Presentation and Case Study on Biofuel powered Compression ignition engine including performance parameters and deductions With Introduction Contents Biofuel Biodiesel Advantages Disadvantages Performance parameters Case Study Inference Conclusion Reference

1. BIOFUEL POWERED CI ENGINE
Course teachers :
Dr. Anu Varghese
Dr. Rajesh A.N.
Er. Praveena N.K.
Semr.4201 Seminar(0+1)
KELAPPAJI COLLEGE OF AGRICULTURAL ENGINEERING AND TECHNOLOGY,
TAVANUR
2022
Presented by:
Abhishikth Alby
2019-02-001

2. Contents
2
Sl.No Title Page No.
1 Introduction 3
2 Biofuel 4
3 Biodiesel 6
4 Production of Biodiesel 10
5 Engine Performance 16
6 Case study 18

3. Introduction
o Biofuel has been proven as one of the cleanest and efficient sources of
renewable energy
o Several biofuels have been used in different blend proportion with diesel
o Testing and analysis of biofuel powered diesel engine including its effects on
performance, combustion, and emission characteristics of a diesel engine is to
be evaluated.
o Different aspects of Biodiesel powered CI engine to be discussed.
3

4. Biofuel
4
o Biofuel is a fuel that is derived from biomass, plant or algae material
or animal waste.
o It is cheaper than oil, sustainable, and nontoxic; it does not produce
acid rain (absence of sulfur); and it does not contribute as much as
fossil fuels do to global warming.
o Biofuel is considered to be a source of renewable energy, unlike
fossil fuels such as petroleum, coal, and natural gas.

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Biofuel
o Biofuel is commonly advocated as a cost-effective and environmentally
benign alternative to petroleum and other fossil fuels.
o Biofuel can be produced from plants or commercial, agricultural, domestic, or
industrial wastes with a biological origin.
Types of biofuels
Gaseous Biofuels – Biogas, Syngas
Liquid Biofuels – Bioethanol, Biodiesel

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Biodiesel
o Biodiesel, which is made primarily from oily plants (such as the soybean or
oil palm) is an efficient renewable fuel.
o Biodiesel is used in diesel engines and usually blended with petroleum diesel
fuel in various percentages.
o Biodiesel is a drop-in biofuel, and is compatible with existing diesel engines
and distribution infrastructure.
o It is usually blended with Petro diesel (typically to less than 10%) since most
engines cannot run on pure Biodiesel without modification.

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Properties of biodiesel
o Color of biodiesel ranges from clear to golden to dark brown, depending on
the production method and the feedstock used.
o Biodiesel is slightly miscible with water, has a high boiling point and low
vapor pressure.
o Biodiesel has a density around 0.88 g/cm3, higher than Diesel ~0.85 g/cm3.
o The calorific value of biodiesel is about 37.27 MJ/kg. This is 9% lower than
regular Diesel

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Blends of biodiesel
Blends of biodiesel and conventional hydrocarbon-based diesel are most
commonly distributed for use in the retail diesel fuel marketplace. "B" factor is
used to state the amount of biodiesel in any fuel mix.
o 100% biodiesel is referred to as B100
o 20% biodiesel, 80% petrodiesel is labeled B20
o 7% biodiesel, 93% petrodiesel is labeled B7
o 5% biodiesel, 95% petrodiesel is labeled B5
o 2% biodiesel, 98% petrodiesel is labeled B2 Fig. 1. Soya-Biodiesel powered Bus

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Batch Process
o Catalyst is dissolved in the alcohol using a standard agitator or mixer.
o The alcohol/catalyst mix is then charged into a closed reaction vessel and the
biolipid (vegetable or animal oil or fat) is added.
o The reaction mix is kept just above the boiling point of the alcohol (around
70°C) to speed up the reaction nearly 8 hours.
o Excess alcohol is normally used to ensure total conversion of the fat or oil to
its esters.
Production of biodiesel

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Production of biodiesel (cont.)
Fig. 2. Biodiesel production process Fig. 3. Biodiesel production layout

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Production of biodiesel (cont.)
o A Centrifuge is used to separate glycerin phase and biodiesel phase faster.
o Once the glycerin and biodiesel phases have been separated, the excess
alcohol in each phase is removed with a flash evaporation process or by
distillation.
o The by-product (glycerin) contains unused catalyst and soaps, that are
neutralized with an acid and sent to storage as crude glycerin.
o Once separated from the glycerin, the biodiesel is sometimes purified by
washing gently with warm water.

