in the test engine. Volumetric efficiency for 25% blend of

Linseed oil is almost same as diesel. Diesel has high Volumetric efficiency

25

compared to all other blends. Volumetric efficiency of Neat Linseed oil is

75.20% at rated load and that of diesel is 75.35%. Volumetric efficiency of

neat linseed oil is lower by 0.19 % compared to diesel at rated load. This is

due to higher exhaust gas temperature released after the combustion

process.

5.2.1.5. Carbon Monoxide: Fig 5.5 shows the variation of Carbon

monoxide emissions with Brake power output for Linseed oil and its blends

with Diesel in the test engine. CO emission for 25% blend of Linseed oil is

compared with diesel at all loads. Neat Linseed oil has the highest CO

emission for all loads compared to all other blends. CO emission for Neat

Linseed oil at rated load is higher by 96% compared to diesel. This is the

result of incomplete combustion of the fuel.

5.2.1.6. Carbon Dioxide: Fig .5.6 shows the variation of Carbon Dioxide

emission with Brake power output for Linseed oil and its blends with Diesel

in the test engine. 25% blend of Linseed oil has lower CO2 emission

compared to all other blends. Neat Linseed oil has the highest CO2

emission for all loads. CO2 emission for Neat Linseed oil at rated load is

higher by 19.18% compared to Diesel. Excess supply of oxygen is the

influencing criterion.

5.2.1.7. Un-burnt Hydrocarbons: Fig 5.7 shows the variation of Un-burnt

hydro carbon emission with Brake power output for Linseed oil and its

blends with Diesel in the test engine. 25% blend of Linseed oil has lower

UHC emission compared to all other blends for all loads. UHC emission for

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25% blend and Neat Linseed oil is 79 ppm and 89ppm, where as for diesel

it is 74 ppm. UHC emission for 25% blend and neat linseed oil at rated load

is higher by 6.75% and 20.27% respectively compared to diesel. In this

phenomenon formation of rich air–fuel mixture plays a vital role.

5.2.1.8. Nitrogen oxides: Fig. 5.8 shows the variation of Nitrogen Oxide

emission with Brake power output for Linseed oil and its blends with Diesel

in the test engine. Diesel has higher NOx emission compared to all other

blends. NOx emission for 25 % blend of Linseed oil is well compared with

diesel at all loads. NOx emission for 25% blend of Linseed oil at rated load

is 55 ppm, where as for diesel it is 58 ppm. The difference is 3 ppm. i.e.

Linseed oil NOx emission is lower by 5.45% compared to diesel. Lower peak

combustion temperature in the combustion chamber influences this factor.

5.2.1.9. Smoke: Fig.5.9 shows the variation of Smoke emission with

Brake power output for Linseed oil and its blends with Diesel in the test

engine. 25% blend of Linseed oil has lower Smoke emission compared to all

other blends and slightly higher than diesel. Neat Linseed oil has the

highest smoke opacity compared to all other blends for all loads. Smoke

emission for 25% blend is compared to diesel. Smoke emission for 25%

blend and neat Linseed oil at rated load is higher by 8.43%and 31.32%

respectively compared to Diesel. The effect of incomplete combustion leads

to oils available in the literature.

** The remaining four oils such as Castor, Palm Stearin, Mahua and Neem

oils are also showing the same type of trend as Linseed oil in observation

for the performance and emission characteristics for neat oils and Diesel.

27

Fig. 5.1. Variation of Brake Thermal Efficiency with Brake

Power for Linseed oil and its Blends.

Fig. 5.2.Variation of Brake Specific Fuel Consumption with

Brake power for Linseed oil and its Blends.

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Fig. 5.3. Variation of Exhaust Temperature with Brake power

For Linseed oil and its Blends

Fig. 5.4. Variation of Volumetric Efficiency with Brake

Power For Linseed oil and its Blends

29

Fig. 5.5. Variation of Carbon Monoxide with Brake power for

Linseed oil and its Blends

Fig. 5.6. Variation of Carbon Dioxide with Brake power for

Linseed oil and its Blends

30

Fig. 5.7 Variation of UN Burnt Hydro Carbons with Brake

Power for Linseed oil and its Blends

Fig. 5.8. Variation of Nitrogen Oxides with Brake power for

Linseed oil and its blends

31

Fig. 5.9. Variation of Smoke with Brake power for

Linseed oil and its Blends

32

Conclusions for Neat oils

Brake thermal efficiency for Neat Castor, Palm stearin, Linseed, Neem

and Mahua oil is lower by 25.21%, 27.06%, 34.60%, 22.55% and

27.56% respectively compared to diesel. This is due to lower calorific

value and high viscosity of the oils.

