The document is a project report submitted to Visvesvaraya Technological University that investigates introducing blended pilot fuel to enrich the charge in a compression ignition (CI) engine. It was conducted by four students and guided by an associate professor. The report includes an abstract, contents, introduction discussing the need to improve fuel efficiency in CI engines and the use of pilot fuels. It also includes chapters on literature review of previous studies conducted on diethyl ether, ethanol and methanol blends and the experimental setup used in their study.
An Experimental Investigation of Performance and Emissions of LPG as Dual Fue...IJERA Editor
The usage of diesel engine generating set (Gen set) increasing day by day where the places without connection
to power grid or emergency power supply when the grid fails. Worldwide dual fuel engines are becoming
popular because of high performance and low emissions. LPG with diesel is a proven technology in case of
vehicles, but in diesel engine power plants it is far so.
The proposed work is concentrated on higher load of Diesel Engine Generator with LPG as dual fuel by keeping
environmental concern. A test is conducted on performance of engine along with emissions at different
proportions of Diesel and LPG including 100% diesel. An experimental set up is made with simple
modifications on existing genset to supply LPG as secondary fuel into Diesel.
PERFORMANCE EVALUATION OF A DIESEL ENGINE RUNNING IN DUAL FUEL MODE WITH KARA...IAEME Publication
Present study shows utilisation of LPG in CI engine with Bio diesel in dual fuel mode. For this experimental work a stationary, single cylinder, four stroke diesel engine was used with few attachments. Major performance parameters such as Brake power, Brake thermal efficiency, Brake specific fuel consumption etc. were evaluated at different loads and with different fuel combinations . up to 12% biodiesel was saved in dual fuel mode & up to 40% improvements were evident in Brake specific fuel consumption, whereas break thermal efficiency did not improve due to poor utilization of high energy content of LPG.
This document is a technical seminar report on biofuel and its importance. It was authored by two students, A. Jannath Nissa and A. Krupa Vara Prasad, for their B.Tech degree under the guidance of professors Ch. Ravi Kumar and B. Surya Tej Singh from the Department of Mechanical Engineering at Adam's Engineering College. The report discusses vegetable oils as an alternative fuel for diesel engines and analyzes the performance and emissions of pre-heated mahua oil and its blends. It finds that pre-heating can reduce viscosity and offers improved performance and reduced emissions compared to neat vegetable oil. The report also examines parameters like fuel inlet temperature, blending ratio,
The document analyzes the performance and emissions of a diesel engine fueled with cashew nut shell liquid bio-diesel (B20) and hydrogen as a dual fuel. Tests were conducted on a single cylinder diesel engine operated at a constant speed of 1500 rpm. Hydrogen was added to the inlet air at flow rates of 4 lpm, 8 lpm, and 12 lpm while B20 fuel was directly injected. The results showed that adding 8 lpm of hydrogen to B20 reduced HC and CO emissions compared to B20 and diesel alone. Brake thermal efficiency and NOx increased for this dual fuel mode. Exhaust gas temperature also increased with the addition of 8 lpm hydrogen to B20 fuel.
Effect of Pilot Fuel Quantity on the Performance and Emission Characteristics...IOSR Journals
The serious environmental pollution and the energy crisis all over the world has caused for
development of the lower pollution and lower energy consumption automobile to become major research goal.
With huge back ground, Compressed Natural Gas (CNG) is projected as the best alternative fuel for the country
like India. The properties of CNG make it an ideal fuel for direct use in spark ignition engines. Conversion of
any existing spark ignition engine to operate on natural gas is relatively simple with available equipment. Many
spark ignition engine vehicles are successfully operating in major cities of India with CNG fuel. However CNG
cannot be used as a fuel in diesel engines with ease. Since the maximum engines at present run on diesel, it will
be very much useful if a solution could be found to alter the existing diesel engine with minimum modifications
to run on CNG. Several researchers could attempt to run diesel engines with CNG. In the process three methods
were reported to be successful to use CNG as a fuel in diesel engines, they are (i) Spark ignited gas mode (ii)
Direct injection of CNG in dual fuel mode and (iii) Premixed CNG dual fuel mode. In the present work a
premixed dual fuel engine was developed which can perform well for the entire range of load and experiments
are carried out by varying the pilot fuel amount and studied the effect of pilot fuel amount on engine
performance and emissions characteristics and determined optimum fuel injection quantity for better
performance and lower emissions.
Performance analysis of single cylinder diesel engine by ethanol dieselKalprajsinh Zala
In view of increasing pressure on crude oil reserves and environmental degradation as an outcome, blending of diesel fuel has provided a better solution. The objectives of this report is to analyse the performance and the emission characteristic of a Single Cylinder Diesel engine that are using blended fuel & compared to usage of ordinary diesel that are available in the market. This paper describes the setups and the procedures for the experiment which is to analyse the emission characteristics of diesel engine. Data that are required for the analysis will be observed from the experiments. Calculations and analysis will be done after all the required data needed for the experiment is obtained. A four stroke Single cylinder CI engine will be adopted to study the emissions at zero load, partial load & full load with using 5, 10, 15 & 20% ethanol-diesel blends.
Performance Analysis of Single Cylinder Diesel Engine by Using Alcohol-Blends...Kalprajsinh Zala
This document summarizes a study on the performance and emissions of a single cylinder diesel engine using ethanol-diesel blends and fuel additives. The study tested blends with 5%, 10%, 15%, and 20% ethanol by volume. Ethyl acetate was added as an emulsifier to prevent phase separation in the blends. Testing was conducted at no load, 1kg load, and 2kg load. Results showed that brake specific fuel consumption increased for blends compared to diesel due to ethanol's lower heating value. CO emissions decreased for blends compared to diesel. CO2 emissions initially decreased at no load but then increased with load but remained below diesel levels. HC emissions increased for blends likely due to a lack of oxygen
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
An Experimental Investigation of Performance and Emissions of LPG as Dual Fue...IJERA Editor
The usage of diesel engine generating set (Gen set) increasing day by day where the places without connection
to power grid or emergency power supply when the grid fails. Worldwide dual fuel engines are becoming
popular because of high performance and low emissions. LPG with diesel is a proven technology in case of
vehicles, but in diesel engine power plants it is far so.
The proposed work is concentrated on higher load of Diesel Engine Generator with LPG as dual fuel by keeping
environmental concern. A test is conducted on performance of engine along with emissions at different
proportions of Diesel and LPG including 100% diesel. An experimental set up is made with simple
modifications on existing genset to supply LPG as secondary fuel into Diesel.
PERFORMANCE EVALUATION OF A DIESEL ENGINE RUNNING IN DUAL FUEL MODE WITH KARA...IAEME Publication
Present study shows utilisation of LPG in CI engine with Bio diesel in dual fuel mode. For this experimental work a stationary, single cylinder, four stroke diesel engine was used with few attachments. Major performance parameters such as Brake power, Brake thermal efficiency, Brake specific fuel consumption etc. were evaluated at different loads and with different fuel combinations . up to 12% biodiesel was saved in dual fuel mode & up to 40% improvements were evident in Brake specific fuel consumption, whereas break thermal efficiency did not improve due to poor utilization of high energy content of LPG.
This document is a technical seminar report on biofuel and its importance. It was authored by two students, A. Jannath Nissa and A. Krupa Vara Prasad, for their B.Tech degree under the guidance of professors Ch. Ravi Kumar and B. Surya Tej Singh from the Department of Mechanical Engineering at Adam's Engineering College. The report discusses vegetable oils as an alternative fuel for diesel engines and analyzes the performance and emissions of pre-heated mahua oil and its blends. It finds that pre-heating can reduce viscosity and offers improved performance and reduced emissions compared to neat vegetable oil. The report also examines parameters like fuel inlet temperature, blending ratio,
The document analyzes the performance and emissions of a diesel engine fueled with cashew nut shell liquid bio-diesel (B20) and hydrogen as a dual fuel. Tests were conducted on a single cylinder diesel engine operated at a constant speed of 1500 rpm. Hydrogen was added to the inlet air at flow rates of 4 lpm, 8 lpm, and 12 lpm while B20 fuel was directly injected. The results showed that adding 8 lpm of hydrogen to B20 reduced HC and CO emissions compared to B20 and diesel alone. Brake thermal efficiency and NOx increased for this dual fuel mode. Exhaust gas temperature also increased with the addition of 8 lpm hydrogen to B20 fuel.
Effect of Pilot Fuel Quantity on the Performance and Emission Characteristics...IOSR Journals
The serious environmental pollution and the energy crisis all over the world has caused for
development of the lower pollution and lower energy consumption automobile to become major research goal.
With huge back ground, Compressed Natural Gas (CNG) is projected as the best alternative fuel for the country
like India. The properties of CNG make it an ideal fuel for direct use in spark ignition engines. Conversion of
any existing spark ignition engine to operate on natural gas is relatively simple with available equipment. Many
spark ignition engine vehicles are successfully operating in major cities of India with CNG fuel. However CNG
cannot be used as a fuel in diesel engines with ease. Since the maximum engines at present run on diesel, it will
be very much useful if a solution could be found to alter the existing diesel engine with minimum modifications
to run on CNG. Several researchers could attempt to run diesel engines with CNG. In the process three methods
were reported to be successful to use CNG as a fuel in diesel engines, they are (i) Spark ignited gas mode (ii)
Direct injection of CNG in dual fuel mode and (iii) Premixed CNG dual fuel mode. In the present work a
premixed dual fuel engine was developed which can perform well for the entire range of load and experiments
are carried out by varying the pilot fuel amount and studied the effect of pilot fuel amount on engine
performance and emissions characteristics and determined optimum fuel injection quantity for better
performance and lower emissions.
Performance analysis of single cylinder diesel engine by ethanol dieselKalprajsinh Zala
In view of increasing pressure on crude oil reserves and environmental degradation as an outcome, blending of diesel fuel has provided a better solution. The objectives of this report is to analyse the performance and the emission characteristic of a Single Cylinder Diesel engine that are using blended fuel & compared to usage of ordinary diesel that are available in the market. This paper describes the setups and the procedures for the experiment which is to analyse the emission characteristics of diesel engine. Data that are required for the analysis will be observed from the experiments. Calculations and analysis will be done after all the required data needed for the experiment is obtained. A four stroke Single cylinder CI engine will be adopted to study the emissions at zero load, partial load & full load with using 5, 10, 15 & 20% ethanol-diesel blends.
Performance Analysis of Single Cylinder Diesel Engine by Using Alcohol-Blends...Kalprajsinh Zala
This document summarizes a study on the performance and emissions of a single cylinder diesel engine using ethanol-diesel blends and fuel additives. The study tested blends with 5%, 10%, 15%, and 20% ethanol by volume. Ethyl acetate was added as an emulsifier to prevent phase separation in the blends. Testing was conducted at no load, 1kg load, and 2kg load. Results showed that brake specific fuel consumption increased for blends compared to diesel due to ethanol's lower heating value. CO emissions decreased for blends compared to diesel. CO2 emissions initially decreased at no load but then increased with load but remained below diesel levels. HC emissions increased for blends likely due to a lack of oxygen
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
This document summarizes a study on the performance and emissions of a diesel engine operating on blends of mahua oil (a vegetable oil) and diesel fuel with varying injection pressures. Tests were conducted on a single cylinder diesel engine operated with mahua oil blends including B10, B20, B30, B40 and B100 (100% mahua oil) at injection pressures from 190-240 kg/cm2 and compared to operation on pure diesel. The results showed that a B10 blend could be used at the engine's rated injection pressure of 200 kg/cm2 without significantly affecting performance or emissions compared to diesel. Increasing the injection pressure to 230 kg/cm2 improved brake thermal efficiency up
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Experimental Investigation on Use of Honge(Pongamia) Biodiesel on Multi-cylin...ijsrd.com
Experimental investigation was conducted on a multicylinder diesel engine using honge biodiesel derived from the Pongamia plant. Honge biodiesel was produced using a transesterification process and its properties were tested and found to meet ASTM biodiesel standards. The honge biodiesel was then tested in the diesel engine at varying loads up to 60% throttle. Performance parameters like brake thermal efficiency and specific fuel consumption were evaluated, as well as emission characteristics like carbon monoxide, carbon dioxide, unburned hydrocarbons, and smoke opacity. Combustion characteristics such as cylinder pressure, heat release rate, and gas temperature were also analyzed against crank angle. The results showed that honge
IRJET- Study of Performance and Emission Analysis of Hydrogen-Diesel Duel Fue...IRJET Journal
This document summarizes a study on the performance and emissions of a hydrogen-diesel dual fuel engine. The study was conducted on a single cylinder diesel engine fueled with both hydrogen, injected into the intake manifold, and diesel fuel. The experiments were performed across a range of engine speeds. The results showed reductions in unburned hydrocarbons and carbon monoxide emissions with the addition of hydrogen. Hydrogen is considered a promising alternative fuel due to its clean burning properties and ability to reduce harmful emissions when used in combination with diesel fuel in a compression ignition engine.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
IRJET- Effect of Waste Plastic Oil as an IC Engine Fuel in Combination with D...IRJET Journal
The document discusses an experimental investigation into using waste plastic oil blended with diesel as fuel in a compression ignition (CI) engine. Researchers produced waste plastic oil through pyrolysis of waste plastics at temperatures of 300-900°C. They then tested blends of waste plastic oil and diesel in a single cylinder CI engine. The tests analyzed performance characteristics like brake specific fuel consumption and brake thermal efficiency, as well as emission characteristics like opacity, across different blend ratios and engine compression ratios. The results were compared to baseline diesel performance to determine waste plastic oil's potential as an alternative fuel.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
IRJET- Study of Fuel Properties of Diesel Biodiesel Blend with Nano-Parti...IRJET Journal
This document studies the fuel properties of diesel-biodiesel blends with aluminum oxide nano-particles as additives. The researchers prepared blends with 20% Madhuca Indica biodiesel, 80% diesel, and 50ppm or 100ppm of aluminum oxide nano-particles. They tested the blends for properties like density, viscosity, heat of combustion and flash point according to ASTM standards and compared them to pure diesel and biodiesel. They found that the blend properties were close to diesel standards. Specifically, density and viscosity of the blends were almost the same as diesel fuel. The flash point of the blends was similar to diesel fuel. Heating values of the blends were around
IRJET- Performance and Emission Analysis of Diesel Engine using Delonix R...IRJET Journal
The document analyzes the performance and emissions of a diesel engine fueled with blends of biodiesel produced from Delonix regia oil mixed with conventional diesel. Tests were conducted on a single cylinder diesel engine at 1500 rpm under varying load conditions. Biodiesel blends of B25, B50, B75 and B100 were tested and compared to baseline diesel. Results showed that biodiesel blends increased fuel consumption but improved brake thermal efficiency up to 2.5% for B25. Emissions of NOx and CO2 decreased with biodiesel while CO and hydrocarbons increased. Biodiesel also decreased ignition delay and reduced the premixed combustion peak. The conclusions are that biodie
Karanja and Rapeseed Biodiesel: An Experimental Investigation of Performance...Er Sandeep Duran
In this research work the detailed investigation on performance and combustion characteristics of four stroke single cylinder engine with karanja and rapeseed biodiesel and its blends with diesel (in proportions of 20% and 50% by volume) under various load i.e. at no load, 25%, 50% and full load was assessed. At full load KB50 (karanja biodiesel blend) has been recorded lowest rate of pressure rise. KB20 has lowest
recorded BSFC as compared to all others of biodiesel for all loading condition even than diesel. The RB20 (rapeseed biodiesel blend) recorded maximum BMEP at full load. KB20 was recorded with maximum brake thermal efficiency at full load. So on the basis of performance and combustion parameters KB20 appears to be best alternative fuel than other blends of karanja biodiesel and rapeseed
biodiesel even than diesel.