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Advantages of Biodiesel
o Produce less smoke and particles,
o Have higher cetane number,
o Produce lower carbon monoxide and hydrocarbon emissions,
o Biodiesels are renewable, biodegradable and non-toxic.
o Vegetable oils are liquid fuels from renewable sources.
o They do not pollute the environment with emissions.
o No modification required to use bio-diesel in CI engines.

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Issues of 100% Biodiesel
o Because pure biodiesel is made with vegetable-based products, storage
temperature it is more critical than with petroleum diesel.
o If biodiesel sits in a warm storage tank for too long, it can grow mold, and if
it is stored at too cold a temperature, it will thicken and could be difficult to
dispense.
o Clogging - All biodiesel acts as a solvent, meaning it can loosen deposits that
are stuck in fuel lines and in the fuel tank, which can then clog fuel filters,
injectors and other parts of the fuel system.
Storage Tank

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Issues of 100% Biodiesel (cont.)
o Choking of injector nozzles, sticking piston rings, crankcase oil dilution,
lubricating oil contamination
o Gaskets and seals degrade over time when using biodiesel fuel. In addition, it
can also cause clogged filters and damaged pipes.
o B20 mixtures can reduce fuel efficiency by one to two percent and that there
is a ten percent reduction in power on average.
o Biodiesel breaks down rubber components, including fuel line and fuel pump
seals made of rubber.

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Biodiesel in CI engine
Fig. 4. Biodiesel fueled vehicle layout

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Engine performance
Engine power: Engine power and torque will in general be 3 to 5 percent lower
when utilizing biodiesel. This is because of the way that biodiesel fuel has less
vitality per unit volume than customary diesel fuel.
Fuel efficiency: Fuel efficiency tends to be slightly lower when using biodiesel
due to the lower energy content of the fuel. (3-5 percent).
Engine wear: Short-term engine wear when using biodiesel has been measured
to be less than that of petroleum diesel. Engines are expected to experience less
wear in the long run when using biodiesel.

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Effects of Biodiesel in CI Engine
Major effects of biodiesel in CI engine are;
o The use of biodiesel will lead to loss in engine power mainly due to the
reduction in heating value of biodiesel compared to diesel.
o There exists power recovery for biodiesel engine as the result of an increase
in biodiesel fuel consumption especially for the blend fuel including a
portion of biodiesel.
o An increase in biodiesel fuel consumption, due to low heating value and high
density and viscosity of biodiesel has been found.

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Effects of Biodiesel in CI Engine (cont.)
o Particulate matter emissions for biodiesel are significantly reduced,
compared with diesel. The higher oxygen content and lower aromatic
compounds has been regarded as the main reasons.
o Higher oxygen content for biodiesel results in higher NO2 emissions.
o CO emissions reduce when using biodiesel due to the higher oxygen content
and the lower carbon to hydrogen ratio in biodiesel compared to diesel.
o HC emissions reduce when biodiesel is fueled instead of diesel. This
reduction is mainly contributed to the higher oxygen content of biodiesel

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CASE STUDY

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Case Study
Title : “ Experimental analysis of CI engine using titanium oxide and aluminum
oxide alloy coated piston fueled with biofuel made up of agricultural waste ”
Authors : Akshay Maruti Narad , Mahesh P. Joshi
Year : 2020
Journal: Results in Materials
Publisher: Elsevier
Fig. 5. Coated and uncoated piston

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Objectives
o To analyze and compare the peak pressure and net heat release values of
Biodiesel fueled engine with Diesel fueled engine.
o To analyze the emissions of Nitrogen oxides, Carbon monoxide and
hydrocarbons for both fuels.
o To analyze and compare performance parameters of nitrous oxide and
aluminum oxide coated piston with normal piston.
o To analyze brake thermal efficiency of the coated engine.

