Pre-and post-mixed hybrid biodiesel blends as alternative energy fuels-an experimental case study on turbo-charged direct injection diesel engine

Accepted Manuscript Pre-and Post-mixed hybrid biodiesel blends as alternative energy fuels-An experimental case study on turbo-charged direct injection diesel engine

Purna Chandra Mishra, Swarup Kumar Nayak PII:

S0360-5442(18)31368-9

DOI:

10.1016/j.energy.2018.07.071

Reference:

EGY 13336

To appear in:

Energy

Received Date:

31 January 2018

Accepted Date:

13 July 2018

Please cite this article as: Purna Chandra Mishra, Swarup Kumar Nayak, Pre-and Post-mixed hybrid biodiesel blends as alternative energy fuels-An experimental case study on turbo-charged direct injection diesel engine, Energy (2018), doi: 10.1016/j.energy.2018.07.071

This is a PDF file of an unedited manuscript that has been accepted for publication. As a service to our customers we are providing this early version of the manuscript. The manuscript will undergo copyediting, typesetting, and review of the resulting proof before it is published in its final form. Please note that during the production process errors may be discovered which could affect the content, and all legal disclaimers that apply to the journal pertain.

ACCEPTED MANUSCRIPT

Pre-and Post-mixed hybrid biodiesel blends as alternative energy fuels-An experimental case study on turbo-charged direct injection diesel engine Purna Chandra Mishra1, * and Swarup Kumar Nayak1 1School

of Mechanical Engineering, Campus# 8, KIIT University, Patia, Bhubaneswar- 751024, Odisha

*Corresponding author, Email- [email protected], Contact no. +91-8280327066 (M) Abstract This paper investigates the performance and emission analyses of a turbo-charged diesel engine fuelled with pre-mixed and post-mixed hybrid biodiesel blends at varying load condition thereby maintaining injection timing, injection pressure and speed constant at 230bTDC, 220 bar and 1500 RPM. The experimental result depicted that post-mixed biodiesel blends (POBD 20) showed higher brake specific energy consumption and exhaust gas temperature by 4.6% and 2.02% than that of diesel while brake thermal efficiency was reduced by 5.68%. However, engine overall performance of post-mixed biodiesel blends (POBD 20) was found to be comparable with diesel and other prepared test fuel blends. Similarly, comparing exhaust emissions, oxides of nitrogen and carbon dioxide were on its higher side by 2.64% and 2.43% than normal diesel fuel. On the contrary, carbon monoxide, hydrocarbon and smoke opacity for POBD 20 were found to be 36.87%, 51.5% and 23.2% lower than conventional diesel fuel. From the above study, it is finally concluded that POBD 20 blend may be used as an alternative optional fuel that can substitute present diesel fuel without much engine modification and exhaust related problems. Keywords: Pre-mix and post-mix biodiesel; low free fatty acid, alternative energy, performance; emissions

ACCEPTED MANUSCRIPT

1. Introduction Energy is the vital part of the economic growth of any country. It enhances economic prosperity, personal comfort and quality of life. Most countries of the world including India are faced with economic and environmental issues associated with the usage of energy. With the rapid increase in population and improvement in quality of life there will be more demand for energy. The two major sources of energy in agriculture sector are oil and electricity due to mechanized farming in India. Increased use of fossil fuels in various sectors has also been a major issue as they are significant contributors of green-house gases in the environment. Global warming effect is a serious concern worldwide and has made it imperative that sources and mitigating options to reduce anthropogenic emissions worldwide are immediately identified. The most harmful emissions include carbon monoxide (CO), hydrocarbons (HC), Nitrogen oxide (NOx), benzene (C6H6), aldehydes and particulate matter (PM). Efforts have been made in recent past to reduce vehicular pollution by improving vehicular technology and fuel quality. Keeping in view of the global energy crisis, dependence on imported fossil fuels, global warming and effects on human health due to hazardous emissions emitted by petroleum driven vehicles, large number of research works on practical alternatives for diesel engines are attracted globally. Earlier reports revealed that the fossil fuels, liquefied petroleum gas, hydrogen and bio-derived gases like producer gas, syngas etc., and liquids fuels such as straight vegetable oils and biodiesel seem more alluring fuel in perspective of their eco-friendly nature [1, 2]. 1.1 Energy scenario in India There is a significant level of energy requirement in India for its sustainability. Recent estimation reveals that, the oil reserve in India is limited for the next 25 years. To tackle with the current energy crisis, some essential strategies are to be adopted for utilizing non-traditional energy

ACCEPTED MANUSCRIPT

resources. It is estimated that oil demand and supply would almost quadruple during the period between 1990 and 2020 [3]. Currently, India is empowering to create just 30% of the aggregate petroleum power required. The rest 70% is being imported from outside nation which cast about Rs. 80,000 crore consistently. It was seen that blending of 5% biodiesel with diesel accessible in our nation can spare about INR 4000 crore. It is evaluated that before the end of 2015, India will have the capacity to create 288 metric tonnes of bio-diesel, which will supplement 42% of the aggregate interest of fossil diesel utilization in India. The planning commission of India has launched a bio-fuel project near about in 200 districts from 18 states in India. It has prescribed two plant species, such as Jatropha and Karanja for bio-diesel generation [4–18]. 1.2 Needs of alternative energy fuel As per the earlier description, it has been described that our energy needs are growing as a result of rapid increase in population, economic growth and individual energy consumption. The everincreasing expenditure on the fuel oil imports is causing economic imbalance, price hike and hardships for the people [6]. At the same time, emissions produced from the use of fossil fuels, powering the automobiles and decentralized power production are contributing a lot to climate changes and bringing about change in the atmosphere [2]. Even stringent conservation methods have not been able to eliminate our need for energy. Hence, other viable options need to be explored. In this context, an alternative energy technologies offer a promising solution. 1.3 Motivation of the present work Biofuel is mixed to any extent with fossil fuel to any extent for making a biodiesel mix. It may also be utilized as a part of CI engines with no adjustments [19]. Literatures revealed that biodiesel can keep running in a customary diesel motor with no issues for a more extended time. It was also stated that 92% of air-toxics can be killed by utilizing 100% biodiesel rather than

ACCEPTED MANUSCRIPT

20% of it, which declines only 30%. Various exhaust emissions from vehicles which leads to global warming like hydrocarbon, carbon monoxide, smoke emission also reduces by utilizing 20% blend [20-22]. Lots of research initiations are being carried out utilizing biodiesel on diesel engine produced from single low free fatty acid (FFA) or high FFA oil. Since, conversion of the vegetable oils to biodiesel purely depends on the availability of the vegetable oils in desired quantity, currently; it became a difficult issue for the biodiesel producers and industries to get sufficient amount of biodiesel for alternating and meeting the fuel crisis. The availability of bio-oils mainly depends on geographical and agricultural scenario of a particular place. So, the main motivation of the present work is to produce biodiesel utilizing two or more oils in two forms i.e. pre-mix and post mix conditions. The pre-mix type biodiesel refers to the mixing of two or more raw oils of approximately similar properties before production of biodiesel. In the other hand, post-mix type biodiesel refers to mixing of two or more types of biodiesels and preparing a fresh biodiesel. The main motto behind the work is to reduce the probability of availability of biodiesels and efficient use of various oils in their mixed form so that the performance of the engine will be further improved without much engine modifications. After the preparation of both pre-mix and postmix biodiesel, the characterization, performance and emission analysis were carried out and obtained results were compared with that of pure diesel and American Standard for Testing and Materials (ASTM) standards. The previous works were carefully reviewed on utilization of biodiesel as an alternative fuel, availability and crisis, performance characteristics and properties of biodiesels. For the convenient, two low FFA oils were taken for the present study. Some of the important literatures