IRJET Performance Analysis of CI Engine by using Two Oils (Jatropha Oil & Met...IRJET Journal
This document summarizes research on analyzing the performance of a compression ignition (CI) engine using blends of jatropha oil and methanol with diesel fuel as alternative fuels. It first provides background on the need for alternative fuels due to issues with fossil fuels. It then reviews literature on using vegetable oils and their derivatives (like biodiesel) in CI engines. The literature found that biodiesel and blends of up to 50% vegetable oil performed similarly to diesel in terms of engine performance and emissions. The document then describes an experimental study that tested blends of jatropha oil and methanol with diesel in a single-cylinder CI engine. The results showed improved performance over straight vegetable oil, with blends of 40-50
Alcohols are particularly attractive as alternative fuels because they are a renewable resource. Ethanol has been
studied in spark ignition application. However, it is verydifficult to fuel compression ignition engines because of the lowercetane
number, higher latent heat, and otherchemical properties.This paper describes the performance (torque, brake mean effective
pressure, brake horse power, brake thermal efficiency, brake specific fuel consumption rate) and emission (CO, HC, smoke)
characteristics of ethanol-diesel dual-fuels engine combustion for the homogeneous charge compression ignition engine.
Experimental Investigation of Twin Cylinder Diesel Engine Using Diesel & Met...IJMER
The document summarizes an experimental investigation of a twin cylinder diesel engine using diesel and methanol fuels. Key findings include:
1) The engine was tested at zero load and full load conditions using 100% diesel and 100% methanol. Performance parameters like brake thermal efficiency were higher for methanol while specific fuel consumption was lower.
2) Exhaust emissions of particulate matter and SOx were significantly lower for methanol compared to diesel, reducing by 80-90% and 75-90% respectively. Nitrogen oxide emissions were also lower for methanol.
3) At full load, brake thermal efficiency was 62.8% for methanol compared to 34.7% for diesel, representing an increase of 32.1% when using
Performance and Emissions Characteristics of a C.I. Engine Fuelled with Diffe...idescitation
In this research work, waste mustard biodiesel-diesel fuel blends as alternative
fuels for diesel engines were studied. An experimental investigation has been carried out to
evaluate the performance and emission characteristics of a diesel engine fuelled with waste
mustard biodiesel-diesel blends (10%, 15% and 20%) and important fuel properties have
also been determined. The performance parameters analyzed include brake power, brake
thermal efficiency, brake specific fuel consumption, and exhaust gas temperature whereas
exhaust emissions include unburnt hydrocarbons (UHC), carbon monoxide (CO) and oxides
of nitrogen (NO x). The results of the experiment in each case were compared with baseline
data of diesel fuel. Significant improvements have been observed in the performance
parameters of the engine as well as exhaust emissions. The waste mustard biodiesel-diesel
fuel blends were tested in a single cylinder direct injection diesel engine. Engine
performance and exhaust emissions were measured while the engine running at no, part and
full load condition. This paper investigates the scope of utilizing waste mustard oil blends
with diesel fuel. It concluded that B10 blend of waste mustard biodiesel act as best
alternative fuel among all tested fuel at full load condition. The objective of the present
research was to explore technical feasibility of waste mustard oil in direct injection C.I.
engine without any substantial modifications in the engine design..
Performance and emission characteristics of al2 o3 coated lhr engine operated...eSAT Journals
Abstract Biodiesel is a renewable and environmental friendly alternative fuel which can be used as a substitute for diesel in compression engine. Biodiesel can be prepared from vegetable oils and animal fats. But the application of biodiesel in diesel engine will decrease the engine’s efficiency and increase the specific fuel consumption. Application of ceramic coatings in engine will help to solve these problems. This paper presents the experimental results of mahua oil biodiesel blend in an Al2O3 ceramic coated compression ignition engine. The brake thermal efficiency, specific fuel consumption, carbon monoxide, unburned hydrocarbon and oxides of nitrogen emissions of both diesel and mahua oil biodiesel blend were measured before and after coating and the results are described in this paper. Keywords: Mahua oil, biodiesel, ceramic coating, low heat rejection.
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
IRJET- Experimental Investigation on Performance of Diesel Engine on Mixi...IRJET Journal
This document presents an experimental investigation on the performance of a diesel engine using dual biodiesel blends of Jatropha and mustard oils mixed with diesel. Various proportions of the biodiesel blends were tested in an unmodified single cylinder diesel engine. The performance parameters like brake thermal efficiency and specific fuel consumption, as well as emission characteristics like CO, HC, NOx and CO2 were analyzed and compared to diesel fuel. The results showed that a 15% biodiesel blend had brake thermal efficiency close to diesel fuel. Emissions of CO and HC were lower for the biodiesel blends compared to diesel, while NOx emissions were higher. Based on the results, the 15% biodiesel blend provided better engine
This document presents a literature review on fuel additives. It discusses the types of fuel additives including those that improve engine performance, handle fuel, improve fuel stability, and control contaminants. Specifically, it examines cetane number improvers like ethylhexyl nitrate and di-tertiary butyl peroxide, injector cleanliness additives, lubricity additives, and smoke suppressants. It also discusses additives for anti-foaming, icing prevention, and low temperature operability. The review provides information on the chemical composition and mechanisms of various commercially used additives.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
EXPERIMENTAL ANALYSIS ON DI-DIESEL ENGINE RUNS WITH THE COMBINATION OF BLENDE...IAEME Publication
An experimental Study is carried out to study the performance and emission on direct injection, diesel engine run with Bio diesel (PaME), Diesel and ethanol blended fuel taking
conventional Diesel as base line. The test fuels (six) are pure Diesel, pure PaME, (95% PaME + 5%
ethanol in vol.), (80% Diesel+15% PaME+5% ethanol in vol.), (95% Diesel + 5% ethanol in vol.),and (80% PaME +15% Diesel +5% ethanol in vol.) respectively.
This document discusses biofuels such as ethanol and biodiesel. It provides information on their production sources and feedstocks. Ethanol can be produced from starch, sugar, and cellulosic biomass, with major global sources including sugarcane, corn, and cassava. Biodiesel is produced from oilseed crops like soybeans and rapeseed. The document also outlines the history and current state of biofuel production and use globally, particularly in countries like Brazil, the US, Europe, and India. It notes the potential benefits of biofuels in reducing dependence on crude oil and lowering emissions.
This document summarizes a study on the performance and emissions of a diesel engine operating on blends of mahua oil (a vegetable oil) and diesel fuel with varying injection pressures. Tests were conducted on a single cylinder diesel engine operated with mahua oil blends including B10, B20, B30, B40 and B100 (100% mahua oil) at injection pressures from 190-240 kg/cm2 and compared to operation on pure diesel. The results showed that a B10 blend could be used at the engine's rated injection pressure of 200 kg/cm2 without significantly affecting performance or emissions compared to diesel. Increasing the injection pressure to 230 kg/cm2 improved brake thermal efficiency up
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Experimental Investigation on Use of Honge(Pongamia) Biodiesel on Multi-cylin...ijsrd.com
Experimental investigation was conducted on a multicylinder diesel engine using honge biodiesel derived from the Pongamia plant. Honge biodiesel was produced using a transesterification process and its properties were tested and found to meet ASTM biodiesel standards. The honge biodiesel was then tested in the diesel engine at varying loads up to 60% throttle. Performance parameters like brake thermal efficiency and specific fuel consumption were evaluated, as well as emission characteristics like carbon monoxide, carbon dioxide, unburned hydrocarbons, and smoke opacity. Combustion characteristics such as cylinder pressure, heat release rate, and gas temperature were also analyzed against crank angle. The results showed that honge
IRJET- Study of Performance and Emission Analysis of Hydrogen-Diesel Duel Fue...IRJET Journal
This document summarizes a study on the performance and emissions of a hydrogen-diesel dual fuel engine. The study was conducted on a single cylinder diesel engine fueled with both hydrogen, injected into the intake manifold, and diesel fuel. The experiments were performed across a range of engine speeds. The results showed reductions in unburned hydrocarbons and carbon monoxide emissions with the addition of hydrogen. Hydrogen is considered a promising alternative fuel due to its clean burning properties and ability to reduce harmful emissions when used in combination with diesel fuel in a compression ignition engine.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
IRJET- Effect of Waste Plastic Oil as an IC Engine Fuel in Combination with D...IRJET Journal
The document discusses an experimental investigation into using waste plastic oil blended with diesel as fuel in a compression ignition (CI) engine. Researchers produced waste plastic oil through pyrolysis of waste plastics at temperatures of 300-900°C. They then tested blends of waste plastic oil and diesel in a single cylinder CI engine. The tests analyzed performance characteristics like brake specific fuel consumption and brake thermal efficiency, as well as emission characteristics like opacity, across different blend ratios and engine compression ratios. The results were compared to baseline diesel performance to determine waste plastic oil's potential as an alternative fuel.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
IRJET- Study of Fuel Properties of Diesel Biodiesel Blend with Nano-Parti...IRJET Journal
This document studies the fuel properties of diesel-biodiesel blends with aluminum oxide nano-particles as additives. The researchers prepared blends with 20% Madhuca Indica biodiesel, 80% diesel, and 50ppm or 100ppm of aluminum oxide nano-particles. They tested the blends for properties like density, viscosity, heat of combustion and flash point according to ASTM standards and compared them to pure diesel and biodiesel. They found that the blend properties were close to diesel standards. Specifically, density and viscosity of the blends were almost the same as diesel fuel. The flash point of the blends was similar to diesel fuel. Heating values of the blends were around
IRJET- Performance and Emission Analysis of Diesel Engine using Delonix R...IRJET Journal
The document analyzes the performance and emissions of a diesel engine fueled with blends of biodiesel produced from Delonix regia oil mixed with conventional diesel. Tests were conducted on a single cylinder diesel engine at 1500 rpm under varying load conditions. Biodiesel blends of B25, B50, B75 and B100 were tested and compared to baseline diesel. Results showed that biodiesel blends increased fuel consumption but improved brake thermal efficiency up to 2.5% for B25. Emissions of NOx and CO2 decreased with biodiesel while CO and hydrocarbons increased. Biodiesel also decreased ignition delay and reduced the premixed combustion peak. The conclusions are that biodie
Karanja and Rapeseed Biodiesel: An Experimental Investigation of Performance...Er Sandeep Duran
In this research work the detailed investigation on performance and combustion characteristics of four stroke single cylinder engine with karanja and rapeseed biodiesel and its blends with diesel (in proportions of 20% and 50% by volume) under various load i.e. at no load, 25%, 50% and full load was assessed. At full load KB50 (karanja biodiesel blend) has been recorded lowest rate of pressure rise. KB20 has lowest
recorded BSFC as compared to all others of biodiesel for all loading condition even than diesel. The RB20 (rapeseed biodiesel blend) recorded maximum BMEP at full load. KB20 was recorded with maximum brake thermal efficiency at full load. So on the basis of performance and combustion parameters KB20 appears to be best alternative fuel than other blends of karanja biodiesel and rapeseed
biodiesel even than diesel.
IRJET Performance Analysis of CI Engine by using Two Oils (Jatropha Oil & Met...IRJET Journal
This document summarizes research on analyzing the performance of a compression ignition (CI) engine using blends of jatropha oil and methanol with diesel fuel as alternative fuels. It first provides background on the need for alternative fuels due to issues with fossil fuels. It then reviews literature on using vegetable oils and their derivatives (like biodiesel) in CI engines. The literature found that biodiesel and blends of up to 50% vegetable oil performed similarly to diesel in terms of engine performance and emissions. The document then describes an experimental study that tested blends of jatropha oil and methanol with diesel in a single-cylinder CI engine. The results showed improved performance over straight vegetable oil, with blends of 40-50
Alcohols are particularly attractive as alternative fuels because they are a renewable resource. Ethanol has been
studied in spark ignition application. However, it is verydifficult to fuel compression ignition engines because of the lowercetane
number, higher latent heat, and otherchemical properties.This paper describes the performance (torque, brake mean effective
pressure, brake horse power, brake thermal efficiency, brake specific fuel consumption rate) and emission (CO, HC, smoke)
characteristics of ethanol-diesel dual-fuels engine combustion for the homogeneous charge compression ignition engine.
Experimental Investigation of Twin Cylinder Diesel Engine Using Diesel & Met...IJMER
The document summarizes an experimental investigation of a twin cylinder diesel engine using diesel and methanol fuels. Key findings include:
1) The engine was tested at zero load and full load conditions using 100% diesel and 100% methanol. Performance parameters like brake thermal efficiency were higher for methanol while specific fuel consumption was lower.
2) Exhaust emissions of particulate matter and SOx were significantly lower for methanol compared to diesel, reducing by 80-90% and 75-90% respectively. Nitrogen oxide emissions were also lower for methanol.
3) At full load, brake thermal efficiency was 62.8% for methanol compared to 34.7% for diesel, representing an increase of 32.1% when using
Performance and Emissions Characteristics of a C.I. Engine Fuelled with Diffe...idescitation
In this research work, waste mustard biodiesel-diesel fuel blends as alternative
fuels for diesel engines were studied. An experimental investigation has been carried out to
evaluate the performance and emission characteristics of a diesel engine fuelled with waste
mustard biodiesel-diesel blends (10%, 15% and 20%) and important fuel properties have
also been determined. The performance parameters analyzed include brake power, brake
thermal efficiency, brake specific fuel consumption, and exhaust gas temperature whereas
exhaust emissions include unburnt hydrocarbons (UHC), carbon monoxide (CO) and oxides
of nitrogen (NO x). The results of the experiment in each case were compared with baseline
data of diesel fuel. Significant improvements have been observed in the performance
parameters of the engine as well as exhaust emissions. The waste mustard biodiesel-diesel
fuel blends were tested in a single cylinder direct injection diesel engine. Engine
performance and exhaust emissions were measured while the engine running at no, part and
full load condition. This paper investigates the scope of utilizing waste mustard oil blends
with diesel fuel. It concluded that B10 blend of waste mustard biodiesel act as best
alternative fuel among all tested fuel at full load condition. The objective of the present
research was to explore technical feasibility of waste mustard oil in direct injection C.I.
engine without any substantial modifications in the engine design..
Performance and emission characteristics of al2 o3 coated lhr engine operated...eSAT Journals
Abstract Biodiesel is a renewable and environmental friendly alternative fuel which can be used as a substitute for diesel in compression engine. Biodiesel can be prepared from vegetable oils and animal fats. But the application of biodiesel in diesel engine will decrease the engine’s efficiency and increase the specific fuel consumption. Application of ceramic coatings in engine will help to solve these problems. This paper presents the experimental results of mahua oil biodiesel blend in an Al2O3 ceramic coated compression ignition engine. The brake thermal efficiency, specific fuel consumption, carbon monoxide, unburned hydrocarbon and oxides of nitrogen emissions of both diesel and mahua oil biodiesel blend were measured before and after coating and the results are described in this paper. Keywords: Mahua oil, biodiesel, ceramic coating, low heat rejection.