Neat Castor, Palm stearin, Linseed, Mahua and Neem oil, bsfc is

higher by 45.23%,40.47%,54.76%,40.47% and 47.61% respectively

compared to diesel at rated load. This is result of high viscosity of the

fuels.

EGT for Neat Castor, Palm stearin, Linseed, Mahua and Neem oil is

higher compared to diesel.

CO emission for Neat Castor oil, Palm stearin oil, Linseed oil, Mahua

oil and Neem oil is higher by 79.48%, 58.97%, 96%, 58.97% and

61.53% respectively compared to diesel at rated load. This is

attributed to incomplete combustion of the fuels.

CO2 emission for Neat Castor oil ,Palm stearin oil , Linseed oil, Mahua

oil and Neem oil is higher by 20.93%,19.18%,19.18%,16.86%,20.73%

respectively compared to diesel at rated load. This is a result of excess

availability of oxygen during combustion.

UHC emission for Neat Castor oil, Palm stearin oil, Linseed oil, Mahua

oil and Neem oil is higher by 27.02%, 32.43%, 20.27%, 28.37% and

33

20.27% respectively compared to diesel at rated load. This is because

of rich air-fuel mixture.

NOx emission for neat Castor oil, Palm stearin oil, Linseed oil, Mahua

oil and Neem oil is lower by 52%, 64%, 44%, 60% and 64%

respectively compared to diesel at rated load. This is result of

incomplete combustion of fuels.

Smoke emission for Neat Castor oil, Palm stearin oil, Linseed oil,

Mahua oil and Neem oil is higher by 41.92%, 28.19%,31.32%, 26.50%

and 26.50% respectively compared to diesel at rated load. This is due

to incomplete combustion of the fuels.

25% blend of chosen Non edible vegetable oils with 75% of diesel is

used as alternate fuel in C.I. Engine without pre heating of the oil

before entering into combustion chamber as per the analysis of graphs

The performance and emissions for 25% blend of Linseed oil is better

than that of all other blends and is alternate fuel to diesel in

C.I.Engine.

25% blend of Castor oil has better performance with lower emissions

than those of other blends. Hence a blend up to 25% without

preheating of oil is used in place of diesel in C.I.Engine.

25 % blend of Palm Stearin oil has better performance with lower

emissions compared to other blends. Hence a blend up to 25%

34

without preheating of oil is used as alternate to diesel fuel for diesel

engine.

Better performance of Neat Maua oil and its blends at 25% and 50%

makes the oil much superior to other oils under test. Hence it is

considered as better performing oil and it is suitable at 25% blend

without preheating before entering into combustion chamber of the

diesel engine.

Neem oil at 25% blend without preheating is also suitable in place of

diesel.

Further to improve the performance and to reduce the emissions of

Linseed, Castor, Palm sterin, Mahua and neem oils, it is proposed to

use esterified oils.

The performance and emission parameters of Linseed, Castor, Palm

stearin, Mahua and Neem oils are better than Jatropha and Pongamia

oils available in the literature.

35

CHAPTER –VI

EXPERIMENTAL INVESTIGATION OF ESTERS OF VEGETABLE OILS

6.1. INTRODUCTION:

In the previous chapter it is observed that the engine working with neat

oils of Linseed, Castor, Palm Stearin, Mahua and Neem is releasing higher

Smoke, CO, and Un-burnt HC with lower Performance compared to diesel.

In view of improving the performance and reducing the emissions, an

attempt is made by using Methyl Ester of Linseed (MELS) oil, Methyl Ester of

Castor (MECaO) oil, Methyl Ester of Palm Stearin (MEPS) oil, Methyl Ester of

Mahua (MEMA) oil and Methyl Ester of Neem (MENM) oil is used as fuel. In

the present investigation Methyl esters of respective oils are prepared using

Trans-esterification in the laboratory. Their properties are compared to

those of diesel and Neat oils. The performance and emission parameters of

the diesel engine with MELS, MECaO, MEPS, MEMA and MENM oils are

evaluated at variable loads. These results are compared to diesel. These

results also compared with results of Methyl Ester of Rice Bran (MERB) and

Coconut (MECON) oils available in the literature for validation.