ACCEPTED MANUSCRIPT

on Karanja, Mahua, Pre-mixed and Post-mixed biodiesels are listed in this work as in Table1 [10-21], Table 2 [22-32], Table 3 and Table 4 [33-42] respectively. From the above stated literature review, numerous works have been carried out on utilization of biodiesel blends on diesel engines. However, most of the literatures focused on single biodiesel and its blends. From the previous studies, it is evident that single biodiesel and its blends offer acceptable engine performance and emission from diesel engine. In the open literature, almost no prior research data available for pre mixed and very rare research data available for post mixed hybrid blend as alternative fuel. Most of the literatures suggest Karanja oil as one of the best suited diesel substitute fuel. The addition of two or more non-edible oil in pre-mixed and post-mixed condition has not yet received the considerable attention in various literatures and therefore it is recently an interesting topic for present scenario. This is due to the fact that mixed hybrid blends of biodiesel will reduce the probability of availability of biodiesel and efficient usage of various oils in their mixed form so that the performance of the engine will be improved without much engine modifications. Hence, Karanja and Mahua oil were selected for the present investigation. In the initial state of experimentation, the physio-chemical properties of hybrid test fuels were depicted in the investigation. It has been seen that kinematic viscosity and calorific value were higher than individual biodiesel blends. Further, in second stage of experimentation, both engine performance and exhaust emission were analysed for hybrid biodiesel blends and the results were compared with that of diesel fuel. The main objective of the current work is to test the technical feasibility of using pre-mixed and post-mixed hybrid biodiesel blends in a turbo-charged diesel engine as a substitute for diesel fuel. Additionally, the aim is to understand the physio-chemical characteristics of the prepared

ACCEPTED MANUSCRIPT

hybrid blends and the modification in its properties when blended with diesel fuel for determining both performance and emission characteristics of turbo-charged diesel engine. 2. Material and methods 2.1 Source of mahua oil Biodiesel from mahua seed is essential in light of the fact that the greater part of the conditions of Indian tribal where it is plenty available. Their yearly generation of non-palatable seed was more noteworthy than 2MT of which mahua is 181KT [20-21] where the unsaturated fats of mahua oil are Aalmitic (16-28.2%), Stearic (20-25.1%), Archhidic (0-3.3%), Olic (41-51%) and Linoleic (8.9-13.7%) [18-21]. Mahua is a non-traditional, non-eatable oil otherwise called as spread tree. Mahua is medium to hung tree which may achieve tallness of up to 20 meter; it is tree of deciduous nature of the dry tropical and sub-tropical atmosphere. This species can be planted on roadside, channel bank and so on business scale and in social ranger service programme, especially in tribal region, the bloom and organic products are eaten customarily by tribal individuals. 2.2 Source of karanja oil It is a vegetable tree that creates around 5-25 meter in tallness with a broad shade which spreads generally as wide. It may be deciduous for brief times. The leaves are fragile, polished burgundy in right on time summer and fully developed to a radiant, dim as the season propels. Blooming starts with everything taken on to account taking after 3-4 years. Altering of cases and single almond measured seeds can happen by 4-6 years. Little gathering of white, purple and pink bloom sprout on their braches as the year advanced forming into chestnut seed cases. The tree is proper to phenomenal warmth and light and its thick arrangement of sidelong roots and its thick long taproot make it draught. The thick shade its gives directs the scattering of surface water and

ACCEPTED MANUSCRIPT

its root handles advance nitrogen fixation, a congruous process by which vapour nitrogen (N2) from the air is changed over into smelling. 2.3 Methods of preparation of biodiesels from raw oils: In the present work, the biodiesels are produced from raw oils of mahua and karanja. Four types of biodiesels were produced for the performance and emission investigation. In the first phase of the work, the mahua and karanja oils were utilized individually for the preparation of biodiesels and tested for performance. In the second phase, the mixed (pre-mix and post-mix) forms of mahua and karanja oils and biodiesels were taken for the study. Here, the term pre-mix referred to the mixing of raw oils in a specified proportion before production of biodiesel while the term post-mix referred to the process of mixing two types of biodiesels and prepare a fresh biodiesel. 2.3.1 Pre-mixed biodiesel For the first time, an attempt has been made to produce the biodiesel in its pre mixed form i.e., producing biodiesel after mixing of two or more raw oils in definite proportions. This type of attempt was made, to overcome the issues of non-availability of bio oils as per demand. In this work, Karanja and Mahua oils were mixed in their raw form in 50:50 proportions before production of the biodiesel is and used as an alternative fuel derived. The prepared pre-mixed hybrid biodiesel was characterized and compared with that of ASTM biodiesel standards. 2.3.2 Post-mixed biodiesel As a novelty of the work, an attempt has also been made to produce the biodiesel in its post mixed form i.e., producing biodiesel after mixing of two or more different biodiesels in definite proportions. This type of attempt was made, to investigate the performance and emission characteristics of biodiesels during combustion as an alternative fuel. In this work, Karanja and Mahua biodiesels that were produced separately were mixed in different proportions. There was

ACCEPTED MANUSCRIPT

no specific step followed to prepare the post mixed biodiesel as like in premix case. But after mixing two biodiesels, the mixed biodiesel was bit pre heated so as to get the uniform mix. After production of biodiesel in the post mix form, the biodiesel was characterized and compared with that of other biodiesels and respective ASTM standards. 2.4 Uncertainty Analysis The uncertainty of the measured parameter are estimated and reduced to certain extent by thorough selection and calibration of the measuring instruments. Thereby, planning the experiments repeated for at least six times, in a systematic manner the experimental errors are obtained for engine performance parameters like BSEC, BTE and EGT, engine exhaust emission characteristics like HC, CO, CO2, NOx and smoke opacity. The uncertainties of all the described parameters are tabulated in Table 5. The uncertainty data reveals that the true values of the parameters are within the acceptable range. 2.5 Experimentation In the present investigation, experimentation was carried out on a turbo-charged twin cylinder direct injection diesel engine. The complete specification of the engine is tabulated in Table 6. The schematic sketch of the engine with all necessary attachments is described in Figure 1. A data acquisition system was used for measuring and recording of all engine performance parameters like BSEC, BTE, EGT at optimal loading condition keeping, injection timing, injection pressure and speed constant at 23 0bTDC, 220 bar and 1500 rpm during all set of experimentation. Moreover, the engine emission parameters like CO, CO2, HC, NOx and smoke were measured using AVL 444 multi-gas analyser. The smoke opacity was obtained by collecting the exhaust