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
IRJET- Experimental Investigation on Performance of Diesel Engine on Mixi...IRJET Journal
This document presents an experimental investigation on the performance of a diesel engine using dual biodiesel blends of Jatropha and mustard oils mixed with diesel. Various proportions of the biodiesel blends were tested in an unmodified single cylinder diesel engine. The performance parameters like brake thermal efficiency and specific fuel consumption, as well as emission characteristics like CO, HC, NOx and CO2 were analyzed and compared to diesel fuel. The results showed that a 15% biodiesel blend had brake thermal efficiency close to diesel fuel. Emissions of CO and HC were lower for the biodiesel blends compared to diesel, while NOx emissions were higher. Based on the results, the 15% biodiesel blend provided better engine
This document presents a literature review on fuel additives. It discusses the types of fuel additives including those that improve engine performance, handle fuel, improve fuel stability, and control contaminants. Specifically, it examines cetane number improvers like ethylhexyl nitrate and di-tertiary butyl peroxide, injector cleanliness additives, lubricity additives, and smoke suppressants. It also discusses additives for anti-foaming, icing prevention, and low temperature operability. The review provides information on the chemical composition and mechanisms of various commercially used additives.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
EXPERIMENTAL ANALYSIS ON DI-DIESEL ENGINE RUNS WITH THE COMBINATION OF BLENDE...IAEME Publication
An experimental Study is carried out to study the performance and emission on direct injection, diesel engine run with Bio diesel (PaME), Diesel and ethanol blended fuel taking
conventional Diesel as base line. The test fuels (six) are pure Diesel, pure PaME, (95% PaME + 5%
ethanol in vol.), (80% Diesel+15% PaME+5% ethanol in vol.), (95% Diesel + 5% ethanol in vol.),and (80% PaME +15% Diesel +5% ethanol in vol.) respectively.
This document discusses biofuels such as ethanol and biodiesel. It provides information on their production sources and feedstocks. Ethanol can be produced from starch, sugar, and cellulosic biomass, with major global sources including sugarcane, corn, and cassava. Biodiesel is produced from oilseed crops like soybeans and rapeseed. The document also outlines the history and current state of biofuel production and use globally, particularly in countries like Brazil, the US, Europe, and India. It notes the potential benefits of biofuels in reducing dependence on crude oil and lowering emissions.
PERFORMANCE AND EMISSION CHARACTERISTICS OF A THERMAL BARRIER COATED FOUR ST...Varthamanan prabachandran
The document discusses the performance and emission characteristics of a thermal barrier coated diesel engine using diesel, biodiesel, and ethanol blend fuels. It describes testing various fuel blends in a normal diesel engine and one with an Al2O3 thermal barrier coating. The results showed that the brake thermal efficiency was highest for the thermal barrier coated diesel-biodiesel blend. Emissions of CO, CO2, HC, NOx and smoke were measured and varied depending on the fuel blend and engine type.
Ethanol is commonly used as a biofuel and can be produced from plants containing sugar or starch, such as corn, sugarcane, or cellulosic crops. It is made through the fermentation of sugars with yeast and is the same type of alcohol found in alcoholic drinks. Ethanol provides advantages as a fuel in that it is renewable, produces fewer greenhouse gas emissions than gasoline, and burns more cleanly. However, ethanol also has some disadvantages like a lower energy content than gasoline and production requiring significant land and water resources.
A REVIEW ON ‘’USE OF BIODIESEL IN I.C. ENGINE”Sagar Pachauri
This document discusses biodiesel as an alternative fuel. It defines biodiesel as a renewable, biodegradable fuel made from vegetable oils or animal fats that can be used in diesel engines. Biodiesel is produced through a chemical process called transesterification where the glycerin is separated from the fat or vegetable oil. It can be blended with petroleum diesel at various levels from B5 to B100. Biodiesel provides benefits like reduced emissions, domestic production, and it can help decrease dependence on foreign oil. Some disadvantages are it has lower energy content and can degrade rubber or gel in cold weather. The document examines the performance and emissions effects of biodiesel use in diesel engines.
This document discusses using alcohol as an alternative fuel in spark ignition engines. It outlines that E85 fuel is a blend of 85% ethanol and 15% gasoline that can be used in flexible fuel vehicles. The document also discusses the properties of ethanol including its production from crops, blending with gasoline, use as an octane booster, and ability to reduce greenhouse gas emissions compared to gasoline. It notes both advantages, such as higher octane ratings, and disadvantages, like lower energy content, of using alcohols like ethanol as a vehicle fuel.
This document discusses ethanol production from corn and cellulosic sources. It begins by explaining corn ethanol production via dry milling and wet milling processes. Dry milling involves grinding the whole corn kernel and liquefying the starch before fermentation. Wet milling separates the kernel into fiber, germ, and starch components. The document then discusses cellulosic ethanol production, which involves breaking down the lignocellulose structure of plant biomass into fermentable sugars.
This document discusses several alternative fuels including ethanol, propane, biodiesel, hydrogen, and compressed natural gas. Ethanol is produced from sugar or ethylene fermentation and is cleaner burning but can increase food prices. Propane is a liquefied petroleum gas that is widely used and produces fewer emissions than gasoline but has limited availability. Biodiesel is made from vegetable oils, animal fats, and greases and can be used in diesel engines but may not be suitable in cold temperatures. Hydrogen produces only water emissions but is expensive and dangerous. Compressed natural gas is safer than other fuels if spilled and produces lower emissions than gasoline but vehicles have higher costs and less cargo space.
Ethanol can be produced through anaerobic fermentation of sugars and starches from various raw materials by yeast and bacteria. Saccharine materials like fruits, molasses, sugar beet and sugar cane directly provide fermentable sugars. Starchy materials like grains and tubers must be processed to break down starch into sugars through steps like milling, cooking, and conversion. The sugars are then fermented by organisms like Saccharomyces yeast to produce ethanol. The ethanol is recovered through distillation which separates ethanol (boiling point 78.5°C) from water (boiling point 100°C). Ethanol finds uses as a solvent, fuel, and chemical intermediate. Byproducts are also generated including
This document discusses various types of fuels and focuses on biofuels as a renewable alternative to fossil fuels. It provides information on:
- Biofuels, which are made from organic matter, as a renewable option compared to finite fossil fuels. Common types include biodiesel, bioethanol, and biogas.
- Jatropha and algae as feedstocks for biodiesel production, with details on jatropha cultivation and a biodiesel plant.
- Benefits of biodiesel such as reduced emissions, biodegradability, and energy security. India's initiatives to promote the use of biofuels are also mentioned.
- Biogas production through anaerobic digestion
The document discusses a study that investigated the effects of different biodiesel types and biodiesel fractions on emission characteristics of a compression ignition engine. The study found that biodiesel from different feedstocks did not significantly affect emissions as long as fuel properties remained the same. Emissions of CO2, CO and THC decreased with increasing biodiesel content, while NOx emissions increased. The conclusions were that biodiesel reduces emissions except for NOx, and the feedstock source does not significantly impact emissions.
Comparative performance and emission charactristics of 4 cylinder 4- strokeIAEME Publication
This document summarizes a study on the performance and emissions of a 4-cylinder 4-stroke diesel engine fueled with blends of coconut oil and diesel. The study found that operating the engine with coconut oil-diesel blends resulted in lower CO, CO2 and NOx emissions compared to pure diesel fuel. Increasing the proportion of coconut oil in the blend increased the engine's specific fuel consumption and decreased its brake thermal efficiency.
The document discusses the effect of varying piston bowl geometry and hydrogen addition on the performance and combustion characteristics of a diesel engine. Experiments were conducted on a single cylinder diesel engine operated with diesel alone and with hydrogen added at various flow rates. Two piston bowl geometries - hemispherical and toroidal - were tested. Results showed that adding hydrogen up to 6 L/min improved brake thermal efficiency, brake specific fuel consumption, exhaust gas temperature, heat release rate, and cylinder pressure compared to diesel alone. The toroidal piston bowl geometry further improved these parameters compared to the standard hemispherical geometry. Above 6 L/min hydrogen flow, knocking was observed due to higher combustion temperatures.
A Compressed-air engine is a pneumatic actuator that creates usefull work by expanding compressed air. A compressed-air vehicle is powered by an air engine, using compressed air, which is stored in a tank. Instead of mixing fuel with air and burning it in the engine to drive pistons with hot expanding gases,compressed air vehicles (CAV) use the expansion of compressed air to drive their pistons.
PERFORMANCE EVALUATION OF A CONVENTIONAL DIESEL ENGINE RUNNING IN DUAL FUEL M...IAEME Publication
1. The document evaluates the performance of a diesel engine running in dual fuel mode with liquefied petroleum gas (LPG) and diesel fuel.
2. LPG was inducted into the engine at rates of 0.094, 0.189, and 0.283 kg/hr using a fumigation method. This led to reductions in diesel consumption of up to 11% and improvements in brake specific fuel consumption of up to 32%.
3. However, brake thermal efficiency did not improve due to poor utilization of LPG's high energy content. While diesel was saved, using LPG resulted in higher overall costs and slightly reduced performance compared to diesel alone.
Performance & emission of Twin Cylinder Diesel Engine Using Diesel & EthanolIJMER
In view of increasing pressure on crude oil reserves and environmental degradation as an
outcome, fuels like ethanol may present a sustainable solution as it can be produced from a wide range
of carbon based feedstock. The present investigation evaluates Ethanol as a diesel engine fuel. The
objectives of this report is to analyze the fuel consumption and the emission characteristic of a twin
cylinder diesel engine that are using Ethanol & compared to usage of ordinary diesel that are available
in the market. This report describes the setups and the procedures for the experiment which is to analyze
the emission characteristics and fuel consumption of diesel engine due to usage of the both fuels. Detail
studies about the experimental setup and components have been done before the experiment started.
Data that are required for the analysis is observed from the experiments. Calculations and analysis have
been done after all the required data needed for the thesis is obtained. The experiment used diesel
engine with no load which means no load exerted on it. A four stroke Twin cylinder diesel engine was
adopted to study the brake thermal efficiency, brake specific energy consumption, and emissions at zero
load & full load with the fuel of Ethanol. In this study, the diesel engine was tested using 100% Ethanol.
By the end of the report, the successful of the project have been started which is Diesel engine is able to
run with Ethanol but the engine needs to run by using diesel fuel first, then followed by Ethanol and
finished with diesel fuel as the last fuel usage before the engine turned off. The performance of the
engine using Ethanol fuel compared to the performance of engine with diesel fuel. Experimental results
of Ethanol and Diesel fuel are also compared.
Experimental investigation of using kerosene-biodiesel blend as an alternativ...Mustansiriyah University
1) Researchers tested blends of biodiesel produced from sunflower oil and kerosene as alternative fuels in a diesel engine. They tested blends with biodiesel content from 15-60% by volume and kerosene content from 85-40%.
2) Test results showed that biodiesel-kerosene blends produced higher brake thermal efficiency and lower brake specific fuel consumption compared to diesel. Emissions of carbon monoxide and hydrocarbons decreased with increasing kerosene content in the blends.
3) Nitrogen oxide emissions were highest for pure biodiesel but decreased with higher kerosene content in the blends, with the 15% biodiesel blend reducing NOx
PERFORMANCE AND EMISSION CHARACTERISTICS OF MAHUA BIODIESEL IN A DI- DIESEL E...IAEME Publication
This work is focused to determine the performance and emissions characteristics of a naturally aspirated direct ignition diesel engine fueled with diesel fuel (DF), mahua biodiesel (MBD) and preheated mahua biodiesel (MBD-PH). The fatty acid composition of MBD is determined and its properties like density, viscosity, cetane number, calorific value and iodine value are also determined. Engine performance tests showed that brake specific fuel consumption of MBD is higher than that of DF.
Converting a Diesel Engine to Dual-Fuel Engine Using Natural GasABHAY TIWARI
Over the past many years, large numbers of car buyers have been opting for a petrol car with a compressed natural gas (CNG)
kit fitted by the company. The most important thing is that the petrol engines cause global warming by having a large amount
of toxic gases exhausted by the petrol cars. However, by the introduction of catalytic converters (a catalytic converter is a
vehicle emissions control device that converts toxic pollutants in exhaust gas to less toxic pollutants by catalysing a redox
reaction) we have been able to reduce the toxic emissions. Use of Catalytic converters in internal combustion engines fuelled
by either petrol or diesel, which reduces pollutants such as CO to a much less harmful gas, such as CO2. Because of this, a
catalyst car also consumes slightly more fuel, thus reducing its performance. However, by having these improvements, petrol
engine cars with catalysts still exhaust more CO and HC than cars with diesel engine, and by using a CNG kit there is are other
problem such as starting problems and jerks. Therefore, CNG kit is not as useful as it is expected to be. An alternative to this is
a diesel engine (dual fuel engine). However, a question arises that, Why Should one Choose a Diesel Powered dual fuel Engine
over other. So the answer is Diesel fuel contains more energy per litre than petrol. Thus, making more efficient than petrol
engine car. Diesel fuel contains no emissions of the regulated pollutants like (carbon monoxide, hydrocarbons and nitrogen
oxides) which are quite less than those from petrol cars without a catalyst. Therefore, diesel engines are attracting greater
attention due to higher efficiency and cost effectiveness. Now, the main objective of this paper is to convert a diesel engine into
duel fuel engine with compressed natural gas, which will overcome the problem of cost and global warming. This paper
presents a dual fuel system for diesel-natural gas operation for a diesel engine, and analysis of the operating characteristics of
the engine.
Experimental Investigation of Twin Cylinder Diesel Engine Using Jatropha and ...IOSR Journals
This document experimentally investigates the performance and emissions of a twin cylinder diesel engine using a blend of 20% jatropha oil, 70% hippie oil, and 10% ethanol (biofuel) compared to diesel. The objectives are to analyze fuel consumption, emissions, and engine performance. Experimental results found that the biofuel blend had higher brake thermal efficiency, lower particulate matter and carbon monoxide emissions, and higher specific fuel consumption compared to diesel. The study concludes that the biofuel blend represents a good alternative fuel with better emission characteristics and closer engine performance to diesel.
This document experimentally investigates the performance and emissions of a twin cylinder diesel engine using a blend of 20% jatropha oil, 70% hippie oil, and 10% ethanol (biofuel) compared to diesel. The objectives are to analyze fuel consumption, emissions, and engine performance. Experimental results found that the biofuel blend had higher brake thermal efficiency, lower particulate matter and carbon monoxide emissions, and higher specific fuel consumption compared to diesel. The study concludes that the biofuel blend represents a good alternative fuel with better emission characteristics and closer engine performance to diesel.
This document summarizes a study assessing the effects of different engine operation and diesel injection parameters on combustion efficiency in a heavy-duty dual-fuel hydrogen-diesel engine at low-load conditions. The study aims to reduce unburned hydrogen emissions and improve combustion efficiency by implementing exhaust gas recirculation and different diesel injection strategies. Statistical methods were used to analyze the results and reduce experimental time. The results showed that higher exhaust gas recirculation rates increased intake charge temperature and improved hydrogen combustion and fuel economy. Operation with high exhaust gas recirculation and slightly advanced main diesel injection delivered benefits to emissions and brake thermal efficiency, but combustion efficiency remained around 90% for most cases tested.
Application of Hydrogen as Fuel Supplement in Internal Combustion Engines-A B...IJSRD
Faced with the ever increasing cost of conventional fossil fuels and the severe environmental pollution, researchers worldwide are working to cost effectively improve internal combustion engines fuel economy and emission characteristics. Recently, use of hydrogen or hydrogen-rich gas as fuel supplement for SI and CI engines is considered to be one of the potential solutions to these problems. Hydrogen has many excellent combustion properties that can be used for improving hydrocarbon combustion and emissions performance of both SI and CI engines. This article presents a brief review on the recent progress in the application of hydrogen as a fuel additive to improve the efficiencies and emissions of modern IC engines.