6.2. ESTERIFICATION OF DIFFERENT TYPES OF OILS USED IN TEST ENGINE

In the transesterification, one ester is converted into another. The reaction is

done by either with acid or base catalyst with methanol. Simple molecular

representation of trans-esterification reaction is shown below. As typically

practised, a basic catalyst such as sodium hydroxide is used to convert

36

glycerol-based trimesters (or) tri glycerides, which convert fats and oils into

methanol-based monoesters (or) methyl esters yielding free glycerol as a

byproduct. A stoichiometric material balance yields the following simplified

equation.

Fat oil + 3 Methanol -------→ 3 Methyl ester + Glycerol

1000kg 107.5kg 1004 .5 kg 103 kg.

CH2COOR1 CH3COOR1 CH2 __ OH

│ (Catalyst) │

CHCOOR2 + 3 CH3OH ------------------> CH3COOR2 + CH ___OH

│ (NaOH) │

CH2COOR3 CH3COOR3 CH2 __ OH

Triglycerides Alcohol Mixture of Glycerin

(Vegetable oil) Fatty Esters

Simple Representation of Trans- esterification Reaction

The mass flow shown in the case of complete conversion of stearic acid into

triglyceride. It is a simple process. At room temperature the reaction

proceeds for the conversion of 90-97%, in excess of methanol, approximately

in one hour. The remaining 3-10% is glycerol, mono/di/triglycerides and

free fatty acids.

An experimental set up is created in the laboratory to prepare Methyl ester

of all types of oils. For preparing Linseed oil 12% of methanol with 0.5% of

sodium hydroxide on mass basis are taken and mixed thoroughly. One liter

37

of Neat Linseed oil and methanol, sodium hydroxide mixture are poured into

an air tight flask. The mixture is stirred rigorously and heated at a constant

temperature of 650C for 90 minutes, and then it is allowed to cool over night

without stirring in a separating funnel. Two layers are formed. The bottom

layer consists of glycerol and the top layer is Ester. Glycerol is removed by

opening the cock, leaving methyl ester in the funnel.

Similarly 13%, 15%, 17% and 19% of Methanol, and 0.5% sodium

hydroxide mixture are added to one liter of Neat Castor oil, Neat Palm

stearin, Neat Mahua oil and Neat Neem oil respectively. Then the mixture is

heated at constant temperature of 650C for 60, 90,120 and 150 minutes for

Castor, Palmstearin, and Mahua and Neem oils respectively. Then these are

allowed to cool and settle over night before the process of separation.

6.3. CHARACTERIZATION OF METHYL ESTER OF DIFFERENT TYPE OF

OILS USED IN TEST ENGINE.

The important physical and chemical properties of methyl Ester of Linseed

oil, Methyl Ester of Castor, Methyl Ester of Palm stearin, Methyl Ester of

Mahua and Methyl Ester of Neem oil are determined as per Indian standard

instrumentation in the fuels and lubricants laboratory. Determination of

density, calorific value, viscosity, flash point and fire point are conducted

using Hygrometer, Bomb calorimeter, Red wood viscometer and Able‟s

apparatus respectively. The properties of methyl ester of five types of oils

used are compared to diesel, neat oils and Methyl Esters of different types of

oils available in literature shown in Table6.1

38

The results show that, trans-esterification improves the important fuel

properties for different types of oils such as specific gravity, viscosity and

flash point. The properties of MELS, MECaO, MEPS, MEMA, and MENM oils

are compared to those of other esters.

The comparison shows that methyl esters have relatively closer fuel

properties with those of diesel.

Methyl ester of Linseed oil is substantially reduced from a value of 22.2 cst

to 7 cst approximately, 3.17times lower than that of Neat Linseed oil. The

calorific value of methyl ester of Linseed oil is 4.52% lower than that of

diesel, because of its oxygen content. The density of MELS is lower by 6.22%

compared to diesel. The flash point of MELS is higher compared to diesel.

Hence this fuel is safer to store and to transport compared to diesel.