ACCEPTED MANUSCRIPT

fumes from the engine using AVL 437 smoke meter. The technical specification of AVL 444 gas analyser and AVL 437 smoke meter were depicted in Table 7 and Table 8 Initially, the experimentation was carried out with conventional diesel fuel. The test was carried out at constant injection pressure, injection timing and speed for all set of experimentation utilizing the prepared test fuel blends. The required experiments were repeated for at least six times for the prepared post-mixed and pre-mixed biodiesel blends in order to determine the repeatability and reproducibility of the collected data, average value and accuracy of each parameter. 2.6 Sensitivity of Measuring Instruments The percentage of error of all measuring instruments that were used to measure different parameters were calculated using following mathematical formula Percentage of error= minimum scale / minimum measured value Table 9 depicts the percentage of error for all the measuring instruments that were utilized during the experimentation. 3. Result and Discussion 3.1 Characteristics of Biofuels As discussed in the previous chapters, four types of biodiesels were produced such as karanja, mahua, pre-mixed and post-mixed biodiesels. On production of biodiesels, samples of each were prepared for different characterization. The property data were compared with the ASTM standard for biodiesels and that of pure diesel. The measured characteristics are presented in Table 10. It was observed from the Table 10, that for all the prepared biodiesel test fuels, the property values are within the range of ASTM standards of diesel and biodiesel. In case of premix and post-mix biodiesels, the properties were seen very much appreciable. Through these

ACCEPTED MANUSCRIPT

results, we could confirm that the pre-mix and post-mix conditions of the biodiesels may also be used to replace the biodiesels prepared by vegetable oils separately. 3.1.1 Specific Gravity It is also termed as Density of the fuel to that of the density of water at same temperature. The density of the fuel was measured utilizing saybolt viscometer at 40 0C for all the prepared test fuels using ASTM D6751. Relative value for POBD 20 was obtained at 0.812% higher than that of conventional diesel fuel which leads to higher flow resistance of fuel, resulting in higher viscosity thereby causing inferior injection of fuel. The density values obtained for the entire prepared test fuel blends lie within the range of 0.85-0.9 g/cm3 as per the ASTM D6751 standard. The details of density chart for all the test fuel blends were depicted in Table 10. 3.1.2 Flash Point and Fire Point Flash point term indicates the minimum temperature at which the vapour from the procured fuel will flash a blink of flame above the fuel surface when heated to a requisite temperature without catching fire. Flash point plays an important role in determining the hazardous nature of any test fuel. Table 10 denotes that POBD 20 has 110.16% higher flash point than natural diesel fuel. As per ASTM D93 the values depicted in the table for all the prepared test fuel blends lie within the acceptable limits. Fire point is known as the minimum temperature at which the vapour over the fuel surface will continue to burn once ignited. Both flash and fire point were measured using Pensky Marten flash and fire point apparatus. From Table 10 it is conclude that both individual and mixed hybrid biodiesel blends have higher flash and fire point temperature than normal diesel which makes it safer for storage and transportation. 3.1.3 Cloud Point and Pour Point

ACCEPTED MANUSCRIPT

Cloud point and pour point are used for detecting the cold point temperature usability of any fluid [17]. Cloud point is the minimum temperature at which a wax crystal cloud will appear in an oil when it is cooled to a particular temperature. The cloud point for POBD 20 were observed to be 45% higher, while pour point was observed to be same as that of diesel because of higher density and viscosity of the biodiesel, but the values lie within the acceptable range per the ASTM D2500 and ASTM D97 standards. 3.1.4 Kinematic Viscosity Kinematic viscosity is defined as the degree of fluid flow to resistance. High viscosity lead to engine deposit as it hampers the fuel atomization during combustion inside the engine cylinder. The parametric test for kinematic viscosity was carried out using Saybolt Kinematic Viscometer at a temperature of 400C for all the prepared test fuel blends. Table 10 depicts POBD 20 establish nearby result of 2.35% higher to that of diesel fuel. 3.1.5 Calorific Value Calorific value determines the amount of heat generated inside the combustion chamber during combustion and it also specifies the net energy available in the test fuel [43]. Parametric test for the calorific value is carried out using Bomb Calorimeter for all prepared test fuels using ASTM D420. From the Table 10 it can be seen that POBD 20 yield calorific value quiet comparable to that of conventional diesel fuel. POBD 20 depicts calorific value 4.37 % lower than diesel because of high density and viscosity. 3.1.6 Rams Bottom Carbon Residue Rams bottom carbon residue is known as the percentage of carbon residue left over after complete distillation of crude oil in absence of air. Carbon residue is one of the important parameter because it specify the surface foul, wear and scoring of the cylinder wall. The

ACCEPTED MANUSCRIPT

apparatus utilized during the experimentation is Rams Bottom Carbon Residue apparatus. From the Table 10 it can be viewed that POBD 20 generates 66 % lower carbon deposit than diesel fuel. The reason may be due to the presence of higher oxygen content in case of mixed hybrid biodiesel blends. As per ASTM D6751 maximum limit for carbon residue generation lie within range of 0.055% on mass basis. 3.2 Performance and Emission of Biodiesel 3.2.1 Brake Specific Energy Consumption: Brake specific energy consumption is defined as a ratio of energy obtained by burning fuels for an hour to the actual energy obtained at the wheels. BSEC of diesel engine depends on the relationship among BSFC and calorific value of any fuel [44]. Figure 2 shows the variation of BSEC for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to load. The above figure depicts that BSEC for all types of prepared test fuels are higher than conventional diesel fuel which is also stated in literature [45-46]. The figure also depicts about the steep decline in curve for all test fuels upto 80% loading condition. This may be attributed to the fact that there is an increase in atomization ratio at lower loading condition [47]. At higher loading, BESC increases for all test fuels because of increment in frictional losses and reduction in volumetric efficiency compared to that of lower loading condition for which BSEC increases. Average BSEC for POBD 20 was found to be 3.51% higher than conventional diesel fuel. In an average BSEC for KB20 was higher by 10.8% than POBD 20 which may be due to higher density and viscosity in comparison to that of pre-mixed and post mixed hybrid blends. The BSEC for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 3.5%, 4.2%, 5.25%, 3.76%, 2.4%, 10.5%, 7.3%, 9.1%, 11.9%, 12.6% and 6.6% higher than that of diesel fuel at optimal loading condition.

ACCEPTED MANUSCRIPT

3.2.2 Brake Thermal Efficiency The brake thermal efficiency for evaluating the capability of the engine to convert the heat generated from the conventional fuel during combustion into mechanical energy. Figure 3 shows the variation of BTE for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to load at varying loading condition keeping speed, injection timing and injection pressure constant. From the figure it can also be visualised that with increase in biodiesel blends for all prepared test fuels, BTE reduces. This might be due to complete combustion at peak temperature inside the engine cylinder which may be because of higher oxygen content and lower calorific value [48-49]. Again it is observed that BTE increases with respect to load up to 80% while a further increment in load leads to reduction of BTE due to incomplete combustion. The maximum BTE is 24.77% for conventional diesel which is 4.52% higher than POBD 20. The reason may be due to poor fuel atomization, evaporation and fuel combustion resulting from higher kinematic viscosity and lower volatility of the biodiesel in both pre-mixed and pre-mixed form [50]. The maximum BTE for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 7.76%, 10.68%, 11.22%, 3.87%, 9.52%, 11.02%, 13.24%, 14.13%, 10.65%, 13.2% and 13.76% lower than that of conventional diesel at optimum loading condition. 3.2.3 Exhaust Gas Temperature Exhaust gas temperature defines the ignition quality of fuel or the fuel combustion which occurs inside the engine combustion chamber. Figure 4 shows the variation of EGT for normal, premixed and post-mixed hybrid biodiesel blends with respect to varying load condition. It is seen that EGT increases with load increment because extra amount of fuel is required to be burnt inside the combustion chamber for generation of addition power as per requirement. The above

ACCEPTED MANUSCRIPT

figure also signifies the increment in EGT for all prepared test fuel. This is due to the presence of higher oxygen concentration and lower calorific value for all the prepared test fuels [51]. Among all the prepared test fuel blends, POBD 20 showed 4.23% higher EGT than conventional diesel fuel. The reason may be due to partial combustion of post mixed hybrid biodiesel blends at varying proportions. Similarly, POBD 20 depicts 1.95% 10.67% and 13.48% lower EGT in comparison to that of PMBD20, MB20 and KB20. The EGT for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, M MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 4.75%, 6.18%, 7.83%, 3.18%, 5.17%, 14.31%, 14.92%, 20.46%, 16.79%, 17.71%, 22.94% higher than that of conventional diesel fuel at optimal loading condition.