The document summarizes an experimental investigation into the performance and emissions of a diesel engine fueled with preheated corn oil methyl ester (COME) biodiesel at different temperatures. COME was produced via transesterification of corn oil with methanol. The engine was tested using diesel and blends of preheated COME at 50°C, 70°C, and 90°C. Brake thermal efficiency increased and BSFC decreased with COME preheated to 70°C due to improved combustion from reduced viscosity. Exhaust emissions of CO and HC decreased but NOx increased with COME. Performance generally decreased as the COME percentage in blends rose. Preheating COME to 70°C allowed
Performance characteristics for the use of blended safflower oil in diesel en...IAEME Publication
This document summarizes a study on the performance of a diesel engine fueled with blends of safflower oil and diesel. Safflower oil-diesel blends with safflower oil content ranging from 20-100% by volume were tested in a single cylinder diesel engine. The results showed that the B20 blend had the lowest fuel consumption and brake specific fuel consumption compared to other blends and diesel. The B20 blend also achieved 4% higher brake thermal efficiency than diesel alone. Emissions of smoke were lowest with the B20 blend compared to other fuels tested. Overall, the B20 safflower oil-diesel blend provided better engine performance and lower emissions than other blends or diesel alone.
This document summarizes a study on the effects of supercharging and using blends of diesel fuel and tyre pyrolysis oil on the performance and emissions of a diesel engine. The researchers conducted experiments on a single cylinder diesel engine using diesel fuel alone and then blends of 10%, 20%, and 30% tyre pyrolysis oil with diesel. The engine was run at a constant speed of 1500 rpm under 1.5 bar of supercharging pressure. Results were compared between the different fuel blends and to diesel alone. Fuel consumption was found to increase with brake power for all fuels but increased more with higher proportions of tyre pyrolysis oil in the blend. Emissions of CO, HC and smoke were generally higher for the
PERFORMANCE AND EMISSION CHARACTERISTIC OF DI DIESEL ENGINE WITH PREHEATING C...IAEME Publication
This study investigated the performance and emissions of a diesel engine fueled with corn oil methyl ester (COME) biodiesel that was preheated to different temperatures. COME was produced via transesterification of corn oil with methanol and tested in a single cylinder diesel engine. The viscosity of COME and its blends with diesel decreased with increasing preheat temperature up to 70°C. Testing found that preheating COME to 70°C improved brake thermal efficiency and reduced CO and HC emissions compared to diesel, but increased NOx emissions. Higher preheat temperatures like 90°C decreased performance due to vapor locking. Overall, preheating COME to 70°C allowed it to be used as a viable diesel alternative
IRJET- Effect of Copper Oxide and Carbon Nanotubes as Additives in Diesel Ble...IRJET Journal
This document summarizes a study that tested the effects of adding copper oxide and carbon nanotubes as additives to a 20:80 blend of biodiesel and diesel in a variable compression ratio engine. The study found that some additive blends showed improvements in brake power output of up to 2% and brake thermal efficiency of up to 3.9% compared to pure diesel, along with reductions in harmful emissions like carbon monoxide, hydrocarbons, nitrogen oxides, and smoke. Specifically, a blend with 40ppm of carbon nanotubes and 20ppm of copper oxide performed the best, showing lower emissions and higher power and efficiency than other blends and pure diesel. The document concludes the additive blends,
Analysis of the effect of nozzle hole diameter on ci engine performance usingIAEME Publication
The document discusses an experimental study that analyzed the effect of diesel fuel injector nozzle hole diameter on engine performance using blends of karanja oil and diesel. Three different nozzle sizes were tested - one with holes of 0.25mm, 0.25mm and 0.15mm, another with all three holes at 0.4mm, and a third with holes all at 0.6mm. Performance parameters like brake thermal efficiency, brake power, fuel consumption and exhaust gas temperature were measured. Results showed that efficiency decreased with larger nozzle size while power initially increased but later decreased with load. Fuel consumption increased with larger nozzle size. Exhaust gas temperature also rose with larger nozzle size and higher karanja oil percentage in
IRJET- Preliminary Optimization of Duel Fuel Engine using Dimethyl Ether Prem...IRJET Journal
This document summarizes research into using dimethyl ether (DME) as a fuel additive for diesel engines to help reduce emissions. Key points:
- DME is tested as a pilot fuel for port injection in a single-cylinder diesel engine, with diesel as the main fuel, in a "dual-fuel" configuration. This allows controlling the premixed fuel-air ratio to achieve premixed charge compression ignition (PCCI).
- Preliminary results show DME can significantly reduce particulate emissions from diesel engines compared to diesel alone. However, NOx emissions may increase and require optimization of injection timing.
- DME has advantages over diesel such as being less toxic and producing lower emissions during combustion.
Effects of Papaya Methyl Ester on DI Diesel Engine Combustion, Emission and P...IRJET Journal
This document summarizes a study that tested the effects of using papaya methyl ester (PME) and its blends with diesel fuel in a diesel engine. The key findings from the study are:
1) PME was produced from papaya seed oil through a transesterification process and tested in blends of 25%, 50%, 75% and 100% with diesel on a single-cylinder diesel engine.
2) Using PME blends resulted in a shorter ignition delay, higher maximum in-cylinder pressure, and improved brake thermal efficiency compared to diesel alone. However, BSFC increased slightly for PME due to its lower heating value.
3) Emissions of hydrocarbons,
Elevate Your Nonprofit's Online Presence_ A Guide to Effective SEO Strategies...TechSoup
Whether you're new to SEO or looking to refine your existing strategies, this webinar will provide you with actionable insights and practical tips to elevate your nonprofit's online presence.
Chapter wise All Notes of First year Basic Civil Engineering.pptxDenish Jangid
Chapter wise All Notes of First year Basic Civil Engineering
Syllabus
Chapter-1
Introduction to objective, scope and outcome the subject
Chapter 2
Introduction: Scope and Specialization of Civil Engineering, Role of civil Engineer in Society, Impact of infrastructural development on economy of country.
Chapter 3
Surveying: Object Principles & Types of Surveying; Site Plans, Plans & Maps; Scales & Unit of different Measurements.
Linear Measurements: Instruments used. Linear Measurement by Tape, Ranging out Survey Lines and overcoming Obstructions; Measurements on sloping ground; Tape corrections, conventional symbols. Angular Measurements: Instruments used; Introduction to Compass Surveying, Bearings and Longitude & Latitude of a Line, Introduction to total station.
Levelling: Instrument used Object of levelling, Methods of levelling in brief, and Contour maps.
Chapter 4
Buildings: Selection of site for Buildings, Layout of Building Plan, Types of buildings, Plinth area, carpet area, floor space index, Introduction to building byelaws, concept of sun light & ventilation. Components of Buildings & their functions, Basic concept of R.C.C., Introduction to types of foundation
Chapter 5
Transportation: Introduction to Transportation Engineering; Traffic and Road Safety: Types and Characteristics of Various Modes of Transportation; Various Road Traffic Signs, Causes of Accidents and Road Safety Measures.
Chapter 6
Environmental Engineering: Environmental Pollution, Environmental Acts and Regulations, Functional Concepts of Ecology, Basics of Species, Biodiversity, Ecosystem, Hydrological Cycle; Chemical Cycles: Carbon, Nitrogen & Phosphorus; Energy Flow in Ecosystems.
Water Pollution: Water Quality standards, Introduction to Treatment & Disposal of Waste Water. Reuse and Saving of Water, Rain Water Harvesting. Solid Waste Management: Classification of Solid Waste, Collection, Transportation and Disposal of Solid. Recycling of Solid Waste: Energy Recovery, Sanitary Landfill, On-Site Sanitation. Air & Noise Pollution: Primary and Secondary air pollutants, Harmful effects of Air Pollution, Control of Air Pollution. . Noise Pollution Harmful Effects of noise pollution, control of noise pollution, Global warming & Climate Change, Ozone depletion, Greenhouse effect
Text Books:
1. Palancharmy, Basic Civil Engineering, McGraw Hill publishers.
2. Satheesh Gopi, Basic Civil Engineering, Pearson Publishers.
3. Ketki Rangwala Dalal, Essentials of Civil Engineering, Charotar Publishing House.
4. BCP, Surveying volume 1
A Visual Guide to 1 Samuel | A Tale of Two HeartsSteve Thomason
These slides walk through the story of 1 Samuel. Samuel is the last judge of Israel. The people reject God and want a king. Saul is anointed as the first king, but he is not a good king. David, the shepherd boy is anointed and Saul is envious of him. David shows honor while Saul continues to self destruct.
THE SACRIFICE HOW PRO-PALESTINE PROTESTS STUDENTS ARE SACRIFICING TO CHANGE T...indexPub
The recent surge in pro-Palestine student activism has prompted significant responses from universities, ranging from negotiations and divestment commitments to increased transparency about investments in companies supporting the war on Gaza. This activism has led to the cessation of student encampments but also highlighted the substantial sacrifices made by students, including academic disruptions and personal risks. The primary drivers of these protests are poor university administration, lack of transparency, and inadequate communication between officials and students. This study examines the profound emotional, psychological, and professional impacts on students engaged in pro-Palestine protests, focusing on Generation Z's (Gen-Z) activism dynamics. This paper explores the significant sacrifices made by these students and even the professors supporting the pro-Palestine movement, with a focus on recent global movements. Through an in-depth analysis of printed and electronic media, the study examines the impacts of these sacrifices on the academic and personal lives of those involved. The paper highlights examples from various universities, demonstrating student activism's long-term and short-term effects, including disciplinary actions, social backlash, and career implications. The researchers also explore the broader implications of student sacrifices. The findings reveal that these sacrifices are driven by a profound commitment to justice and human rights, and are influenced by the increasing availability of information, peer interactions, and personal convictions. The study also discusses the broader implications of this activism, comparing it to historical precedents and assessing its potential to influence policy and public opinion. The emotional and psychological toll on student activists is significant, but their sense of purpose and community support mitigates some of these challenges. However, the researchers call for acknowledging the broader Impact of these sacrifices on the future global movement of FreePalestine.
Beyond Degrees - Empowering the Workforce in the Context of Skills-First.pptxEduSkills OECD
Iván Bornacelly, Policy Analyst at the OECD Centre for Skills, OECD, presents at the webinar 'Tackling job market gaps with a skills-first approach' on 12 June 2024
Temple of Asclepius in Thrace. Excavation resultsKrassimira Luka
The temple and the sanctuary around were dedicated to Asklepios Zmidrenus. This name has been known since 1875 when an inscription dedicated to him was discovered in Rome. The inscription is dated in 227 AD and was left by soldiers originating from the city of Philippopolis (modern Plovdiv).
Gender and Mental Health - Counselling and Family Therapy Applications and In...PsychoTech Services
A proprietary approach developed by bringing together the best of learning theories from Psychology, design principles from the world of visualization, and pedagogical methods from over a decade of training experience, that enables you to: Learn better, faster!
This presentation was provided by Rebecca Benner, Ph.D., of the American Society of Anesthesiologists, for the second session of NISO's 2024 Training Series "DEIA in the Scholarly Landscape." Session Two: 'Expanding Pathways to Publishing Careers,' was held June 13, 2024.
1. PROJECT REPORT
ON
“INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE
CHARGE IN A CI ENGINE”
VISVESVARAYA TECHNOLOGICAL UNIVERSITY
JNANA SANGAMA, BELGAUM
In partial fulfillment of the requirements for the award of the Degree of
BACHELOR OF ENGINEERING in MECHANICAL ENGINEERING
By
ADITHYA K [1DS09ME002]
ARAVIND V [1DS09ME013]
GNANA VISHNU D [1DS09ME031]
HEBBATAM VISWANATHA [1DS09ME037]
Under the guidance of
KAMESH .M.R.
ASSOCIATE PROFESSOR, DEPT. OF MECHANICAL ENGG.,
DAYANANDA SAGAR COLLEGE OF ENGINEERING, BANGALORE
Department of Mechanical Engineering
DAYANANDA SAGAR COLLEGE OF ENGINEERING
SHAVIGE MALLESHWARA HILLS, KUMARSWAMY LAYOUT, BANGALORE-78
2012-2013
2. Dayananda Sagar College of Engineering
Shavige Malleshwara Hills, Kumaraswamy Layout, Bangalore-560078
Department of Mechanical Engineering
Certificate
Certified that the Project Work entitled, ―INTRODUCTION OF BLENDED PILOT
FUEL TO ENRICH THE CHARGE IN A CI ENGINE‖ is a bonafide work carried out by Mr.
ADITHYA K (1DS09ME002), Mr.ARAVIND V (1DS09ME013), Mr.GNANA VISHNU
D (1DS09ME031), and Mr. HEBBATAM VISWANATHA (1DS09ME037) in partial
fulfillment for the award of Bachelor of Engineering in Mechanical Engineering of the
Visvesvaraya Technological University, Belgaum during the year 2011-2012. It is certified
that all the corrections/suggestions indicated for internal assessment have been incorporated
in the report deposited in the departmental library. The Project Report has been approved as it
satisfies the academic requirements in respect of Project Work prescribed for the said degree.
______________ _______________ __________________
Signature of Guide Signature of HOD Signature of Principal
[Guide‘s Name] [Dr. C.P.S Prakash] [Dr. A.N.N Murthy]
S.No Name of The Examiners Signature With Date
1. ______________________________ ____________________
2. ______________________________ ____________________
3. DECLARATION
We, Mr.ADITHYA K (1DSO9ME002), Mr.ARAVIND V (1DS09ME013), Mr.
GNANA VISHNU D(1DS09ME031) and Mr.HEBBATAM VISWANATHA
(1DS09ME037), hereby declare that the project work entitled, ―INTRODUCTION OF
BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE‖, has been
independently carried out by us under the guidance of ASSOCIATE PROFESSOR
KAMESH M R, Department of Mechanical Engineering, Dayananda Sagar College of
Engineering, Bangalore, in partial fulfillment of the requirements of the degree of Bachelor
of Engineering in Mechanical Engineering of Visvesvaraya Technological University,
Belgaum.
We further declare that we have not submitted this report either in part of in full to
any other university for the reward of any degree.
NAME USN SIGN
1. ADITHYA K [1DS09ME002]
2. ARAVIND V [1DS09ME013]
3. GNANA VISHNU D [1DS09ME031]
4. HEBBATAM VISWANATHA [1DS09ME037]
Place: Bangalore
Date:
4. ACKNOWLEDGEMENT
We would like to express our heartfelt Dr.A.N.N.Murthy, Principal,DSCE, who has given us
an opportunuity to successfully complete our project.
It gives us an immense pleasure to thank Dr. C.P.S. Prakash, Head of the Department of
Mechanical Engineering, DSCE, for his valuable advice and guidance which has helped us
complete our project.
We are very glad to thank Associate Professor, Kamesh M.R., Internal guide ,Department of
Mechanical Engineering, DSCE, who has mentored us, and supported us throught the
project.He has been instrumental in completing our project work successfully.
We take this opportunity to thank Assistant Professor, Jacob John, our automotive
engineering subject teacher, whose lectures were influential on our project.
Finally We express our thanks to all the teaching and non teaching staff who indirectly
helped us to complete this project successfully.
Last but not the least we would like to thank our beloved parents for their blessing and love.
We would also like to thank our friends for their support and encouragement to successfully
complete the task by meeting all the requirements.