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Materials and Methods
o A four-stroke, single-cylinder engine, direct-injection, with variable
compression ratios, was used for experimentation.
o To apply loads to the engine, eddy current dynamometer is used.
o Instruments such as strain gauge, thermocouples for temperature
measurement, crank angle encoder, water, and flow measurement system,
and in-cylinder pressure transducer is used.
o The measurement of combustion parameters was noted with an accuracy of
0.1.
Experimental Setup

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Materials and Methods
o Engine was tested under full load conditions and at a constant speed of
1500rpm.
o Conventional diesel fuel was used to start and warm up the engine.
o Water is cooled with rotameter and water flows are measured with a
calorimeter.
o The testing and the measurement of the parameters were done under the
steady-state condition.
Experimental Setup (cont.)

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Methodology
o Readings were taken for Diesel(D100) and biofuel(B100) for three pistons
consisting of two coated pistons with coating thickness 250μm and 500μm
and also for the non-coated piston.
o 3 Compression ratios of 16,17,18 was tested at 1500 rpm constantly
regardless of ideal compression ratio of 17.5 for diesel to determine effects
of lowering and increasing effects of compression ratio.
o Emission parameters like NOx, HC, CO, and Smoke were estimated through
the experimentation for both full load and half load.

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Methodology (cont.)
o Two aluminum alloy pistons were coated by using the composition of
Aluminum oxide and Titanium oxide with coating thicknesses of 250μm and
500μm.
o Al2O3 was used as a bond and TiO2 as a ceramic coating. A thermal spray
coating method was used.
o If coating thickness exceeds beyond 500μ then it may result in the cracks on
the coating surface. Hence, optimum thicknesses 250 and 500μm were
selected
Coating

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Methodology (cont.)
o Two liters of biofuel obtained from agricultural waste was used. The
properties of biofuel were;
Fuel
Table. 1. Properties of biodiesel used

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Results and Discussion
o Brake thermal efficiency is a measure of how effectively an engine can
convert the heat input energy obtained after combustion to the mechanical
work.
o It is revealed that the BTE increases for 250μm coating BTE increases
marginally up to 4% for both biofuel and diesel.
o For 500μm coat, the BTE increases maximum by 7.96%. BTE tends to
increase when a coating is applied since more thermal resistivity is provided
by the coating surface and less heat is rejected to the cylinder walls.
Performance Parameter - BTE

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Results and Discussion (cont.)
Performance Parameter - BTE
Fig. 6. Variation of BTE vs. Coating thickness.

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Results and Discussion
o The highest peak pressure 82.37 bar was observed at the compression ratio
18 for B100 for a coating thickness of 500μm.
o Peak pressure increases with an increase in coating thickness and peak
pressure was also seen to be increased for the higher compression ratios.
o As compared to biofuel, the complete combustion process takes place in case
of diesel due to good swirling and hence relatively higher peak pressures are
achieved. A rise in pressure approximately up to 10% was seen for 250μm
coating and for a 500μm coat an average rise up to 22% was seen.
Combustion parameter – Cylinder pressure

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Results and Discussion (cont.)
Combustion parameter – Cylinder pressure
Fig. 7. Variation of Peak pressure vs. Coating thickness.

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Results and Discussion (cont.)
o Net heat released tends to increase as the coating thickness and compression
ratio increase. This happens due to a reduction in the ignition delay and
higher combustion temperatures caused by Thermal Barrier Coating.
o Diesel has a higher cetane number and hence it reacts vigorously and
releases more heat as compared to biofuel.
o The maximum NHR was seen between the crank angles of 350–355 degrees
at CR18 for diesel fuel for the 500 μm coating thickness
Combustion parameter – NHR