3.2.4 Carbon Dioxide Carbon dioxide emission is generated by complete combustion of fossil fuel. Figure 5 shows the variation of CO2 for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to varying load condition. As biodiesel is an oxygenated fuel. Complete combustion occurs which leads to more CO2 emissions. The above figure also depicts that CO2 increases with increase in biodiesel blends which is attributed to be due to higher oxygen content in biodiesel that enhances the process of combustion [52]. Secondly, with an increase in engine loading condition, CO2 emission also increases which may be due to fact that air fuel mixing is burned and thus more CO2 are produced. In the above figure it is also visualised that POBD 20 emits 2.91% higher CO2 than diesel. This may be due to the presence of higher oxygen content in post mixed biodiesel blends which makes it easy burn at peak temperature inside engine cylinder. Moreover, it is also stated that biodiesel blends emit more CO2 than diesel, it is significant because CO2 emission is mostly absorbed by plants, trees, crops etc.. This helps to maintain the emission level

ACCEPTED MANUSCRIPT

within the desirable limits in the atmosphere. The CO2 emission for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 3.82%, 4.55%, 5.82%, 2.55%, 4.18%, 4.37%, 6.19%, 7.28%, 4.55%, 6.7% and 7.46% higher than that of conventional diesel fuel at optimal loading condition. 3.2.5 Carbon Monoxide Carbon monoxide is the outcome of unsuccessful carbon dioxide reaction which may be due to partial combustion inside engine cylinder because of lower oxygen supply during combustion inside the combustion chamber [53]. Various other factors which also lead to formation of CO are air fuel ratio, engine speed, injection timing, injection pressure and fuel type [52]. Figure 6 shows the variation of CO for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to varying load condition. CO emission for POBD 20 depicts the lowest amount of CO emission than that of conventional diesel fuel because of complete combustion. From the above figure it is seen that POBD 20 emits 28.63% % lower CO than diesel fuel. Similarly, PMBD 20, MB 20 and KB20 emits27.21%, 20.4% and 12.31% lower CO emission respectively. Many other researchers during their experimentation also stated that biodiesel blends emit less CO emission than normal diesel [44, 54-55]. The main reason may be due to higher oxygen content and higher cetane number than diesel. The CO emission shows a declining curve till 60% loading condition and then increases till full load because of increase in combustion temperature, reduction in oxygen content, incomplete combustion [41,48]. The CO emission for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 23.46%, 27.21%, 23.8%, 28.91%, 25.23%, 16.67%, 20.41%, 17%, 8.57%, 12.31% and 8.91% lower than that of conventional diesel fuel at optimal loading condition. 3.2.6 Hydrocarbon

ACCEPTED MANUSCRIPT

Hydrocarbon emission is generated from partial combustion of fuel due to flame quenching at engine cylinder lining [56]. Figure 7 shows the variation of HC for normal, pre-mixed and postmixed hybrid biodiesel blends with respect to varying load condition. HC emission is found to be lowest for all prepared biodiesel test fuel blends than conventional diesel, which might be due to higher oxygen content in biodiesel that confront complete combustion of fuel resulting in reduced HC emission. From the figure it is also seen that POBD 20 emits 51.44% lower HC emission than diesel and 2.36%, 8.46% and 14.58% lower than PMBD 20, MB 20 and KB 20. The result obtained during this investigation shows a mutual agreement with the literatures from [57-58]. The reason of lower emission is due to higher cetane number, oxygen content with lower amount of carbon to hydrogen ratio which gives positive response towards complete combustion. Similarly, HC emission initially decreases up to optimum loading condition and then shows an increasing trend at full loading condition. This is attributed to the fact that less oxygen is available for the reaction when more fuel is injected into the engine cylinder at full loading condition. In addition, the high kinematic viscosity and lower calorific value of the fuel is another reason for higher HC emission. The HC emission for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 47.74%, 49.07%, 54.39%, 46.67%, 54.61%, 40.84%, 42.98%, 47.74%, 35%, 36.85% and 41.91% lower than that of conventional diesel fuel at optimal loading condition. 3.2.7 Oxides of Nitrogen NOx is generated because of partial combustion which is mostly dependent on cylinder temperature, oxygen concentration and supply as well as residence time for the reaction to occur [59]. This is attributed to the fact that high aviation energy required for the combustion is determined by the energy ratio, oxygen supply and combustion temperature [60]. Figure 8 shows

ACCEPTED MANUSCRIPT

the variation of NOx for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to varying load condition. It is observed from the figure that biodiesel and its blends are slightly on the higher side than that of conventional diesel fuel. The reason is due to higher oxygen content of biodiesel and combustion flame temperature at maximum loading condition [50]. However, POBD 20 with high cetane number has comparable value to that of diesel fuel. POBD 20 emits 2.32% higher NOx emission than diesel, as because POBD 20 has high cetane number that may lead to shorter ignition delay, thereby allowing minimal time for the air-fuel mixture before entering the combustion phase. Similarly, POBD 20 depicts 0.045%, 3.17% and 3.53% lower NOx in comparison to that of PMBD20, MB20 and KB20. The NOx for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30, MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 1.33%, 2.36%, 3.8%, 1.43%, 3.92%, 3.27%, 5.49%, 6.69%, 3.43%, 5.84% and 7.05% higher than that of conventional diesel fuel at optimal loading condition. 3.2.8 Smoke Opacity Smoke opacity is an indicator of dry soot and particulate matter emissions. As per the literature reviews, it was stated that in diesel engines, the conventional diesel fuel atomizes and splits into carbon during combustion process and the carbon oxidize in the reaction zone [61] Figure 9 shows the variation of smoke opacity for normal, pre-mixed and post-mixed hybrid biodiesel blends with respect to varying load condition. The above figure depicts that smoke opacity reduces for POBD 20 for about 23.44% lower than conventional diesel fuel at optimum load condition. The reason is due to high oxygen content in hybrid mixed biodiesel blends. It is also seen that pure biodiesel blends of Mahua and Karanja oil emits more smoke compared to other prepared test fuels. The reason may be due to high kinematic viscosity that leads to poor fuel atomization at peak temperature and part load condition. However, at optimal and high loading