5. ABSTRACT
Depletion of fossil fuels in the recent times has called for new measures to save fuel. Most of
the Heavy duty machines use diesel engines. Diesel engines although efficient and gives good
power output, it suffers from the disadvantage of heterogenous combustion. Due to
heterogenous combustion the time allowed for mixing fuel with air in particular oxygen is
very less, so there is a partial mixing of diesel which makes mixture distribution inside the
cylinder non-uniform (having different fuel-air concentrations, varying from rich to lean).
This causes incomplete combustion of diesel and results in wastage of fuel and particulate
formation.
In this study, using pilot fuel blends like 50 (DEE) : 50 (Ethyl Alcohol), 50 (DEE) : 50
(Methyl Alcohol), 70 (DEE) : 30 ( Ethyl Alcohol), 70 (DEE) : 30 (Methyl Alcohol) were used
to enhance the combustion. The tests were conducted on 4-stroke, single cylinder,
3.7KW/5BHP diesel engine. Pilot fuel blends were introduced through gravimetric fuel
introduction into the intake manifold of the engine. The results on various performance
parameters indicated the following on using the blends when compared to the use of neat
diesel- increase in brake thermal efficiency & mechanical efficiency, decrease in brake
specific fuel consumption & mass of fuel consumption, increase in exhaust gas temperature
and decrease in heat unaccounted. Inference drawn from the performance graphs validate
the above test results and shows that using pilot fuel blends siginificantly improves of the
performance of a diesel engine.
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CHAPTER 1
OVERVIEW
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OVERVIEW
In the current scenario, a major portion of our energy needs is fulfilled by using fossil fuels.
Due to rapid growth in the world economy, fossil fuels are getting depleted at unprecedented
rates. The World is slowly entering a phase called ‗Peak Oil‘. Peak oil is the point in time
when the maximum rate of global petroleum extraction is reached, after which the rate of
production enters terminal decline. The Earth's total endowment of oil, before humans started
using it, was roughly 2 trillion barrels of recoverable oil. Consumption has been rapidly
increasing and about half is used up. Consumption is currently 31 billion barrels each year.
At this rate of consumption oil reserves will be exhausted in the next 30 years.
Oil geologists, oil company executives and most scientists know that an oil crisis is nearly
upon us. World peak oil production is about to happen with profound implications for
everyone. In a few years—within the decade—world oil production will decline—slowly at
first but then accelerating. Hence, this energy crisis necessitates usage of available resource
more effectively by deriving maximum output per unit volume of fuel.
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Diesel fuel is one of the important fossil fuels used for transportation, power generation etc.
Diesel powered engines are known for their good power output and efficiency. But Diesel
engine has a major drawback i.e. incomplete combustion of the diesel fuel leading to wastage
of diesel. Hence, absolute power that a diesel engine can produce if the diesel were to
combust completely is greater than the power that is produced by the present day diesel
engine.
To counter this disadvantage of incomplete combustion of the diesel fuel many methods have
been suggested. One of which is introduction of a blended pilot fuel through the intake
manifold of the engine to enhance combustion of the diesel fuel. Pilot fuels are essentially
chemical reagents which are added in minute quantities to enhance combustion and thereby
getting more power for less quantity of fuel utilized. Pilot blends like Diethyl- ether [DEE]
with alcohols like ethanol and methanol are used.
DEE has favorable engine performance characteristics because of its chemical/physical
properties such as a low boiling point & high cetane number. DEE also combusts very clean
or in other words it is soot less, meaning little to no smoke or particulates are emitted. DEE
also has projected lower combustion emissions of carbon dioxide, since it has high oxygen
content.
Alcohols such as ethanol and methanol are used to improve the stability of DEE. Another
important property of alcohols is that they have higher oxygen content in its chemical
structure, which enhances combustion of fuels within the engine cylinders and are known to
reduce emissions.
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CHAPTER 2
LITERATURE SURVEY
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Studies carried out by earlier researchers with regards to use of Diethyl ether, ethanol and
methanol have been presented.
[1] Brent Bailey, James Eberhardt, Steve Goguen, and Jimell Erwin have conducted an
experimental study on the potential of ― Diethyl Ether (DEE) as a Renewable Diesel Fuel‖.
The basic aim of this paper was to study the viability of DEE as a fuel to be used in the
transportation sector. This was the first major study conducted by the US Dept. of Energy on
the potential of DEE. This paper highlights that DEE has the required properties that a Diesel
like fuel should have like high cetane number, good energy density, reduce emissions etc. It
also highlights the issues of using DEE like that of stability, volatility. Test results on the
effect of DEE on flame speed, ignition delay and emission have also been mentioned. Viable
methods of production of DEE have been illustrated. Concluding, the initial study shows that
DEE can be a potential replacement in CI engines and has lot of potential for further research.
[2] Saravanan D, Vijayakumar T and Thamaraikannan M have conducted an ‗experimental
analysis of combustion and emissions characteristics of a CI engine powered with Diethyl
Ether blended diesel as fuel‘. The study identifies the major disadvantage of CI engine which
being heterogeneous combustion; this causes incomplete combustion thereby leading to
reduction in performance and increase in NOx formations. The analysis is conducted on a 4
stroke, single cylinder 4.4KW diesel engine. The test was done with neat diesel, neat DEE,
5% DEE blend with diesel and 10% DEE-Diesel blend. Various performance graphs were
plotted; from these graphs significant lower of Brake specific fuel conssumption, increase in
brake thermal efficiency and from the emission graphs reduction in NOx formations on using
DEE blends were observed. The overall result shows promising characteristics in
performance improvement and Emission reduction.
[3] Eliana Weber de Menezes, Rosaˆngela da Silva, Renato Catalun˜a , Ricardo J.C. Ortega
have conducted test on ―Effect of ethers and ether/ethanol additives on the physicochemical
properties of diesel fuel and on engine tests‖. This study highlights that use of oxygenated
compounds like alcohols and ethers is an alternative to reduce the emission of particulates
.However, the reduction of particulate emissions through the introduction of oxygenated
compounds depends on the molecular structure of the diesel and the fuel‘s oxygen content.
Therefore, the diesel‘s composition and the use of additives directly affect the properties of
density, viscosity, volatility, behavior at low temperatures, and cetane number (CN). This
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study evaluates the effect of ether additives (ETBE and TAEE) in diesel and of
ether/ethanol/diesel blends on the properties of density, volatility, viscosity, characteristics at
cold temperatures, cetane number and performance in engine tests. The formulations were
carried out with 5, 10 and 20% v/v of ethyl ter-butyl ether (ETBE) and ter-amyl ethyl ether
(TAEE) and with 5, 10 and 20% v/v of ether/ethanol blends (50/50% v/v) starting from a
base diesel. The study also shows the difficulty in using ethanol with diesel because of its low
cetane number, low viscosity and lubricity. The solution to this problem is using ether-
alcohol blends along with diesel. Various physiochemical tests indicate that formulations
containing up to 5% v/v of TAEE displayed satisfactory results in the evaluation of
physicochemical properties and greater efficiency in the engine tests and others fail to give
satisfactory results.
[4] Cenk Sayin, conducted an experimental study on ―Engine performance and exhaust gas
emissions of methanol and ethanol–diesel blends‖. The paper highlights the advantage of
using alcohols like it being a good oxygenate, improve thermal efficiency etc. In This study,
different proportions of alcohol- diesel blends are used. The effects of methanol–diesel (M5,
M10) and ethanol–diesel (E5, E10) fuel blends on the performance and exhaust emissions
were experimentally investigated. For this work, a single cylinder, four-stroke, direct
injection, naturally aspirated 7.4KW diesel engine was used. The tests were performed by
varying the engine speed between 1000 and 1800 rpm while keeping the engine torque at 30
Nm. Performance and emission graphs were plotted and the results showed that brake
specific fuel consumption and emissions of nitrogen oxides increased while brake thermal
efficiency, smoke opacity, emissions of carbon monoxide and total hydrocarbon decreased
with methanol–diesel and ethanol–diesel fuel blends.
[5] K.Harshavardhan Reddy and N.Balajiganesh, have conducted an ―Experimental
Investigation On Four Stroke Diesel Engine Using Diesel –Orange Oil Blends‖. This paper
studies the effect of different proportions of orange blends with diesel and its effect on
performance and emissions. The significance of this paper from our project point of view was
the utilization of a gravimetric fuel introduction setup used in this experiment. In this
experiment, orange oil is introduced as a pilot fuel.this technique offers the advantage of easy
conversion of the diesel engine to work in the dual fuel mode with volatile fuels and
vegetable oils.
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CHAPTER 3
FUELS
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DIESEL
Diesel is a lightweight mixture of liquid hydrocarbons that are derived from petroleum. The
hydrocarbons in diesel oil contain between 13 and 25 carbon atoms. Diesel oil is used as a
fuel for diesel engines. Conventional diesel fuels are distillates with a boiling range of about
149°C to 371°C, obtained by the distillation of crude oil. The components of diesel fuels are
straight run fractions containing paraffinic and naphthenic hydrocarbons, naphtha and
cracked gas oils. The atmospheric gas oils tend to have good ignition quality (cetane
number) but many contain some high melting point hydrocarbons (waxes) that can result in
high cloud and high pour points. These fractions are blended to produce different seasonal
grades of diesel fuels required to meet a wide range of diesel engine uses. Diesel fuel
produces power in an engine when it is atomized and mixed with air in the combustion
chamber. Pressure caused by the piston rising in the cylinder causes a rapid temperature
increase. When fuel is injected, the fuel/air mixture ignites and the energy of the diesel fuel
is released forcing the piston downwards and turning the crankshaft.
Diesel is composed of about 75% saturated hydrocarbons primarily paraffins including n, iso,
and cycloparaffins and 25% aromatic hydrocarbons including naphthalenes and
alkylbenzenes. The average chemical formula for common diesel fuel is C17H34.
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PRODUCTION OF DIESEL FROM CRUDE OIL
Process of obtaining crude oil:
1. Crude oil is the parent ingredient from which Diesel and other fuels are obtained.
Crude oil is trapped in areas of porous rock, or reservoir rock, after it has migrated
there from the area of origin. Possible areas of oil concentration may be pinpointed by
looking for the rock types that are commonly found in those areas. Explorers may
examine the surface features of the land, analyze how sound waves bounce off the
rock, or use a gravity meter to detect slight differences in rock formation.
2. After a possible oil reservoir is found, a test drill is setup. Core samples are taken from
the test wells to confirm rock formations, and the samples are chemically analyzed in
order to determine if more drilling is justified. Although the methods used today
include using Satellite, there can be still no certainty in oil exploration.
3. Crude oil is recovered through wells that can reach over 5000ft or 1500m into the
rock. The holes are made by rotary drillers, which use a bit to bore a hole in the ground
as water is added. The water and the soil create a thick mud that helps hold back the oil
and prevent it from ‗gushing‘ due to the internal pressure contained in the reservoir
rock. When the reservoir is reached. The mud continues to hold back the oil while the
drill is removed and the pipe is inserted.
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4. To recover the oil, a complicated system of pipes and valves are installed directly into
the drilling well. The natural pressure of the reservoir rock brings the oil out of the
well and into the pipes. These are connected to the recovery system, which consists of
a series of larger pipes taking crude oil to the refinery via an oil (liquid) and a gas
(non-liquid) separator. This method allows the oil to be recovered with minimum
wastage.
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5. Eventually, the natural pressure of the well is expended, though great quantities of oil
may still remain in the rock. Secondary recovery methods are now required to obtain a
greater percentage of oil. The pressure is restored by either injecting gas into the
pocket above the oil or by flooding water into the well, which is far more common. In
this process, four holes are drilled around the perimeter of the well and water is added.
The petroleum will float on the water and come to the surface.
6. Crude oil is not a good fuel, since it is a proper fluid and requires very high
temperatures to burn. The long chains of molecules in the crude oil must be separated
from the smaller chains of refined fuels, including Diesel, in a petroleum refinery.
Diesel can be produced effectively in the refinery from these two methods:-
i) Fractional distillation
ii) Chemical processing
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FRACTIONAL DISTILLATION OF CRUDE OIL
The various components of crude oil have different sizes, weights and boiling temperatures
which need‘s to be separated. As these components have different boiling point temperatures;
they are separated by the method of Fractional Distillation.
The steps of fractional distillation are as follows:
1. The crude oil mixture is subjected to heating by using high pressure steam of around
600ºC.
2. As the mixture boils and vapors formed are sent into the fractional distillation tower.
3. The vapor enters the bottom of a long column (fractional distillation column) that is
filled with trays or plates. The trays have many holes or bubble caps in them to allow
the vapor to pass through. They increase the contact time between the vapor and the
liquids in the column and help to collect liquids that form at various heights in the
column. There is a temperature difference across the column (hot at the bottom, cool
at the top). As the vapor rises in the column, it cools.
4. When a substance in the vapor reaches a height where the temperature of the column
is equal to that substance's boiling point, it will condense to form a liquid. (The
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substance with the lowest boiling point will condense at the highest point in the
column; substances with higher boiling points will condense lower in the column.).
5. The trays collect the various liquid fractions. The collected liquid fractions may pass
to condensers, which cool them further, and then go to storage tanks, or they may go
to other areas for further chemical processing.
CHEMICAL PROCESSING
Diesel can also be produced by cracking. Cracking is am process where larger Hydrocarbon
chains are broken down into smaller ones. Production of diesel is done a two stage process. In
the first stage, coking residues from the distillation tower is subjected to heating using
superheated steam of around 490ºC and also high pressures. The mixture cracks into heavy
oil, gasoline and naphtha. The heavy oil fraction is further subjected to treatment in the
second stage. In the second stage, the Heavy oil fraction is broken down catalytically.
Catalysts include Zeolite, Aluminum hydrosilicate, bauxite and silica-alumina. Fluid catalytic
cracking is employed in which; a hot, fluid catalyst 538ºC cracks heavy gas oil into diesel oils
and gasoline.
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PROPERTIES OF DIESEL
PROPERTIES VALUES
DENSITY (Kg/ m³) 850
API GRAVITY 35
FLASH POINT (ºC) 60-80
CLOUD POINT (ºC) -35 TO 5
CETANE NUMBER 40-55
BOILING POINT(ºC) 180-340
KINEMATIC VISCOSITY (mm2
/s) 1.3-4.1
AUTO IGNITION TEMPERATURE(ºC) 210
CALORIFIC VALUE (KJ/Kg) 42500
ADVANTAGES
The lifespan of diesel engines is generally up to two times longer than that of
gasoline-powered engines due to greater parts strength, less waste heat, and diesel's
increased lubrication properties, which helps parts last longer.
Diesel generators require less fuel because diesel offers greater efficiency than
gasoline through its combination of higher energy content and more efficient
combustion. In the long term, this helps recoup the increased costs of diesel over
gasoline. By some estimates, diesel costs as much as 50% less per kilowatt produced
than gas.
Diesel engines require less maintenance because they use compression ignition rather
than an electrical ignition system, thereby avoiding tuning requirements.
Diesel does not ignite readily, making it safer to use for many applications. In
addition, diesel fumes contain less carbon monoxide than gas.
DISADVANTAGES
Diesel engines, owing to their greater weight and the greater cost of diesel, require
higher initial outlay of capital, although costs may be recouped with long-term usage,
as noted above.
Diesel engines produce more soot, which can cause a number of respiratory problems.
Although technological advancements have helped reduce much of the noise
associated with diesel engines, they still tend to be louder than gasoline engines.
Diesel fuel is in many areas less readily available than gasoline.