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Results and Discussion (cont.)
o Hydrocarbons are the constituents of the fuel which are left unburned after
the combustion.
o HC emissions are high at low compression ratios due to the presence of
insufficient levels of oxygen.
o With an increase in the coating thickness, HC emissions reduce by about
25% for 250μm and by up to 40% for the 500μm coat approximately.
o Values of HC emissions for biodiesel can be seen lower than diesel for each
coating thickness.
Emission Parameter - Hydrocarbons

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Results and Discussion (cont.)
o When the combustion is incomplete due to insufficient air mono-oxides of
carbons are formed.
o CO emissions are reduced by 30% and 42% for 250μm and 500μm coating
respectively.
o Increase in the compression ratio, CO emissions were observed to be
decreased by up to approximately 28% due to high in-cylinder temperatures.
o Biofuel is an aerated fuel having a low percentage of carbon, which led to the
complete fuel combustion, hence, reduced CO levels were observed
Emission Parameter –Carbon Monoxide

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Results and Discussion (cont.)
o When Thermal Barrier coating applied to the pistons due to the high thermal
resistance the in-cylinder temperature increases leading to the rise in
Nitrogen oxide emissions.
o NOx increases by 15–100 ppm for 250μm and between 150 and 180 ppm for
the 500μm coating for both half and full load conditions.
o The NOx emissions for diesel fuel were observed to be 8–22% lower than
biofuel due to its good atomization properties and low oxygen content.
Emission Parameter –Nitrogen Oxides

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Results and Discussion (cont.)
Emission Parameter –Nitrogen Oxides
Fig. 8. Variation of NOx vs. Coating thickness

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Inference
o BTE is improved for the coated pistons by approximately within the range of
4–7.96%. With the increase in coating thickness and with an increase in the
compression ratio, BSFC, on the contrary, by 7–27% approximately.
o Biofuel shows a lower value of BTE as compared to the diesel due to its
lower calorific value.
o Improvement in peak pressure takes place by 10–22%, whereas net heat
released is increased with the increasing coating thickness and compression
ratio. NHR and peak pressure values for diesel are seen to be greater than
that of biodiesel since diesel has a high cetane number.

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Inference (cont.)
o The reduction of HC, CO, and emissions occurs within the range of 23–40%,
17–42% respectively.
o Rise in Nitrogen oxide emissions was seen by 15–180 ppm at higher
compression ratios and with the increasing coating thickness.
o Due to the low carbon content of biofuel, the HC and CO emissions were
observed to be lower than diesel but Nitrogen oxides emissions for diesel are
lower than bio diesel due to its good atomization properties.

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Conclusion
o The application of the titanium oxide and aluminum oxide coating improves
the overall performance, combustion, and emission characteristics.
o More improvements were seen in these characteristics when the engine was
fueled with biofuel.
o Besides this, due to the coating, the life of the piston increases, and less heat
is rejected to the cylinder walls.
o At higher CR better results are obtained and 500μm coat proves to be
effective when used at CR 18 and with biofuel.

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Reference
o A.M. Narad, M.P. Joshi, Experimental analysis of CI engine using titanium
oxide and aluminum oxide alloy coated piston fuelled with biofuel made up
of agricultural waste, Elsevier B.V. (2020)
o J. Xue et al. Renewable and sustainable energy reviews, Elsevier B.V. (2011)
o Greenwell HC, Laurens LM, Shields RJ, Lovitt RW, Flynn KJ, Placing
microalgae on the biofuels priority list: a review of the technological
challenges, Journal of the Royal Society (2010)

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Reference
o Z. Kapasi, A. Nair, S. Sonawane, Surekha Satpute, Biofuel -An alternative
source of energy for the present and future, J. Adv. Sci. Technol. 13 (2010)
105–108.
o Mahesh Joshi, Sukrut Thipse, Combustion analysis of a compression-ignition
engine fueled with an algae biofuel blend and diethyl ether as an additive by
using an artificial neural network, Biofuels (2019) 1–10
o Magín Lapuerta, Octavio Armas, Rosario Ballesteros, Jesús Fernandez,
Diesel emissions from biofuels derived from Spanish potential vegetable
oils, Fuel 84 (Issue 6) (2005) 773–780

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Thank You