ACCEPTED MANUSCRIPT

condition, smoke opacity for hybrid biodiesel blends is measured to be drastically lower than diesel fuel, which may be due to higher oxygen content, higher cetane number that helps in improved combustion. Other reasons may be due to lower carbon to hydrogen ratio and reduction of aromatic compounds in the mixture which the major component is leading to soot formation [62]. Similarly, Mosarof et al. during their investigation observed that blending diesel with 30% of palm oil and calophyllum biodiesel reduces smoke opacity by 4.8%. The smoke opacity for PMBD 10, PMBD 20, PMBD 30, POBD 10, POBD 30 were 25.02%, 23.94%, 13.79%, 24.93%, 14.38% lower and for MBD10, MBD20, MBD30, KBD10, KBD20, KBD30 were 1.58%, 5.07%, 10.14%, 3.32%, 6.73% and 9.55% higher than that of conventional diesel fuel at optimal loading. The smoke emission obtained in this investigation followed a very similar trend as stated by [63]. 4. Conclusion Many researchers have worked on the production, characterisation and performance of various biodiesels produced from different feedstocks separately. There was almost no literature found on the issues of mixed or hybrid biodiesels. This is the first time an attempt has been made to produce the hybrid type biodiesels and examine their performance as an alternative fuel. As the novel methods, four types of biodiesels were produced from Karanja and Mahua raw oils. Out of four types, two were directly from raw oils of Karanja and Mahua and other two in their pre-mix and post-mix forms. All the four types of the biodiesels were then characterized by means of appropriate instrumentation. The performances of each of the biodiesels were tested in a single stroke diesel engine for investigation of their performance characteristics. The comparison of their properties, performance and emission characteristics were compared with that of ASTM

ACCEPTED MANUSCRIPT

diesel and ASTM Biodiesel standards. The conclusions from this work were extracted from the outcomes achieved as stated below: 1. Post mixed biodiesel blend (POBD 20) showed better oil characteristics in terms of kinematic viscosity, specific gravity, cetane number, flash point, fire point, calorific value, cloud point and pour point. Those are much more comparable with that of diesel fuel. 2. The hybrid biodiesels were found to be more efficient as an alternative fuel in terms of engine performance and emission characteristics. 3. BTE is largely dependent upon oxygen content in the fuel and calorific value which might affect the combustion. BTE for POBD 20 was observed to be 3.51% lower than diesel but 7.1% higher than other prepared test fuels. 4. As the loads are increased, the engine consumes more and more energy for all the prepared test fuels. Hence, biodiesel depict higher range of BSEC than diesel. POBD 20 was observed to be quite near to diesel and was 4.52% higher in value than conventional diesel fuel. 5. In case of EGT, POBD 20 depicts 4.23 % higher EGT than diesel fuel but 5.96 % lower value in comparison to other prepared test fuel blends because EGT is inversely proportional to BTE during combustion. 6. For CO emission, reduction was estimated to be 28.63% lower for POBD 20 than normal fossil diesel. Simple biodiesel lends emit more CO because of high kinematic viscosity and density. 7. CO2 emission is found to be highest for pure biodiesel because of complete combustion inside engine cylinder. Among hybrid mixed biodiesel blends POBD 20 emits 2.91% higher CO2than diesel at optimum load condition. However, CO2 is not considered as major

ACCEPTED MANUSCRIPT

pollutant because CO2is mostly absorbed by plants, trees, seeds, crops etc. which helps to maintain CO2 level within limits. 8. HC emission is always less for biodiesel than diesel. In the current study POBD 20 emits 51.44% less HC than diesel while 6.96% less for individual biodiesel lends because of higher oxygen content and lower carbon to hydrogen ratio thereby leading to complete combustion. 9. NOx emission for biodiesel is always higher than diesel because of higher oxygen content, fatty acid ester, combustion flame temperature and pressure. But from the mixed hybrid biodiesel blends POBD 20 shows comparable data of 2.32% higher than normal diesel. 10. Smoke opacity for individual biodiesel blends are 6.06% higher than diesel at optimum loading condition because of high viscosity, density thereby causing poor fuel atomization. POBD 20 sample emits 23.44% lower smoke than natural diesel fuel because POBD 20 has higher oxygen content, cetane number, lower carbon to hydrogen ratio and reduced aromatic compounds which helps in improved combustion. Therefore, from the above comprehensive discussion, it may be concluded that engine fuelled with POBD 20 (Post mixed biodiesel blend) depicts satisfactory result in terms of overall engine performance and exhaust emission merely at an expense of higher NOx and BSEC, that can substitute present conventional diesel fuel in modern engines without much modifications and environmental related problems. Reference [1]

Van Gerpen, J. Biodiesel processing and production. Fuel Processing Technology 2005; 86: 1097-07

ACCEPTED MANUSCRIPT

[2]

Barnwal, BK, Sharma, MP. Prospects of biodiesel production from vegetables oils in India. Renewable and Sustainable Energy Reviews 2005; 9: 363-78

[3]

SrinivasRao P, Gopalkrishnan KV. Esterified oil as fuel in diesel engines; Proceedings. 11th National conference on I.C. engines, IIT Madras, India, 1983.

[4]

MaF, Hanna MA. Biodiesel production: a review, Bio resource Technology 1999; 70: 115.

[5]

Reddy BG, Reddy KV, Ganeshan V. Utilization of non-edible vegetable oil in diesel engine, Proceedings, XVII NCICEC; 2001: 211-14.

[6]

Altin R, Centikaya S, Yucesu HS. The potential of using vegetable oil fuel as fuel for diesel engines Energy converManag2001; 42: 529-38

[7]

Abdul Kalam APJ. Energy independence and plant and earth. Inaugural address on 94th Indian Science Congress. Annamalai University, Chidambaram, January 5, 2007: 3

[8]

Bajpai S, Sahoo PK, Das LM. Feasibility of blending Karanja vegetable oil in petro- diesel and utilization in a direct injection diesel engine. Fuel 2009; 88:705-11.

[9]

Sastry GSR, Krishna Murthy ASR, Ravi Prasad P, Bhuvaneswari K, Ravi PV. Identification and determination of bio-diesel in diesel. Energy Sources Part A 2006; 28:1337–42.

[10] Braham HS, Babu AV. Emission of net mahua biodiesel utilizing urea SCR. Int. J. of Sci. & Tech. Research 2013; 2(8): 39-44. [11] Puhan S, Vedaraman N, Boppana Ram VB, Sankarnarayanan G, Jeychandran K. Mahua oil (MadhucaIndica seed oil) methyl ester as biodiesel-preparation and emission characterstics. Biomass & Bioenergy 2005; 28: 87-93.