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DIETHYL ETHER
Diethyl ether, also known as ethyl ether, simply ether, or ethoxyethane, is an organic
compound in the ether class with the formula (C2H5)2O. It is a colorless,
highly volatile flammable liquid with a characteristic odor. Diethyl ether has a high cetane
number of <125 and is used as a starting fluid, in combination with petroleum distillates for
gasoline and diesel engines because of its high volatility and low flash point. For the same
reason it is also used as a component of the fuel mixture for carbureted compression ignition
model engines.
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PRODUCTION OF DIETHYL ETHER
Dry (anhydrous) or nearly dry ethyl alcohol is allowed to flow into a mixture of alcohol and
sulfuric acid heated to 130°c-140°c. The vapors are collected, and ether and some alcohol and
water condense out. The sulfuric acid is a catalyst, but since it becomes more and more
diluted as a consequence of the water produced by the reaction, the process becomes
inefficient. Ethanol is mixed with a strong acid, typically sulfuric acid, H2SO4. The
acid dissociates in the aqueous environment producing hydronium ions, H3O+
.
A hydrogen ion protonates the electronegative oxygen atom of the ethanol, giving the ethanol
molecule a positive charge:
CH3CH2OH + H3O+
→ CH3CH2OH2
+
+ H2O
A nucleophilic oxygen atom of unprotonated ethanol displaces a water molecule from the
protonated (electrophilic) ethanol molecule, producing water, a hydrogen ion and diethyl
ether.
CH3CH2OH2
+
+ CH3CH2OH → H2O + H+
+ CH3CH2OCH2CH3
This reaction must be carried out at temperatures lower than 150 °C in order to ensure that an
elimination product (ethylene) is not a product of the reaction. At higher temperatures,
ethanol will dehydrate to form ethylene. The reaction to make diethyl ether is reversible, so
eventually an equilibrium between reactants and products is achieved. Getting a good yield of
ether requires that ether be distilled out of the reaction mixture before it reverts to ethanol,
taking advantage of Le Chatelier's principle.
PROPERTIES OF DIETHYL ETHER
PROPERTIES VALUES
DENSITY (Kg/ m³) 713.4
FLASH POINT (ºC) -45
CETANE NUMBER <125
BOILING POINT(ºC) 34.6
AUTO IGNITION TEMPERATURE(ºC) 160
CALORIFIC VALUE (KJ/Kg) 33900
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ADVANTAGES
DEE has a very high cetane number of around 125 which indicates good ignition
behavior
It is a clean burning synthetic fuel
It has reasonable energy density when compared to dimethyl ether
It is an oxygenate, hence it prevents a diesel engine from emitting soot and particulate
matter to a greater extent than diesel fuel does.
DISADVANTAGES
It is highly volatile and hence there are stability and storage issues
DEE has a viscosity lower than that of diesel
Lubricity is also low causing wearing of engine parts(if used alone but effect lesser
when compared to dimethyl ether)
It is found to react with some rubber components
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ETHANOL
Ethanol also known as ethyl alcohol, pure alcohol, grain alcohol, or drinking alcohol, is
a volatile, flammable, colorless liquid. Ethanol is a 2-carbon alcohol with the empirical
formula C2H6O. Its molecular formula is CH3CH2OH. An alternative notation is CH3–CH2–
OH, which indicates that the carbon of a methyl group (CH3–) is attached to the carbon of a
methylene group (–CH2–), which is attached to the oxygen of a hydroxyl group (–OH). It is a
constitutional isomer of dimethyl ether.
METHOD OF PRODUCTION OF ETHANOL
The two common methods of producing ethanol are:
1. Production of ethanol from wood
2. Production of ethanol from Sugar cane
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PRODUCTION OF ETHANOL FROM WOOD
To produce ethanol from wood, the then follows the hydrolysis process of feed stock
preparation
1. Pretreatment- In the first step, wood material is sheared and shredded into small bits.
These bits are then steeped into hot Sulfuric acid. This causes cellular walls and
contents dissolve. The acid pushes lignin out of the way to free hemicellulose, then
decomposes hemicelluloses into its four
sugars: xylose, mannose, arabinose and galactose. Cellulose is now freed.
2. Hydrolysis- the acid is washed off, and the mixture goes to tanks with enzymes called
cellulases, which turn cellulose into glucose.
3. Fermentation- the glucose produced and the four hemicelluloses sugar are mixed
with microbe additives and are sent to the fermentation tank where these sugars are
converted into ethanol.
4. Distillation- in this process the sillage is removed from the alcohol. The alcohol
obtained is hydrated alcohol.
5. Dehydration- the hydrated alcohol is processed to get fuel grade alcohol.
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PRODUCTION OF ETHANOL FROM SUGARCANE
Production of ethanol from sugarcane requires a fairly simple process since fermentable sugar
is directly obtained from the sugar cane. Sugar cane is first cut and ground; the cane sugar is
extracted; the extracted liquid is further processed to get molasses. Molasses is the mother
liquor left after the crystallization of sugarcane juice. It is a dark coloured viscous liquid.
Molasses contains about 60% fermentable sugar.
The process is as follows:
1. Dilution- Molasses is first diluted with water in 1:5 (molasses : water) ratio by
volume.
2. Addition of ammonium sulphate-If nitrogen content of molasses is small, it is now
fortified with ammonium sulphate to provide adequate supply of nitrogen to yeast.
3. Addition of acid- Fortified solution of molasses is then acidifies with small quantity
of sulphuric acid. Addition of acid favours the growth of yeast but unfavours the
growth of useless bacteria.
4. Fermentation- The resulting solution is received in a large tank and yeast is added to
it at 30O
C and kept for 2 to 3 days. During this period, enzymes sucrase and zymase
which are present in yeast, convert sugar into ethyl alcohol.
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C12H22O11 + H2O C6H12O6 + C6H12O6
C6H12O6 C2H5OH + 2CO2
5. Fractional distillation- Alcohol obtained by the fermentation is called WASH, which
is about 15% to 18% pure. By using fractional distillation technique, it is converted
into 92% pure alcohol which is known as rectified spirit or commercial alcohol.
PROPERTIES OF ETHANOL
PROPERTIES VALUES
DENSITY (Kg/ m³) 789
FLASH POINT (ºC) 14
CETANE NUMBER 5
BOILING POINT(ºC) 78.4
AUTO IGNITION TEMPERATURE(ºC) 363
CALORIFIC VALUE (KJ/Kg) 30000
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METHANOL
Methanol, also known as methyl alcohol, wood alcohol, wood naphtha or wood spirits, is
a chemical with the formula CH3OH. Methanol acquired the name "wood alcohol" because it
was once produced chiefly as a byproduct of the destructive distillation of wood. Modern
methanol is produced in a catalytic industrial process directly from carbon monoxide, carbon
dioxide, and hydrogen.
Methanol is the simplest alcohol, and is a light, volatile, colorless, flammable liquid with a
distinctive odor very similar to, but slightly sweeter than, that of ethanol (drinking
alcohol). At room temperature, it is a polar liquid, and is used as an antifreeze, solvent, fuel,
and as a denaturant for ethanol.
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PRODUCTION OF METHANOL
Methanol is produced from synthesis gas; synthesis gas is a mixture of carbon monoxide and
hydrogen. The gas is either obtained from natural gas or from gasification of wood. The
production process of methanol is a multistage process which is as follows:
1. Production of Synthesis gas- From wood, moist wood is first dried. The dry wood is
then subjected to pyrolysis at around 500ºC.
Raw dry wood + heat charcoal+CO+CO2+H2+CH4+ tar + pyroligenous acid
Charcoal+O2+H2O CO +H2 +CO2
2. Purification- The raw gas contains about hydrogen (18%), carbon monoxide (23%),
carbon dioxide (9%), methane (3%), other HC (1%), oxygen (0.5%) and nitrogen
(45.5%). The raw gas is then purified to remove all gases but hydrogen and carbon
monoxide. The gas is processes with hot potassium carbonate solution to remove CO2 and
then passed through monoethanoloamine (MEA) to remove water vapor, CH4, HC‘s and
nitrogen. The purified gas is approximately 44% hydrogen and 56% Carbon monoxide.
3. Synthesis- the synthesis gas obtained is compressed to 14000-28000 KPa and passed into
the methanol synthesis reactor. In the reactor, zinc- chromium catalyst is used. The gases
react and form methanol; which then purified by distillation.
32. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 25
PROPERTIES OF METHANOL
PROPERTIES VALUES
DENSITY (Kg/ m³) 791.3
FLASH POINT (ºC) 12
CETANE NUMBER 0-1
BOILING POINT(ºC) 64.7
AUTO IGNITION TEMPERATURE(ºC) 385
CALORIFIC VALUE (KJ/Kg) 23000
ADVANTAGES OF ALCOHOLS
Alcohols are oxygenates i.e. they contain oxygen, , hence it prevents a diesel engine
from emitting soot and particulate matter to a greater extent than diesel fuel does.
It is a clean burning Fuel
Helps solve stability issues of Diethyl ether
Can be produced easily.
DISADVANTAGES OF ALCOHOLS
Has very low Cetane number
Low viscosity and lubricity
33. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 26
BLENDED PILOT FUEL
To achieve the objective of enhanced combustion of diesel in the engine; Diethyl Ether has
been identified as a viable pilot fuel [1][2].
Diethyl Ether has high cetane number, it is a good oxygenate, it has relatively good energy
density, it is volatile and hence mixes easily, but, it has a major disadvantage of low auto
ignition point when compared to diesel. As a result, if only neat Diethyl ether is introduced
into the intake manifold, because of its low auto ignition point, it will combust in the intake
manifold itself or just as it enters the engine cylinder due to the prevailing high temperatures,
prior to when it is actually required to combust, hence, it becomes necessary to raise it‘s auto
ignition temperature close to that of diesel but slightly lower than it. This is achieved by
blending DEE with suitable alcohols like ethanol and methanol in suitable proportions.
From experimentation, it can be determined that pilot fuel blends within the proportion
ranges of 70 (DEE) : 30 (Alcohol) and 50 (DEE) : 50 (Alcohol) function effectively as
combustion enhancers. In this project the following blends have been used for combustion
enhancement.
The Proportions of the pilot fuel blends are:
50 (DEE) : 50 (Ethyl Alcohol)
50 (DEE) : 50 (Methyl Alcohol)
70 (DEE) : 30 ( Ethyl Alcohol)
70 (DEE) : 30 (Methyl Alcohol)
If blends outside the proportion ranges are used, then the efficiency of the blends decreases
leading to unsatisfactory results. If
Percentage of alcohol is increased beyond 50%, the tendency of the engine to knock
increases. Also, the calorific value of the entire fuel decreases and it may sometimes
lead to corrosion of internal parts.
Percentage of DEE is increased beyond 70%, then the auto ignition temperature of the
blend will drop below the required value.
Hence, the proportions of 70 (DEE) : 30 (Alcohol) and 50 (DEE) : 50 (Alcohol) serve as the
borderline for the effective functioning of the blended pilot fuel.
34. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 27
PRINCIPLE OF ENHANCEMENT OF DIESEL FUEL COMBUSTION
WITH THE HELP OF BLENDED PILOT FUEL
Normally in diesel engines, fuel is often injected into the engine cylinder near the end of the
compression stroke, just a few crank angle degrees before top dead center .The liquid fuel is
usually injected at high velocity as one or more jets through small orifices or nozzles in the
injector tip. It atomizes into small droplets and penetrates into the combustion chamber. The
atomized fuel absorbs heat from the surrounding heated compressed air, vaporizes, and mixes
with the surrounding high-temperature high-pressure air. As the piston continues to move
closer to top dead center (TDC), the mixture (mostly air) temperature reaches the fuel‘s
ignition temperature. Instantaneous ignition of some premixed fuel and air occurs after the
ignition delay period. This instantaneous ignition is considered the start of combustion (also
the end of the ignition delay period) and is marked by a sharp cylinder pressure increase as
combustion of the fuel-air mixture takes place. Increased pressure resulting from the
premixed combustion compresses and heats the unburned portion of the charge and shortens
the delay before its ignition. However, this process does not facilitate complete combustion
of the diesel fuel. As a result, some amount of the diesel remains unburnt and comes out with
the exhaust gases; thereby resulting in the wastage of the unburnt diesel fuel.
To facilitate better combustion of diesel and to reduce wastage; the pilot fuel blend is
introduced gravimetrically, in low quantities, into the intake manifold. Pilot fuel because of
its high volatility readily mixes with air. During the suction stroke, this mixture of pilot fuel
and air is drawn into the engine cylinder and forms a uniform mixture in the cylinder volume.
As the piston rises up during the compression stroke, the uniform charge in the cylinder gets
heated. Just before the diesel fuel is injected, the charge which is uniformly distributed
throughout the cylinder reaches its autoignition temperature and begins to combust at
multiple points. During this period Diesel fuel is injected. As combustion is initiated at
multiple points; the burning of this mixture provides additional heat and oxygen for enhanced
combustion of the injected diesel fuel. Also, the prior combustion of the mixture, provides the
necessary heat for the preflame reactions of the diesel fuel thereby reducing the ignition delay
period, which ensures smoother combustion of the diesel fuel. Therefore, this process of
introduction of the blended pilot fuel results in enhanced combustion of the diesel fuel
35. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 28
thereby reducing producing more power output compared to the normal operation and also
reduces the wastage of the unburnt diesel.
36. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 29
CHAPTER 4
EXPERIMENTAL SET UP
37. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 30
RIG PHOTO <tomorrow from my camera>
38. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 31
ENGINE RIG SPECIFICATIONS
Parameter Specification
Manufacturer Kirloskar oil engine ltd
Model AV1
Type 4 stroke, single cylinder, water cooled CI engine
Rated power 3.7 KW/ 5 Hp
Compression
ratio
16.5 : 1
Bore 80mm
Stroke 110mm
Injection
Pressure
175 bar
The Engine Rig of above mentioned specifications present at Energy Conversion Lab in
Mechanical Engineering Department, DSCE, Bangalore-78 was used for the project work.
39. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 32
RECONDITIONING
The First operation or process taken up on the single cylinder four stroke engine was
Reconditioning the engine, which involved fitting of thermocouples at various positions on
the rig. And then these sensors/ Thermocouples were connected to an Electronic Display, the
Engine Electronic Display System.The Calorimeter was dismantled and cleaned, for a better
heat exchange, and ultimately to obtain better performance from the rig.The Sensors with
various range were checked and fitted. Engine was run for 2 to 3 days for 45 mins/day
regularly to condition the engine.
Engine Electronic Display Front View Engine Electronic system Wiring
Sensors pic will come here
40. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 33
GRAVIMETRIC FUEL INTRODUCTION SET UP
After the reconditioning of engine, Gravimetric Pilot Fuel introduction system was set up to
introduce the pilot blends into the intake air manifold. From Literature survey, the set up was
It consists of :
Burette
Pilot fuel line
Wall Mounting pad for Burette
SPECIFICATIONS OF FUEL INTRODUCTION SET-UP
Burette : Height= 0.65m ; Dia= 0.015m ; Volume=50ml
Pilot Fuel line : Length=1m ; Dia=0.005m
<Temporary pic><new pic tomo>
Gravimetric Fuel Introduction Set up
41. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 34
OPERATING PROCEDURE
1. Switch on the Engine Electronics mains.
2. Switch on the engine electronic display by using the key and switch.
3. Open Cooling water valves and Set the cooling water. (Here it was set to 2.85 LPM for
engine cooling water, 1.17 LPM for Calorimeter cooling water.)
4. Open Fuel tank valve and allow the burette on the rig to be full and then close the valve.
5. Now put the decompression lever in vertical postion and crank the engine and then put
the lever in horrizontal position to start the engine.