The viscosity of MECaO oil is reduced from 52 cst to 10 cst, which is

approximately 5.2 times lower than that of neat Castor oil. The calorific

value of MECaO is lower by 8.09% and density is higher by 4.19% compared

to diesel.

The viscosity of MEPS is reduced from 39.6 cst to 9 cst, which is

approximately 4.4 times lower compared to Neat Palm srearin oil. The

calorific value of MEPS is lower by 8.21% and density is higher by 5.38%

compared to diesel.

The viscosity of MEMA is reduced from 36 cst to 8 cst, which is

approximately 4.5 times lower compared to Neat Mahua oil. The calorific

39

value of MEMA is lower by 7.96 % and density is higher by 4.67% compared

to diesel.

The viscosity of MENM is reduced from 34 cst to 7.2 cst, which is

approximately 4.72 times lower compared to Neat Neem oil. The calorific

value of MENM is lower by 11.53% and density is higher by 4.55% compared

to diesel.

6.4. Results and Discussions: The experimental investigations are carried

out in test engine using Methyl Ester of Linseed oil, Methyl Ester of Castor

oil, Methyl Ester of Palm stearin oil, Methyl Ester of Mahua oil and Methyl

Ester of Neem oil. The detailed analysis and their results are discussed and

presented in this chapter.

6.4.1. Engine Performance and Emission parameters of Methyl ester of

Linseed oil :

6.4.1.1. Brake Thermal Efficiency: For Fig. 6.1. Shows the variation of

Brake Thermal Efficiency with Brake Power for Diesel, Neat Linseed oil and

Methyl Ester of Linseed oil in the test engine. For all range of loads of

engine, Brake Thermal Efficiency of Methyl ester of Linseed oil and diesel are

compared. Maximum Brake thermal efficiency is obtained at 4 kw load.

Brake Thermal efficiency for 100% Methyl Ester of Linseed oil is 24.87%,

where as for diesel it is 34.10 % at 4 Kw load. Brake thermal efficiency for

methyl ester of linseed oil is lower by 27.06 % compared to diesel. This is

attributed to high density and low calorific value of Methyl Ester of Linseed

oil.

40

6.4.1.2. Brake Specific Fuel Consumption: Fig.6.2. Shows the variation

of Brake Specific Fuel Consumption with Brake Power for Diesel, Neat

Linseed oil and Methyl Ester of Linseed oil in the test engine. For all loads

of operation, Methyl Ester of Linseed oil has higher bsfc compared to diesel.

At rated load, bsfc for 100% Methyl Ester of Linseed Oil is 0.305 Kg/kw-hr,

where as for diesel it is 0.210 Kg/kw–hr. At rated load, methyl ester of

Linseed oil is higher by 45.23% compared to diesel. Delay in ignition process

causes this difference.

6.4.1.3. Exhaust Gas Temperature: Fig6.3.Shows the variation of Exhaust

Gas Temperature with Brake power for Diesel, Neat Linseed Oil and Methyl

Ester of Linseed Oil in the test engine. For all loads, Methyl Ester of Linseed

oil has higher EGT compared to diesel and lower compared to Neat Linseed

oil.

6.4.1.4. Volumetric Efficiency: Fig 6.4.Shows the variation of Volumetric

Efficiency with Brake power for Diesel, Neat Linseed oil and Methyl Ester of

Linseed oil in the test engine. Methyl Ester of Linseed oil has lower

Volumetric Efficiency compared to diesel for all range of loads. Volumetric

Efficiency for Methyl Ester of Linseed Oil at rated load is 75.10%, where as

for diesel it is 75.90%.Volumetric efficiency of MELS is lower by 1.05%

compared to diesel at rated load. A high-retained exhaust gas temperature

will heat the incoming fresh air and lowers the volumetric efficiency.

6.4.1.5. Carbon Monoxide: Fig.6.5.Shows the variation of Carbon

Monoxide emission with Brake Power for Diesel, Neat Linseed oil and Methyl

41

Ester of Linseed oil in the test engine. Methyl Ester of Linseed oil has lower

CO emission compared to diesel and 100% Neat Linseed oil. At rated load,

CO emission for Methyl Ester of Linseed Oil is 0.98%, where as for diesel it

is 4.95%. CO emission for MELS is lower by 80.20% compared to diesel and

76.94% lower compared to neat Linseed oil. This is a result of complete

combustion of the fuel.