ACCEPTED MANUSCRIPT

[12] Haiter Lenin A, Ravi R, Arumugham S, Thyagarajan K. Performance, emission and combustion evaluation of diesel engine using Methyl Esters of Mahua oil. International Journal of Environmental Sciences 2012; 3(1): 639-49. [13] Padhi SK, Singh RK. Non-edible oils as the potential source for the production of biodiesel in India: A review. Journal of Chemical and Pharmaceutical Research 2011; 3(2): 39-49. [14] Lakshmikanth G, Thajudeen AK, Santhanakrishnan S, Arunkumar G. Performance and emission characteristics of mahua oil biodiesel on a compression ignition engine. Int. J. Eng. Res & Tech 2013; 2: 530-533. [15] Ghosal MK, Das DK, Pradhan SC, Sahoo N. Performance Study of Diesel Engine by using Mahua Methyl Ester (biodiesel) and its Blends with Diesel Fuel. Agricultural Engineering international, 2008; 10: 1-9. [16] Savariraj S, Ganapathy T, Saravanan CG. Experimental Investigation of Performance and Emission Characteristics of Mahua Biodiesel in Diesel Engine. ISRN Renewable Energy 2011; 6: 1-6. [17] Nayak SK, Pattanaik BP. Experimental investigation on Performance and Emission characteristics of a Diesel Engine Fueled with mahua Biodiesel using Additive. Energy Procedia 2014; 54: 569-79. [18] Senthil M, Visagavel K, Saravanan CG, Rajendran K. Investigation of red mud as catalyst in Mahua oil biodiesel production and its engine performance. Fuel processing Technology 2016; 149: 7-14. [19] Mahalingam A, Devarajan Y, Radhakrishnan S, Vellaiyan S, Nagappan B. Emission analysis on mahua oil biodiesel and higher alcohol blends in diesel engine. Alexandria Engineering Journal 2017; DOI- https://doi.org/10.1016/j.aej.2017.07.009.

ACCEPTED MANUSCRIPT

[20] Acharya N, Nanda P, Panda S, Acharya S. Analysis of properties and estimation of optimum blending ratio of blended mahua biodiesel. Engineering Science and Technology, an International Journal 2017; 20: 511-17. [21] Acharya N, Nanda P, Panda S, Acharya S. A comparative study of stability characteristics of Mahua and Jatropha biodiesel and their blends. Journal of King Saud UniversityEngineering Sciences, Journal of King Saud University- Engineering Sciences 2017; DOIhttps://doi.org/10.1016/j.jksues.2017.09.003. [22] Agarwal AK, Dhar A. Experimental investigation on Performance, emission and combustion characteristic of Karanja oil blends fueled DICI engine. Renew Energy 2013; 52: 283-91. [23] Dhar A, Agarwal AK. Performance, Emission and combustion characteristic of karanja biodiesel in transportation engine fuel. Fuel 2014; 119: 70-80. [24] Dhar A, Agarwal AK. Effect of karanja biodiesel blends on particulate emission from a transportation engine. Fuel 2015; 141: 154-63. [25] Chauhan BS, Kumar N,MukCho H, ChangLim H. A study on the performance and emission of a diesel engine fuelled with karanja oil biodiesel and its blend. Energy 2013; 56:1-7. [26] Sharma YC, Singh B. Experimental investigation of performance and emissions of karanja oil and its blends in a single cylinder agricultural diesel engine. Applied Energy 2009; 86(1): 106-12. [27] Raheman H, Phadatare AG. Development of biodiesel from karanja, a tree found in rural India. Fuel 2008; 87: 1740-42.

ACCEPTED MANUSCRIPT

[28] Naik M, Meher LC, Naik SN, Das LM. Diesel engine emission performance from blends of karanja methyl ester and diesel. Biomass and Bioenergy 2004; 27(4): 393-97. [29] Thiruvengadaravi KV,Nandagopal J,Baskaralingam P,Bala, VSS, Sivanesan S. Acidcatalyzed esterification of karanja (PongamiaPinanata) oil with high free fatty acid for biodiesel production. Fuel 2012; 98: 1-4. [30] Gangil S, Singh R, Bhavate P, Bhagat D, Modhera B. Evaluation of engine performance and emission with methyl ester of Karanja oil. Perspectives in Science 2016; 8: 241-43. [31] Lee S, Lee CS, Park S, Gupta JG, Maurya RK, Agarwal AK. Spray characteristics, emgine performance and emission analysis for Karanja biodiesel and its blends. Energy 2017; 119: 138-51. [32] Sivaramakrishnan K. Investigation on performance and emission characteristics of a variable compression multi fuel engine fuelled with Karanja biodiesel diesel blend. Egyptian Journal of Petroleum 2017; DOI- 10.1016/j.ejpe.2017.03.001. [33] Bora DK, Das LM, GajendraBabu MK. Performance of a mixed biodiesel fueled diesel engine. J. of Sci. and Ind. Res 2008: 67-76. [34] Srithar K, Balasubramanian AK, Pavendan V, Kumar BA. Experimental investigation on mixing of two biodiesel as alternative fuel diesel engine. J. of King Saud Uni. Eng. Sci2017; 29(1): 50-56. [35] Ferdous K, RakibUddin M, Rahim Uddin M, Khan MR, Islam MA. Preparation and Optimization of Biodiesel Production from Mixed Feedstock Oil. Chemical Engineering and Science 2013; 1(4): 62-66.

ACCEPTED MANUSCRIPT

[36] Mensha E, Obeng GY,Antwi E. Engine performance Evaluation using Biodiesel using Biodiesel Blend from waste palm Kernel oil, Mixed WVOs And Diesel Fuel. The int. J. of Engg. andSci2013; 2: 19-25. [37] Sharma L, Grover NK, Bharadwaj M, kaushal I. Comparison of Engine Performance of mixed jatropha and cotton seed Derived Biodiesel Blends with conventional Diesel. Int. J. of Engg. Tech. 2012; 3(1): 29-32. [38] Yathish KV, Suresh R, Amruth E. Optimization of biodiesel production from mixed oil(Karanja and Dairy waste scum oil) using Homogeneous Catalyst. ISRO J. of App. Chem2013; 3: 09-15. [39] Qiu F, Li Y, Yang D, Li X, Sun, P. Biodiesel production from mixed soybean oil and rapeseed oil. Applied energy 2011; 88: 2050-55. [40] Sanjid A, Kalam MA, Masjuki HH, Varman M, Zulkifili NWBM, Abedin MJ. Performance and emission of multi-cylinder diesel engine using biodiesel blends obtained from mixed inedible feedstocks. Journal of Cleaner Production2016; 112(5): 4114-22. [41] Dharma S, Masjuki HH, Ong HC, Sebayang AH, Silitonga AS, Kusumo F, Mahlia TMI. Optimization of biodiesel production process for mixed Jatropha curcas–Ceibapentandra biodiesel using response surface methodology. Energy Conversion and Management 2016; 115(1): 178-90. [42] Fadhil AB, Tikrity ETBA, Albadree MA. Biodiesel production from mixed non-edible oils, castor seed oil and waste fish oil. Fuel 2017; 210: 721-28. [43] Demirbas A. Progress and recent trends in biodiesel fuels. Energy Convers. Management 2009; 50: 14-34.

ACCEPTED MANUSCRIPT

[44] Qi D, Lee C, Jia C, Wang P, Wu S. Experimental investigations of combustion and emission characteristics of rapeseed oil–diesel blends in a two cylinder agricultural diesel engine. Energ Convers Manage 2014; 77: 227-32. [45] Atabani AE, César AdS. Calophyllum inophyllum L. – A prospective non-edible biodiesel feedstock. Study of biodiesel production, properties, fatty acid composition, blending and engine performance. Renewable and Sustainable Energy Reviews 2014; 37: 644-55. [46] Can Ö. Combustion characteristics, performance and exhaust emissions of a diesel engine fueled with a waste cooking oil biodiesel mixture. Energy Convers. Management 2014; 87: 676-86. [47] Canakci M, Ozsezen AN, Arcaklioglu E, Erdil A. Prediction of performance and exhaust emissions of a diesel engine fueled with biodiesel produced from waste frying palm oil. Expert Systems with Applications 2009; 36: 9268-80. [48] Muralidharan K, Vasudevan D, Sheeba K.