6. Switch on the Dynamometer on display unit and set it to zero torque condition.
7. Run the engine only on diesel for 15 mins at zero torque, which is required for the rig to
attain steady state conditions.
8. Now Introduce a set quantity of a pilot fuel blend from the burette in the gravimetric
pilot fuel introduction set up (DEE-ETHANOL 50:50 @ 1.5cc/min) into the intake
manifold.
9. Note down the Temperatures (T1 to T8), head of water from manometer, Speed from
electronic display, and finally the time taken for 10cc of Diesel fuel consumption.
10. Increase the torque in steps of 3 N-m and repeat the above steps.
11. Feed the Values to Engine Performance Calculator.xls on the computer and obtain the
graphs on the computer.
12. Similarly conduct the above test for various blends and obtain the performance results.
42. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 35
CHAPTER 5
OBSERVATION
&
TABULAIONS
43. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 36
FORMULAE USED IN CALCULATIONS
1. Brake power,
2. Mass of fuel consumed,
3. Specific fuel consumption,
-
4. Brake thermal efficiency,
5. Head of air,
6. Actual volume, Vact
7. Theoretical volume,
8. Volumetric effieciency,
9. Indicated power,
10. Indicated thermal efficiency,
11. Mechanical efficiency,
12. Heat Input,
13. Heat Loss to Water, -
14. Heat Loss to Exhaust -
15. Heat Unaccounted , -
44. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 37
STANDARDS USED
QUANTITY UNIT
Brake power (BP) KW
Friction power(FP) KW
Indicated power (IP) KW
Mass of fuel consumed (mf ) Kg/s
Specific fuel consumed (sfc) Kg/ KWhr
Brake thermal efficiency (ηbth ) %
Head of air (Ha ) M
Actual volume (Vact ) m³/s
Theoretical volume (Vtheo ) m³/s
Volumetric efficiency (ηvol) %
Mechanical efficiency (ηmech) %
45. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 38
STANDARDS USED
QUANTITY UNIT
Speed (N) Rpm
Torque (T) Nm
Volume (V) m³
Calorific value (CV) KJ/Kg
Density of water (ρw) Kg/ m³
Density of air (ρa) Kg/ m³
Co-efficient of discharge (Cd) 0.62 (Constant)
Diameter of orifice (d0 ) m
Diameter of bore (dbore ) m
Stroke length (L) M
47. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 40
HEAT BALANCE SHEET FOR NEAT DIESEL
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.375 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 1.391845 21.83286275
4 HEAT LOSS TO EXHAUST 0.163254 2.560847059
5 HEAT UNACCOUNTED 4.819901 75.6062902
6 TOTAL 6.375 100 6.375 100
For Torque = 3.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.865384615 100
2 HEAT EQUIVALENT TO BP 0.488517658 7.11566336
3 HEAT LOSS TO WATER 1.59068 23.16956863
4 HEAT LOSS TO EXHAUST 0.163254 2.377929412
5 HEAT UNACCOUNTED 4.622932958 67.3368386
6 TOTAL 6.865384615 100 6.865384615 100
For Torque = 6.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.4375 100
2 HEAT EQUIVALENT TO BP 0.965097263 12.97609766
3 HEAT LOSS TO WATER 1.789515 24.06070588
4 HEAT LOSS TO EXHAUST 0.244881 3.292517647
5 HEAT UNACCOUNTED 4.438006737 59.67067881
6 TOTAL 7.4375 100 7.4375 100
48. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 41
HEAT BALANCE SHEET CONTINUED….
For Torque = 9.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) `
1 HEAT INPUT 7.933333333 100
2 HEAT EQUIVALENT TO BP 1.441991028 18.1763575
3 HEAT LOSS TO WATER 1.98835 25.06323529
4 HEAT LOSS TO EXHAUST 0.244881 3.086735294
5 HEAT UNACCOUNTED 4.258111305 53.67367192
6 TOTAL 7.933333333 100 7.933333333 100
For Torque = 12.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.707317073 100
2 HEAT EQUIVALENT TO BP 1.916371519 22.00874853
3 HEAT LOSS TO WATER 2.187185 25.11893137
4 HEAT LOSS TO EXHAUST 0.326508 3.749811765
5 HEAT UNACCOUNTED 4.277252554 49.12250833
6 TOTAL 8.707317073 100 8.707317073 100
For Torque = 15.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.394736842 100
2 HEAT EQUIVALENT TO BP 2.390752009 25.44778049
3 HEAT LOSS TO WATER 2.38602 25.39741176
4 HEAT LOSS TO EXHAUST 0.408135 4.344294118
5 HEAT UNACCOUNTED 4.209829833 44.81051363
6 TOTAL 9.394736842 100 9.394736842 100
49. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 42
HEAT BALANCE SHEET CONTINUED….
For Torque = 18.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 10.2 100
2 HEAT EQUIVALENT TO BP 2.8651325 28.08953431
3 HEAT LOSS TO WATER 2.584855 25.34171569
4 HEAT LOSS TO EXHAUST 0.489762 4.801588235
5 HEAT UNACCOUNTED 4.2602505 41.76716176
6 TOTAL 10.2 100 10.2 100
50. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 43
CALCULATIONS
FOR TORQUE = 18 N-m :
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf = 0.00024
3. Specific Fuel Consumption,
sfc 0.301556734
4. Heat Input,
5. Brake Thermal Efficiency = 28.08953431
6. Head of air, 10.8275329
7. Actual volume, Vact
0.002747359
8. Theoretical volume, 0.007003657
9. Volumetric effieciency, 39.2274879
10. Indicated power, 7.5651325
11. Indicated thermal efficiency, 74.16796569
12. Mechanical efficiency, 10.8275329
13. Heat Loss to Water, -
2.584855
14. Heat Loss to Exhaust -
0.489762
15. Heat Unaccounted, -
- 4.2602505
52. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 45
HEAT BALANCE SHEET FOR DEE- ETHANOL 50:50
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 5.409090909 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 1.250218667 23.11328627
4 HEAT LOSS TO EXHAUST 0.156277333 2.889160784
5 HEAT UNACCOUNTED 4.002594909 73.99755294
6 TOTAL 5.409090909 100 5.409090909 100
For Torque = 3.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.155172414 100
2 HEAT EQUIVALENT TO BP 0.484433587 7.870349596
3 HEAT LOSS TO WATER 1.875328 30.46751373
4 HEAT LOSS TO EXHAUST 0.312554667 5.077918954
5 HEAT UNACCOUNTED 3.48285616 56.58421772
6 TOTAL 6.155172414 100 6.155172414 100
For Torque = 6.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.735849057 100
2 HEAT EQUIVALENT TO BP 0.965097263 14.3277745
3 HEAT LOSS TO WATER 2.031605333 30.16108758
4 HEAT LOSS TO EXHAUST 0.312554667 4.64016732
5 HEAT UNACCOUNTED 3.426591793 50.8709706
6 TOTAL 6.735849057 100 6.735849057 100
53. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 46
HEAT BALANCE SHEET CONTINUED….
For Torque = 9.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.4375 100
2 HEAT EQUIVALENT TO BP 1.44104855 19.37544269
3 HEAT LOSS TO WATER 2.187882667 29.4169098
4 HEAT LOSS TO EXHAUST 0.390693333 5.253019608
5 HEAT UNACCOUNTED 3.41787545 45.9546279
6 TOTAL 7.4375 100 7.4375 100
For Torque = 12.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.933333333 100
2 HEAT EQUIVALENT TO BP 1.91134497 24.09258366
3 HEAT LOSS TO WATER 2.187882667 27.57835294
4 HEAT LOSS TO EXHAUST 0.390693333 4.924705882
5 HEAT UNACCOUNTED 3.443412363 43.40435752
6 TOTAL 7.933333333 100 7.933333333 100
For Torque = 15.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.925 100
2 HEAT EQUIVALENT TO BP 2.38603962 26.73433748
3 HEAT LOSS TO WATER 2.500437333 28.01610458
4 HEAT LOSS TO EXHAUST 0.390693333 4.37751634
5 HEAT UNACCOUNTED 3.647829713 40.8720416
6 TOTAL 8.925 100 8.925 100
54. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 47
HEAT BALANCE SHEET CONTINUED….
For Torque = 18.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.394736842 100
2 HEAT EQUIVALENT TO BP 2.855707722 30.39688892
3 HEAT LOSS TO WATER 2.656714667 28.27875556
4 HEAT LOSS TO EXHAUST 0.390693333 4.158640523
5 HEAT UNACCOUNTED 3.49162112 37.165715
6 TOTAL 9.394736842 100 9.394736842 100
55. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 48
CALCULATIONS
FOR TORQUE = 18 N-m:
1. Brake Power, BP =
2. Mass of Fuel Consumed, mf 0.000221053
3. Specific Fuel Consumption, sfc
0.278666289
4. Heat Input, 9.394736842
5. Brake Thermal Efficiency = 30.39688892
6. Head of air, 7.73395205
7. Actual volume, Vact
0.002321942
8. Theoretical volume, 0.006980619
9. Volumetric effieciency, 33.2626951
10. Indicated power, 6.655707722
11. Indicated thermal efficiency, 70.84506819
12. Mechanical efficiency, 42.90614674
13. Heat Loss to Water, -
2.656714667
14. Heat Loss to Exhaust -
0.390693333
15. Heat Unaccounted, -
- 3.49162112
57. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 50
HEAT BALANCE SHEET FOR DEE- ETHANOL 70:30
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 5.852459016 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 0.994175 16.98730392
4 HEAT LOSS TO EXHAUST 0.408135 6.973735294
5 HEAT UNACCOUNTED 4.450149016 76.03896078
6 TOTAL 5.852459016 100 5.852459016 100
For Torque = 3.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.490909091 100
2 HEAT EQUIVALENT TO BP 0.483491109 7.448742582
3 HEAT LOSS TO WATER 1.98835 30.63284314
4 HEAT LOSS TO EXHAUST 0.489762 7.545352941
5 HEAT UNACCOUNTED 3.529305982 54.37306134
6 TOTAL 6.490909091 100 6.490909091 100
For Torque = 6.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.865384615 100
2 HEAT EQUIVALENT TO BP 0.964468945 14.04828715
3 HEAT LOSS TO WATER 2.187185 31.85815686
4 HEAT LOSS TO EXHAUST 0.571389 8.322752941
5 HEAT UNACCOUNTED 3.142341671 45.77080305
6 TOTAL 6.865384615 100 6.865384615 100
58. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 51
HEAT BALANCE SHEET CONTINUED….
For Torque = 9.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.595744681 100
2 HEAT EQUIVALENT TO BP 1.440106072 18.95937966
3 HEAT LOSS TO WATER 2.38602 31.41258824
4 HEAT LOSS TO EXHAUST 0.653016 8.597129412
5 HEAT UNACCOUNTED 3.116602608 41.03090269
6 TOTAL 7.595744681 100 7.595744681 100
For Torque = 12.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.302325581 100
2 HEAT EQUIVALENT TO BP 1.916371519 23.08234602
3 HEAT LOSS TO WATER 2.78369 33.52903922
4 HEAT LOSS TO EXHAUST 0.326508 3.932729412
5 HEAT UNACCOUNTED 3.275756063 39.45588535
6 TOTAL 8.302325581 100 8.302325581 100
For Torque = 15.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.925 100
2 HEAT EQUIVALENT TO BP 2.390752009 26.78713736
3 HEAT LOSS TO WATER 2.982525 33.41764706
4 HEAT LOSS TO EXHAUST 0.326508 3.658352941
5 HEAT UNACCOUNTED 3.225214991 36.13686264
6 TOTAL 8.925 100 8.925 100
59. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 52
HEAT BALANCE SHEET CONTINUED….
For Torque = 18.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.648648649 100
2 HEAT EQUIVALENT TO BP 2.861362589 29.65557865
3 HEAT LOSS TO WATER 3.18136 32.97207843
4 HEAT LOSS TO EXHAUST 0.408135 4.229970588
5 HEAT UNACCOUNTED 3.19779106 33.14237233
6 TOTAL 9.648648649 100 9.648648649 100
60. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 53
CALCULATIONS
FOR TORQUE = 18 N-m:
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf
0.000227027
3. Specific Fuel Consumption, sfc
4. Heat Input, 9.648648649
5. Brake Thermal Efficiency =
6. Head of air,
7. Actual volume, Vact
0.002647421
8. Theoretical volume,
9. Volumetric effieciency, 35.85035362
10. Indicated power,
11. Indicated thermal efficiency, 70.07574672
12. Mechanical efficiency, 42.3193188
13. Heat Loss to Water, -
3.18136
14. Heat Loss to Exhaust -
0.408135
15. Heat Unaccounted, -
- 3.19779106
62. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 55
HEAT BALANCE SHEET FOR DEE- METHANOL 50:50
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 5.95 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 1.98835 33.41764706
4 HEAT LOSS TO EXHAUST 0.081627 1.371882353
5 HEAT UNACCOUNTED 3.880023 65.21047059
6 TOTAL 5.95 100 5.95 100
For Torque = 3.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.735849057 100
2 HEAT EQUIVALENT TO BP 0.486946861 7.229183095
3 HEAT LOSS TO WATER 2.38602 35.42270588
4 HEAT LOSS TO EXHAUST 0.326508 4.847317647
5 HEAT UNACCOUNTED 3.536374195 52.50079338
6 TOTAL 6.735849057 100 6.735849057 100
For Torque = 6.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.14 100
2 HEAT EQUIVALENT TO BP 0.968238856 13.56076829
3 HEAT LOSS TO WATER 2.78369 38.9872549
4 HEAT LOSS TO EXHAUST 0.408135 5.716176471
5 HEAT UNACCOUNTED 2.979936144 41.73580034
6 TOTAL 7.14 100 7.14 100
63. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 56
HEAT BALANCE SHEET CONTINUED….
For Torque = 9.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.760869565 100
2 HEAT EQUIVALENT TO BP 1.445760939 18.62885244
3 HEAT LOSS TO WATER 2.982525 38.43029412
4 HEAT LOSS TO EXHAUST 0.489762 6.310658824
5 HEAT UNACCOUNTED 2.842821626 36.63019462
6 TOTAL 7.760869565 100 7.760869565 100
For Torque = 12.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.302325581 100
2 HEAT EQUIVALENT TO BP 1.921398067 23.14288988
3 HEAT LOSS TO WATER 3.18136 38.31890196
4 HEAT LOSS TO EXHAUST 0.489762 5.899094118
5 HEAT UNACCOUNTED 2.709805514 32.63911404
6 TOTAL 8.302325581 100 8.302325581 100
For Torque = 15.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.394736842 100
2 HEAT EQUIVALENT TO BP 2.381327231 25.34746073
3 HEAT LOSS TO WATER 3.57903 38.09611765
4 HEAT LOSS TO EXHAUST 0.489762 5.213152941
5 HEAT UNACCOUNTED 2.944617611 31.34326869
6 TOTAL 9.394736842 100 9.394736842 100
64. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 57
HEAT BALANCE SHEET CONTINUED….