6.4.1.6. Carbon Dioxide: Fig6.6.Shows the variation of Carbon Dioxide

emission with Brake power for Diesel, Neat Linseed oil and Methyl Ester of

Linseed oil in the test engine. At rated load, CO2 emission for Methyl Ester of

Linseed Oil is 1.33%, where as for diesel it is 1.46%. CO2 emission for MELS

is higher by 8.90% compared to diesel at rated load. This is due to the

excess presence of oxygen in bio-diesel molecular structure.

6.4.1.7. Un-Burnt Hydro Carbons: Fig.6.7.Shows the variation of Un-

Burnt Hydro Carbon emission with Brake Power for Diesel, Neat Linseed oil

and Methyl Ester of Linseed Oil in the test engine. At rated load, UHC

emission for Methyl Ester of Linseed Oil is 48 ppm, where as for diesel it is

74 ppm. UHC emission for MELS is lower by 35.13% compared to diesel at

rated load. This is because of complete combustion of the fuel due to excess

amount of Oxygen present in the Bio-diesel structure.

6.4.1.8. Nitrogen Oxides (NOx): Fig. 6.8.Shows the variation of Nitogen

Oxide emission with Brake Power for Diesel, Neat Linseed Oil and Methyl

Ester of Linseed oil in the test engine. At rated load, the NOxa emission for

Methyl Ester of Linseed oil is 39ppm, where as for diesel it is 25 ppm, NOx

42

emission for MELS is higher by 56% compared to diesel at rated load. This

is attributed to high availability of Oxygen in bio-diesel structure.

6.4.1.9. Smoke: Fig. 6.9. Shows the variation of Smoke emission with

Brake Power for Diesel, Neat Linseed oil and Methyl Ester of Linseed Oil in

the test engine. At rated load, Smoke emission for Methyl Ester of Linseed

oil is 2.65 Bosch smoke units, where as for diesel it is 4.15 Bosch smoke

units. Smoke emission for MELS is lower by 36.14% compared to diesel at

rated load. This is due to complete combustion of the fuel.

From previous discussions, it is stated that the performance parameters

such as Brake Thermal Efficiency, Volumetric Efficiency, Exhaust Gas

Temperature of MELS are higher compared to diesel. Emission parameters

such as CO, UHC, and Smoke of Methyl Ester of Linseed oil are lower

compared to diesel. Which indicate that the effective combustion of Methyl

Ester of Linseed oil, which has taken place in early stage of exhaust stroke.

This is due to decrease in viscosity of Methyl Ester of Linseed oil, which

improves the spray formation and decrease in flash point. It increases the

volatility, thereby effective combustion and reduction in emissions are

obtained. This is reflected by increase in Brake thermal efficiency and

reduction in exhaust temperature compared to Neat Linseed oil.

** The remaining four oils such as Castor, Palm Stearin, Mahua and Neem

oils are also showing the same type of trend as Linseed oil in observation

for the performance and emission characteristics for neat oils, Methyl ester

of respective oils and Diesel.

43

Fig. 6.1. Variation of Brake Thermal Efficiency with Brake

Power for Diesel, Linseed and Methyl Ester of

Linseed oil

Fig. 6.2. Variation of Brake Specific Fuel Consumption with

Brake power for Diesel, Linseed and Methyl Ester of

Linseed oil

44

Fig. 6.3. Variation of Exhaust Gas Temperature with Brake power for

Diesel, Linseed and Methyl Ester of Linseed oil

Fig. 6.4. Variation of Volumetric efficiency with Brake power for

Diesel, Linseed and Methyl Ester of Linseed oil

45

Fig. 6.5. Variation of Carbon Monoxide with Brake power

For Diesel, Linseed and Methyl Ester of Linseed oil

Fig. 6.6. Variation of Carbon Dioxide with Brake power for Diesel,

Linseed and Methyl Ester of Linseed oil

46

Fig. 6.7. Variation of Un Burnt Hydro Carbons with Brake power for

Diesel, Linseed and Methyl Ester of Linseed oil.