Performance, emission and combustion

characteristics of biodiesel fuelled variable compression ratio engine. Energy 2011; 36: 5385-93. [49] Rahman MM, Hassan MH, Kalam MA, Atabani AE, Memon LA, Rahman SMA. Performance and emission analysis of Jatropha curcas and Moringa oleifera methyl ester fuel blends in a multi-cylinder diesel engine. Journal of Cleaner Production 2014; 65: 30410. [50] Md. NurunNabi, Md. Mustafizur Rahman, Md. Shamim Akhter. Biodiesel from cotton seed oil and its effect on engine performance and exhaust emissions. Applied Thermal Engineering 2009; 29(11): 2265-70

ACCEPTED MANUSCRIPT

[51] Ganapathy T, Gakkhar RP, Murugesan K. Influence of injection timing on performance, combustion and emission characteristics of Jatropha biodiesel engine. ApplEnerg2011; 88: 4376-86. [52] Gumus M, Sayin C, Canakci M. The impact of fuel injection pressure on the exhaust emissions of a direct injection diesel engine fueled with biodiesel–diesel fuel blends. Fuel 2012; 95: 486-494. [53] Aydın S, Sayın C. Impact of thermal barrier coating application on the combustion, performance and emissions of a diesel engine fueled with waste cooking oil biodiesel– diesel blends. Fuel 2014; 136: 334-40. [54] Habibullah M, Masjuki HH,Kalam MA, Rizwanul Fattah IM, Ashraful AM, Mobarak HM. Biodiesel production and performance evaluation of coconut, palm and their combined blend with diesel in a single-cylinder diesel engine. Energy Convers. Management2014; 87: 250-57. [55] Hirkude J, Padalkar AS. Experimental investigation of the effect of compression ratio on performance and emissions of CI engine operated with waste fried oil methyl ester blend. Fuel Process. Technol. 2014; 128: 367-75. [56] Kalam M, Masjuki H, Jayed M, Liaquat A. Emission and performance characteristics of an indirect ignition diesel engine fuelled with waste cooking oil. Energy 2011; 36: 397-02. [57] Niemi SA, Hatonen T. Results from a Durability Test of a Mustard Seed Oil-Driven Tractor Engine 1998; SAE Technical Paper 982528. [58] Ozsezen AN, Canakci M. Determination of performance and combustion characteristics of a diesel engine fueled with canola and waste palm oil methyl esters. Energy Convers Manage 2011; 52(1):108–16.

ACCEPTED MANUSCRIPT

[59] Palash SM, Kalam MA, Masjuki HH, Arbab MI, Masum BM, Sanjid A. Impacts of NOx reducing antioxidant additive on performance and emissions of a multi-cylinder diesel engine fueled with Jatropha biodiesel blends. Energy Convers. Manage. 2014; 77: 577-85. [60] Özener O, Yüksek L, Ergenç AT, Özka, M. Effects of soybean biodiesel on a DI diesel engine performance, emission and combustion characteristics. Fuel 2014; 115: 875-83. [61] Attia AMA, Hassaneen AE. Influence of diesel fuel blended with biodiesel produced from waste cooking oil on diesel engine performance. Fuel 2016; 167: 316-28. [62] Lapuerta M, Herreros JM, Lyons LL, García-Contreras R, Briceño Y. Effect of the alcohol type used in the production of waste cooking oil biodiesel on diesel performance and emissions. Fuel 2008; 87: 3161-69. [63] Mosarof MH, Kalam MA, Masjuki HH, Alabdulkarem A, Ashraful AM, Arslan A, Rashedul HK, Monirul IM. Optimization of performance, emission, friction and wear characteristics of palm and Calophyllum inophyllum biodiesel blends. Energ Convers Manage 2016; 118: 119-34.

ACCEPTED MANUSCRIPT

Fig. 1 Test Engine Setup

ACCEPTED MANUSCRIPT

30

Brake Thermal Efficiency

FD PMBD 10

25

Brake Thermal Efficeincy (%)

PMBD 20 PMBD 30

20

POBD 10 POBD 20

15

POBD 30 MBD 10

10

MBD 20 MBD 30

5

KBD 10 0

KBD 20 0

20

40 60 Brake Power (kW)

80

100

Fig. 2 Effect of Brake Thermal Efficiency with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT

Brake Specific Energy Consumption 60000

FD

Brake Specific Energy Consumption (KJ/kWhr)

PMBD 10 PMBD 20

50000

PMBD 230 40000

POBD 10 POBD 20

30000

POBD 30 MBD 10

20000

MBD 20 MBD 30

10000

KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

KBD 30

Fig. 3 Effect of Brake Specific Energy Consumption with respect to Brake Power

ACCEPTED MANUSCRIPT

Exhaust gas Temperature

600

FD PMBD 10

Exhaust gas Temperature (*C)

500

PMBD 20 PMBD 30

400

POBD 10 POBD 20

300

POBD 30 MBD 10

200

MBD 20 MBD 30

100

KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

Fig. 4 Effect of Exhaust Gas Temperature with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT

Carbon Monoxide

0.9

FD PMBD 10

0.8

PMBD 20

0.7

Carbon Monoxide (%)

PMBD 30 0.6

POBD 10

0.5

POBD 20 POBD 30

0.4

MBD 10 0.3 MBD 20 0.2

MBD 30

0.1

KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

Fig. 5 Effect of Carbon Monoxide with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT

Carbon Dioxide

9

FD PMBD 10

8

PMBD 20

Carbon Dioxide (%)

7

PMBD 30

6

POBD 10

5

POBD 20

4

POBD 30 MBD 10

3

MBD 20 2 MBD 30 1

KBD 10

0 0

20

40

60

80

100

Brake Power (kW)

Fig. 6 Effect of Carbon Dioxide with respect to Brake Power

KBD 20 KBD 30

ACCEPTED MANUSCRIPT

Hydrocarbon

60

FD PMBD 10

50

PMBD 20

Hydrocarbon (ppm)

PMBD 30 40

POBD 10 POBD 20

30 POBD 30 MBD 10

20

MBD 20 MBD 30

10

KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

Fig. 7 Effect of Hydrocarbon with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT

Nitrogen Oxide

3000

FD PMBD 10

2500

PMBD 20 PMBD 30

Nox (ppm)

2000

POBD 10 POBD 20

1500

POBD 30 MBD 10

1000

MBD 20 MBD 30

500 KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

Fig. 8 Effect of Oxide of Nitrogen with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT

Smoke Opacity

Smoke opacity (%)

50

FD

45

PMBD 10

40

PMBD 20

35

PMBD 30 POBD 10

30

POBD 20 25 POBD 30 20

MBD 10

15

MBD 20

10

MBD 30

5

KBD 10 KBD 20

0 0

20

40 60 Brake Power (kW)

80

100

Fig. 9 Effect of Smoke Opacity with respect to Brake Power

KBD 30

ACCEPTED MANUSCRIPT Highlights: 1. 2. 3. 4. 5.

Post mixed biodiesel blend (POBD 20) showed better oil characteristics. Brake Thermal Efficiency for POBD 20 was found to be 3.51% lower than diesel. CO emission reducedby 28.63% for POBD 20 than normal fossil diesel. POBD 20 emitted 51.44% less HC than diesel. NOx emission for POBD 20 was 2.32% higher than that of normal diesel.