For Torque = 18.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.916666667 100
2 HEAT EQUIVALENT TO BP 2.8481679 28.72102084
3 HEAT LOSS TO WATER 3.777865 38.09611765
4 HEAT LOSS TO EXHAUST 0.489762 4.938776471
5 HEAT UNACCOUNTED 2.800871767 28.24408504
6 TOTAL 9.916666667 100 9.916666667 100
65. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 58
CALCULATIONS
FOR TORQUE = 18 N-m:
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf =
0.000233333
3. Specific Fuel Consumption, sfc 0.294926433
4. Heat Input, 9.916666667
5. Brake Thermal Efficiency = 28.72102084
6. Head of air, 10.0541377
7. Actual volume, Vact
0.002647421
8. Theoretical volume, 0.006962188
9. Volumetric effieciency, 38.02570543
10. Indicated power, 6.9481679
11. Indicated thermal efficiency, 70.06555865
12. Mechanical efficiency, 40.99163896
13. Heat Loss to Water, -
3.777865
14. Heat Loss to Exhaust -
0.489762
15. Heat Unaccounted, -
- 2.800871767
67. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 60
HEAT BALANCE SHEET FOR DEE- METHANOL 70:30
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 5.578125 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 1.98835 35.6454902
4 HEAT LOSS TO EXHAUST 0.244881 4.390023529
5 HEAT UNACCOUNTED 3.344894 59.96448627
6 TOTAL 5.578125 100 5.578125 100
For Torque = 3.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.050847458 100
2 HEAT EQUIVALENT TO BP 0.487261021 8.052773169
3 HEAT LOSS TO WATER 2.187185 36.1467549
4 HEAT LOSS TO EXHAUST 0.408135 6.745088235
5 HEAT UNACCOUNTED 2.968266437 49.05538369
6 TOTAL 6.050847458 100 6.050847458 100
For Torque = 6.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.490909091 100
2 HEAT EQUIVALENT TO BP 0.97075213 14.95556503
3 HEAT LOSS TO WATER 2.38602 36.75941176
4 HEAT LOSS TO EXHAUST 0.489762 7.545352941
5 HEAT UNACCOUNTED 2.644374961 40.73967027
6 TOTAL 6.490909091 100 6.490909091 100
68. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 61
HEAT BALANCE SHEET CONTINUED….
For Torque = 9.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 7.14 100
2 HEAT EQUIVALENT TO BP 1.435393683 20.10355299
3 HEAT LOSS TO WATER 2.78369 38.9872549
4 HEAT LOSS TO EXHAUST 0.408135 5.716176471
5 HEAT UNACCOUNTED 2.512781317 35.19301564
6 TOTAL 7.14 100 7.14 100
For Torque = 12.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.5 100
2 HEAT EQUIVALENT TO BP 1.906318422 22.42727556
3 HEAT LOSS TO WATER 3.380195 39.767
4 HEAT LOSS TO EXHAUST 0.489762 5.761905882
5 HEAT UNACCOUNTED 2.723724578 32.04381856
6 TOTAL 8.5 100 8.5 100
For Torque = 15.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 8.925 100
2 HEAT EQUIVALENT TO BP 2.370331657 26.5583379
3 HEAT LOSS TO WATER 3.57903 40.10117647
4 HEAT LOSS TO EXHAUST 0.653016 7.316705882
5 HEAT UNACCOUNTED 2.322622343 26.02377975
6 TOTAL 8.925 100 8.925 100
69. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 62
HEAT BALANCE SHEET CONTINUED….
For Torque = 18.0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 9.916666667 100
2 HEAT EQUIVALENT TO BP 2.827433388 28.51193333
3 HEAT LOSS TO WATER 3.777865 38.09611765
4 HEAT LOSS TO EXHAUST 0.734643 7.408164706
5 HEAT UNACCOUNTED 2.576725278 25.98378432
6 TOTAL 9.916666667 100 9.916666667 100
70. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 63
CALCULATIONS
FOR TORQUE = 18 N-m :
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf = 0.00024
3. Specific Fuel Consumption,
sfc 0.301556734
4. Heat Input,
5. Brake Thermal Efficiency = 28.08953431
6. Head of air, 10.8275329
7. Actual volume, Vact
0.002747359
8. Theoretical volume, 0.007003657
9. Volumetric effieciency, 39.2274879
10. Indicated power, 7.5651325
11. Indicated thermal efficiency, 74.16796569
12. Mechanical efficiency, 10.8275329
13. Heat Loss to Water,
- 2.584855
14. Heat Loss to Exhaust
- 0.489762
15. Heat Unaccounted, -
- 4.2602505
71. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 64
CHAPTER 6
PERFORMANCE
GRAPHS
72. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 65
BRAKE THERMAL EFFICIENCY vs TORQUE
Here pilot fuel blend is introduced into the intake air manifold and they vaporize, mix with
air and enter the cylinder as a mixture. These blends ( like DEE-Alcohol(Ethanol/Methanol)),
which contain oxygen in them provide additional oxygen for combustion to that from the
usual air intake. Due to this, combustion of diesel improves. And as combustion gets better,
the thermal efficiency increases.Hence Brake Thermal Efficiency increases. From the graph it
can be seen that NEAT DIESEL has produced low brake thermal effficiencies at most loads
than when blends are used. DEE-ETHANOL taken in ratio of 50:50 has produced the best
result here.
0
3
6
9
12
15
18
21
24
27
30
33
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BRAKETHERMALEFFICIENCY(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
73. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 66
MECHANICAL EFFICIENCY vs BRAKE POWER
Addition of Blends, has resulted in smoother combustion due to reduction in friction loses,
producing more power output. Mechanical Efficiency is ratio is a ratio of output power to the
power input. As power output is Brake Power and it is increasing with the addition of blend
and friction power being constant for each blend and neat diesel, mechanical efficiecny
increases.
Mechanical Efficiency =
;
Here, Brake Power is increasing, so Mechanical Efficiency also increases. From the graph it
can seen that Mechanical efficiency has increased with the use of blends than with NEAT
DIESEL.
0
5
10
15
20
25
30
35
40
45
50
0 0.5 1 1.5 2 2.5 3 3.5
MECHANICALEFFICIENCY(%)
BRAKE POWER (KW)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
74. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 67
MASS OF FUEL CONSUMED vs TORQUE
Blends enhance combustion of diesel fuels, thereby producing higher power output for the
same quantity of the diesel fuel, compared to the normal combustion of diesel fuel where
only neat diesel is used without the blend.
Conversely, to produce a given power output, the required quantity of diesel fuel (with blend)
is much lesser compared to neat diesel. Hence the mass of fuel consumed for a particular load
is higher in case of ‗neat diesel‘ than ‗diesel with blend‘.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 5 10 15 20
MASSOFFUELCONSUMED(Kg/hr)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
75. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 68
VOLUMETRIC EFFICIENCY vs TORQUE
As blends enhance combustion of diesel fuels, higher heat release takes place in the engine
cylinder resulting in higher temperatures inside the cylinder. Therefore the temperature of the
residual gases will also be higher. During the succeeding suction stroke when the charge is
drawn in, this excessive heat of the residual gases is transferred to the incoming charge
thereby reducing charge density.
Hence lesser volume of the charge enters the cylinder leading to lower volumetric
efficiencies (when blends are used).
However this reduction in volumetric efficiency will not serve as a negative point because
although lesser charge enters the cylinder, due to higher heat release, the required power
output is obtained.
0
5
10
15
20
25
30
35
40
45
50
55
0 5 10 15 20
VOLUMETRICEFFICIENCY(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
76. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 69
WILLIANS LINE GRAPH
This is a willians line graph (without extrapolation). Willians line graph gives the Friction
Power. As blends are oxygenates,they aide in better and smoother combustion. Thereby
reducing friction loses, hence reducing friction power. From the graph it is evident that all
blends will definitely give less friction powers than NEAT DIESEL. Thus addition of blend
reduces friction power.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 0.5 1 1.5 2 2.5 3 3.5 4
MASSOFFUELCONSUMED,mf(Kg/hr)
Brake Power (KW)
NEAT DIESEL
DEE-ETHANOL 50-50
DEE-ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
FRICTION POWERS
•NO BLEND = 4.7 KW
•DEE-METHANOL 70-30 = 4.3 KW
•DEE-METHANOL 50-50 = 4.1 KW
•DEE-ETHANOL 70-30 = 3.9 KW
•DEE-ETHANOL 50-50 = 3.8 KW
77. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 70
BRAKE THERMAL EFFICIENCY vs BRAKE POWER
Blends being oxygenates, result in better combustion of diesel fuel. Better Combustion leads
to higher power output, ie Higher Brake Power. Brake Thermal efficiency is the percentage
ratio of Brake Power to Heat Input. So Brake Power Increases, it is natural that Brake
Thermal Efficiency increases. As seen from the graph, with the use of blend Brake Power
obtained is more compared to NEAT DIESEL and hence the Brake Thermal Efficiency is
more.
0
3
6
9
12
15
18
21
24
27
30
33
0 1 2 3 4
BRAKETHERMALEFFICIENCY(%)
BRAKE POWER (KW)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
78. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 71
SPECIFIC FUEL CONSUMPTION vs BRAKE POWER
Specific Fuel Consumption is the amount of fuel consumed to produce 1 Kilowatt for 1 hour.As
Blend results in better combustion, an effective utilization of diesel fuel is made. Therefore
Specific fuel consumption reduces with blends for a given output.
0
0.2
0.4
0.6
0.8
1
1.2
1.4
0 0.5 1 1.5 2 2.5 3 3.5
SPECIFICFUELCONSUMPTION(Kg/KW-hr)
BRAKE POWER (KW)
NEAT DIESEL
DEE -ETHANOL 50-50
DEE -ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
79. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 72
SPECIFIC FUEL CONSUMPTION vs TORQUE
As Blends result in better combustion, diesel consumed to produce 1KW for 1hr reduces.
Therefore for a given output, Specific fuel consumption reduces with blend. From the graph it
is evident that use of blends reduce SFC than when compared with NEAT DIESEL.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
1.2
1.3
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
SPECIFICFUELCONSUMPTION(Kg/KW-hr)
TORQUE (N-m)
NO BLEND
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
80. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 73
EXHAUST GAS TEMPERATURE vs TORQUE
As Blends result in better combustion, higer output is otained.Due to higher output
production, combustion temperatures increase or in other words there is higher heat release
and therefore exhaust gas temperature also increases. From the graph it can be seen that
Exhaust Gas Temperature increases with blends when compared to NEAT DIESEL.
0
20
40
60
80
100
120
140
160
180
200
220
0 3 6 9 12 15 18 21
EXHAUSTGASTEMPERATURE(T5
OC)
TORQUE (N-m)
NEAT DIESEL
DEE -ETHANOL 50-50
DEE -ETHANOL 70-30
DEE -METHANOL 50-50
DEE -METHANOL 70-30
81. INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 74
HEAT UNACCOUNTED vs TORQUE
This graph is an Inference from heat balance sheet, and it points out that most of the heat
unaccounted is reducing for a given torque with the use of blend. This is due to increase in
engine exhaust gas temperature which ultimately results in higher heat exchange between
exhaust gases and cooling waters,(Engine cooling water and Calorimeter Cooling Water).
Previously unaccounted heat is now accounted as cooling effect on the Engine Rig. Thus
engine is cooled more efficiently.
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
0 3 6 9 12 15 18 21
HEATUNACCOUNTED(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
82. INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 75
CHAPTER 7
CONCLUSION,
FUTURE SCOPE
&
BIBLIOGRPAHY
83. INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 76
CONCLUSION
Experiment was carried out on a 4 stroke, single cylinder Diesel engine using the following
blends 50 (DEE) : 50 (Ethyl Alcohol), 50 (DEE) : 50 (Methyl Alcohol),
70 (DEE) : 30 ( Ethyl Alcohol), 70 (DEE) : 30 (Methyl Alcohol).
Graph only
Diesel
Diesel+blend
Load vs ηbth
(%) 26 31
BP vs ηmech
(%) 37 43
Load vs ηvol
(%) 39 33
Load vs mf
(Kg/hr) 0.86 0.7
William’s line (FP) (KW) 4.7 3.8
BP vs ηbth
(%) 27 31
Load vs SFC (Kg/KWhr) 1.2 1.05
BP vs SFC (Kg/KWhr) 1.2 1.05
Torque vs Exhaust gas
temperature (ºC)
194 216
Torque vs Heat
unaccounted (%)
42 26
84. INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 77
From the graphs and the table above it is clearly evident that, pilot fuel blends have resulted
in enhanced combustion of the diesel fuel.
The blends 70 (DEE) : 30 (Methyl Alcohol) and 50 (DEE) : 50 (Ethyl Alcohol) have shown
significant increase in performance and hence can be used as effective combustion enhancers.
Large scale implementation of the above system a solution can be obtained for the current
energy crisis and the longevity of the fossil fuels can be increased…
85. INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 78
FUTURE SCOPE
There is lot of potential for further research on this topic. Some of which are:
Using other Pilot fuels like Dimethyl Ether, Ethylene Glycol, Ethers blended with
peroxides etc. Different blends can be used at various proportions for further study.
Emission study for the above project. Effect of pilot fuel blends on combustion
products like carbon monoxide. Carbon dioxide, NOx, unburnt Hydrocarbons and
other particulates can be studied.
Using pilot fuels along with Exhaust gas recirculation and pre-heater systems. Both
EGR and pre heater systems result in better vaporization of the pilot fuel particles;
hence, their effect can be studied.
Changing the injector pressure of diesel injection. Increasing injector pressure helps
distribute fuel particles in the cylinder more uniformly. The effect of this can be
studied.
Currently the gravimetric system is feasible only for stationary diesel engines; with
modification in the method of introduction of blended pilot fuels, enhanced
performance can be obtained also in mobile engines.
86. INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 79
BIBLIOGRAPHY
1. Brent Bailey, James Eberhardt, Steve Goguen, and Jimell Erwin,― Diethyl
Ether (DEE) as a Renewable Diesel Fuel‖, National Research Laboratory, US
Departmemt of Energy, Jul 2007.
2. Saravanan D, Vijayakumar T, and Thamaraikannan M, “Experimental
analysis of combustion and emmisions characteristics of CI Engine Powered
with Diethyl Ether blended Diesel as Fuel”, School of Mechanical and
Building Sciences, VIT University, Vellore-632014, TamilNadu, INDIA
,School of Mechanical Engineering, Veltech Dr RR and SR Technical
University, Chennai, TamilNadu, INDIA
3. Eliana Weber de Menezes, Rosaˆngela da Silva, Renato Catalun˜a *, Ricardo
J.C. Ortega, ―Effect of ethers and ether/ethanol additives on the properties of
diesel fuel and on engine tests‖, Department of Physical Chemistry, Institute
of Chemistry, Federal University of Rio Grande do Sul,Avenida Bento
Gonc¸alves, 9500, 91501-970 Porto Alegre, RS, Brazil ,Received 20 April
2005.
4. Cenk Sayin, ―Engine performance and exhaust gas emissions of methanol
and ethanol–diesel blends‖, Department of Automotive Engineering
Technology,Marmara University, 34722 Istanbul, Turkey,Received 18
December 2009
5. K.Harshavardhan Reddy & N.Balajiganesh, “Experimental investigation on
four stroke diesel engine using diesel–Orange oil blends”, Department of
Mechanical Engineering, Aditya College of Engineering &
Technology,Madanaalli, Andhra Pradesh, India, received on June 2, 2012.
6. Deepali Bharti, Professor Alka Agrawal, Assistant Professor Nitin
Shrivastava, Bhupendra Koshti,“Experimental Investigation and Performance
Parameter on the Effect of N-Butanol Diesel Blends on an Single Cylinder
Four Stroke Diesel Engine”, UIT RGPV, Bhopal, received on 8 August 2012.
7. Ismet Sezer*, ―Thermodynamic, performance and emission investigation of a
diesel engine running on dimethyl ether and diethyl ether‖, Mechanical
Engineering Department, Gümüs¸ hane University, 29100 Gümüs¸ hane,
Turkey, Received 12 August 2010.