Fig. 6.8. Variation of Nitrogen Oxides with Brake power for

Diesel, Linseed and Methyl Ester of Linseed oil

47

Fig. 6.9. Variation of Smoke with Brake power for Diesel, Linseed and

Methyl Ester of Linseed oil

Fig. 6.10. Bio Diesel samples

48

CHAPTER – VII

CONCLUSIONS

7.1 CONCLUSIONS OF THE PRESENT WORK

Considering the need for alternate fuels, the experimental investigations are

carried out in the present work in order to run the existing diesel engines

with non-edible vegetable oils. For this purpose five different non-edible

vegetable oils and their blends Viz; Linseed oil, Castor oil, Palm Stearin oil,

Mahua oil and Neem oils are tried in a popular petter type, 4 stroke water

cooled diesel engine. Physical and chemical properties of the above

mentioned oils were determined. The performance and emission parameters

of five chosen neat oils and their blends were evaluated. These results are

compared to those of diesel. Thus their suitability as an alternative fuel is

examined. These results are also compared to the other neat vegetable oils

available in the literature for validation. All the oils are esterified i.e.

converted into their respective methyl Esters (bio-diesel) using methanol,

NaOH as catalyst. The important properties of five respective Methyl Esters

oils are determined. The Performance and Emission parameters of Bio-

diesels are evaluated and compared to those of Diesel. Later these results of

Bio-diesel are compared to those of Methyl Esters available in the literature

for validation. Thus better performing Bio-diesel among them is selected.

The detailed conclusions drawn from the present investigations are

discussed in the corresponding chapters 5 & 6. Some of the important

conclusions are as follows:

49

Performance parameters of engine such as Brake thermal efficiency,

Volumetric efficiency are decreased, Brake specific fuel consumption

and Exhaust gas temperature are increased for all neat oils and their

blends compared to those of diesel. This is because of high viscosity

coupled with lower heating value of the fuels.

Emission parameters of engine such as CO, CO2, UHC and Smoke are

increased for all neat oils and their blends compared to Diesel. This is

due to lower calorific value and high viscosity coupled with density of the

fuels chosen.

Brake Thermal Efficiency for MEMA, MECaO, MEPS, MENM and MELS

oils is reduced by 24.73%, 20.10%, 26.65%, 20.07% and 31.31%

respectively compared to diesel at the rated load. This is because of

lower Calorific value and higher viscosity coupled with density of the

fuel.

Brake Specific Fuel Consumption for MEMA, MECaO, MEPS, MENM and

MELS oils is increased by 19.06%, 35.71%, 40.47%, 33.33% and

45.23% respectively compared to diesel at rated load and is result of

delay in ignition process.

At rated load, Exhaust gas Temperature for MEMA, MECaO, MEPS,

MENM and MELS oils is increased by 6.25%, 4.16%, 5.20%, 8.33% and

4.16% respectively compared to diesel.

50

Volumetric Efficiency for MEMA, MECaO, MEPS, MENM and MELS oils

is higher compared to diesel and neat oils. A lower exhaust temperature

leads to a higher volumetric efficiency. This is because, the temperature of

the retained exhaust gases will be higher when the exhaust gas

temperature rises. A high-retained exhaust gas temperature will heat the

incoming fresh air and lowers the Volumetric efficiency.

CO Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

reduced by 48.71%, 80.60%, 78.78%, 59.09% and 80.20 respectively

compared to diesel at the rated load. This is due to complete combustion

of the fuel.

Un-burnt hydrocarbons for MEMA, MECaO, MEPS, MENM and MELS

oils are reduced by 35.13%, 66.21%, 32.43%, 39.18% and 35.13%

compared to diesel at the rated load. This is because of the excess

oxygen present in the bio-diesel.

NOx Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

increased by 28.39%, 29.31%, 80%, 64%, and 56% respectively

compared to diesel at the rated load. The reason for this trend is the

availability of excess oxygen in bio-diesel, resulting complete

combustion.

Smoke Emission for MEMA, MECaO, MEPS, MENM and MELS oils is

reduced by 51.80%, 39.75%, 24%, 3.61% and 36.14% respectively

compared to diesel at the rated load. This is the result of complete

combustion of fuel and low aromatics in the biodiesel mixture.

51

Brake thermal efficiency of the engine is slightly decreased for Methyl

Esters of oils compared to diesel and slightly improved compared to

Neat vegetable oils used at all loads .

Emission parameters of engine such as CO,CO2,UHC and smoke for

Methyl Esters of all respective oils are decreased compared to diesel, but

NOx is increased at all loads. This is the result of complete combustion

of the fuel.

Neat oils of Mahua, Castor, Palm Stearin, Linseed and Neem oils are

substituted as alternative to diesel with pre heating before entering into

combustion chamber except for 25% blend of all respective oils.

Methyl Esters produced from Mahua, Castor, Palm Stearin, Linseed and

Neem oils are proved technically feasible and used as alternative to

diesel.

Methyl Esters of Mahua, Castor, Palm Stearin, Linseed oils are cheaper.

But Methyl Ester of Neem oil is costlier compared to diesel at present.

52

Appendix-I

Engine Specifications:

Product: Engine test setup 1 cylinder, 4 stroke, Diesel (Computerized)

Product code: 224

Engine: Make Kirloskar, Model TV1, Type 1 cylinder, 4 stroke Diesel, water

cooled, power 5.2 kW at 1500 rpm, stroke 110 mm, bore 87.5 mm. 661 cc, CR 17.5

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 with glass fuel metering column

Calorimeter: Type Pipe in pipe

Piezo sensor: Range 5000 PSI, with low noise cable

Crank angle sensor: Resolution 1 Deg, Speed 5500 RPM with TDC pulse.

Engine indicator: Input Piezo sensor, crank angle sensor, No of channels 2,

Communication RS232.

Engine interface: Input RTDs, Thermocouples, Air flow, Fuel flow, Load

cell, Output 0-5V, No of channels 8.

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

Rota meter: Engine cooling 40-400 LPH; Calorimeter 10-100 LPH

Pump: Type Monoblock

Add on card: Resolution12 bit, 8/16 input, Mounting PCI slot

Software: “Engine soft” Engine performance analysis software

Overall dimensions: W 2000 x D 2500 x H 1500 mm

Optional: Computerized Diesel injection pressure measurement

53

APPENDIX- II

Uncertainty analysis for 5 gas analyzer:

Emission

parameter

Displayed Data Measurement of resolution

CO 0-15% 0.11%

CO2 0-20% 0.01%

UHC 0- 30,000 ppm 1 ppm

NOx 0-5000 ppm 1 ppm

Smoke 0- 9.99 BSU 0.1 BSU

Emission

parameter

Measurement Accuracy

CO 0.00 to 10.00% - (+/_ 0.02 abs / +/_ 3% rel)

10.01 to 15.00% ( +/_ 0.3 abs / +/_ 3 % rel)

CO2 0.00 to 16.00% - (+/_ 0.3 abs / +/_ 3% rel)

16.01 to 20.00% ( +/_ 5% abs rel)

UHC 0 to 2000 ppm - (+/_ 4 ppm / +/_ 3% rel)

2001 to 15.000 ( +/_ 5% rel)

15001 to 30,000 ( +/_ 8% rel)

NOx 0 to 4000 ppm- (+/_ 25 ppm abs / +/_ 3% rel)

4000 to 5000 ppm ( +/_ 5 % rel)

Smoke 0- 9.99 (+/_ 0.25% rel)

54

PAPERS PUBLISHED AND COMMUNICATED

Journals:

1. “Performance and emission characteristics of a diesel engine with castor

oil”, Indian Journal of Science and Technology, Vol.2, No.10 (Oct 2009),

PP.25-31.

2. “Performance evaluation of a low heat rejection C I Engine using vegetable

oils”, International Journal of Multi.displ.Research & Advcs in Engg.

(IJMRAE), Vol.1, No. I, November 2009, PP. 53-70.

3. “Performance and Emission characteristics of a Diesel engine with

Linseed Oil”, Technology Spectrum Journal (Accepted).

Conferences:

International:

1. “Study of performance & Emission characteristics of a virgin oil in a semi

adiabatic engine”, International Conference on I.C. Engines (ICONICE)

Dec.2007, JNTU, Hyderabad. PP.130-135.

2. “Experimental study of Emission characteristics of a Palm oil fuelled 5 hp

Kirloskar Diesel Engine”, International Conference on I.C. Engines

(ICONICE) Dec.2007, JNTU, Hyderabad. PP. 192-196.

55

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