ACCEPTED MANUSCRIPT

Table 1 Literature review on Mahua Biodiesel Author (s) Ref. 10

Publication Details Int. J. of Sci. & Tech. Research, 2 (8), 2013, p.39-44

Ref. 11

Biomass & Bioenergy, 28, 2005, p. 87-93.

Ref. 12

Int. J. of Env. Sci, 3 (1), 2012, p.639649

Ref. 13

Journal of Chemical and Pharmaceutical Research. 2011; 3(2), p. 39-49

Ref. 14

Int. J. Eng. Res & Tech, Oct 2013; 2 p.1-5

Ref. 15

Agricultural Engineering international(2008) , vol. 10

Ref. 16

Ref. 17

Work carried out

Outcomes

Emission of net CO, HC, CO2 and NOx are less for mahua biodiesel TWC Converter and DEF system. utilizing urea SCR. Biodiesel preparation and emission characteristic of mahua biodiesel in a diesel engine The experiment was carried out on single cylinder diesel engine using biodiesel derived mahua alternative fuel Study on biodiesel production from various non-edible oils available in India

Mahua biodiesel gives slight power loss with an increase in fuel consumption. Decrease in CO, HC while there is an increment in NOX

Performance and emission characteristic of mahua oil biodiesel on compression ignition engine. Experiment with mahua biodiesel on diesel engine

Manuscript depicts an increment in SFC and decrement in BTE. Similarly, there is a diminishing behavior for CO, HC and smoke emission for biodiesel. The execution of the motor with B20 mixed was discover to be comparative with that of diesel fuel with methyl ester can be utilized as a substitute for diesel fuel in pressure ignition engine.

ISRN Renewable Energy, (6) (2011)

Experiment on performance and emission characteristic of mahua biodiesel in diesel engine.

B20 mix is the ideal centralization of mahua biodiesel with diesel mix which indicates execution like that of petroleum diesel and lessened outflow fumes in pressure to net petroleum diesel.

Energy Procedia. 2014; 54: 569-579

Experimental investigation

Low fuel consumption, Higher BTE, Reduction in HC and NOx, while CO, smoke and HC increases. The various fuel properties were found to be comparable with that of diesel fuel.

Increase in additive leads to an on increment in BTE and EGT, while

ACCEPTED MANUSCRIPT

Ref. 18

Fuel processing Technology. 2016; 149: 7-14

Ref. 19

Alexenderia Engineering Journal. 2017. DOIhttps://doi.org/10.1 016/j.aej.2017.07.0 09 Engineering Science and Technology, an International Journal. 2017; 20: 511-517

Ref. 20

Ref. 21

Journal of King Saud UniversityEngineering Sciences. 2017; DOIhttps://doi.org/10.1 016/j.jksues.2017.0 9.003

Performance and Emission characteristics of a Diesel Engine Fueled with mahua Biodiesel using Additive. Investigation of red mud as catalyst in Mahua oil biodiesel production and its engine performance Emission analysis on mahua oil biodiesel and higher alcohol blends in diesel engine

BSFC decreases. Similarly for emission analysis, CO, HC decreases, NOx and smoke shows an increasing trend for additive blends.

Analysis of properties and estimation of optimum blending ratio of blended mahua biodiesel

A Physico-chemical property of mahua biodiesel ismatched within the range as laid dowm by ASTM standards. B30 is considered to be the optimal blend ratio thereby taking CFPP into account. Decrement in both CO and HC in comparison to that of conventional fuel. Mahua oil methyl eater is therefor considered as suitable substitute fuel for conventional fuels.

A comparative study of stability characteristics of Mahua and Jatropha biodiesel and their blends.

B25 blend helps in reducing exhaust emission in diesel engine. Red mud might be used as economical catalyst. Increase in Octanol blend, helps in reducing overall emission from diesel engine.

Table 2 Literature review on Karanja Biodiesel Author (s) Ref. 22

Publication Work carried out Details Renew Experimental energy investigation on 2013, 52, Performance, p.283emission and 291. combustion characteristic of Karanja oil blends.

Outcomes Fuel utilization and warm effectiveness are moderately mediocre for all karanja oil mixes contrasted with mineral diesel. HC discharge was lower for karanja oil mixes than mineral diesel for the entire motor working range over all mix focuses. CO and NO discharges were somewhat higher for higher karanja oil

ACCEPTED MANUSCRIPT

Ref. 23

Fuel 2014;119: p.70-80.

Ref. 24

Fuel 2015; 141: p.154163.

Ref. 25

Energy 2013; 56, p.1-7

Ref. 26

mixes. Smoke darkness was lower for lower karanja oil mixes contrasted with miner diesel. Absolute particulate number amassing of and biodiesel mixes is lower than mineral diesel. Use of 20% mix of of karanja biodiesel bring about most astounding diminishment of particulate in number emanations at impeded begin of infusion timing.

Performance, Emission combustion characteristic karanja biodiesel transportation engine fuel Effect of karanja biodiesel blends on particulate emission from a transportation engine.

A study on the performance and emission of a diesel engine fuelled with karanja oil biodiesel and its blend App. Experimental Energy investigation of 2009;86(1 performance and ),p.106-12 emissions of karanja oil and its blends in a single cylinder agricultural diesel enigne.

Ref. 27

Fuel Development of 2008; 87 biodiesel from p.1740-2 karanja, a tree found in rural India.

Ref. 28

Biomass and Bioenergy 2004;

Diesel engine emission performance from blends of karanja

BSFC for lower KOME mixes was tantamount to mineral diesel however BSFC expanded for higher biodiesel mixes. BSCO, BSHC and smoke outflows of karanja biodiesel mixes were lower than mineral biodiesel demonstrated that up to 20% karanja biodiesel mixed can be used in an unmodified DICI motor. Brake thermal efficiency was 4-6% lesser for Karanja oil in comparison to diesel. Additionally, exhaust gas emissions likeHC, CO, CO2 and smoke were lower with karanja biodiesel fuel. Both the corrosive and also antacid esterification were accordingly performed to get last item. NaoH are discovered to be superierimpetus than KOH as far as yield. Most extreme yield of 89.5% was accomplished at 8:1 molar proportion for basic esterification and 9:1 molar proportion for basic esterification, 0.5 wt % impetus (NaoH/KOH) utilizing mechanical starrier. The diminishment in smoke emission together with increment in torque, BP, BTE and decrease in BSFC made the mixes of karanja esterification oil an appropriate substitute fuel for diesel and could help in controlling air contamination. This paper talk about the component of a double process embraced for the generation of biodiesel from karanja oil containing FFA up to 18%. The primary

ACCEPTED MANUSCRIPT

27(4):p.39 methyl 3-7 diesel.

Ref. 29

Fuel 2012;98:1 -4.

Ref. 30

Perspectiv es in Science. 2016; 8: 241-243

Ref. 31

Energy. 2017; 119: 138151.

Ref. 32

Egyptian Journal of Petroleum , 2017; DOI10.1016/j. ejpe.2017. 03.001

ester

and step is corrosive catalyzed esterification by utilizing 0.4% H2SO4 to liquor 5:1 molar proportion regarding the high FFA karanja oil to create methyl methyl ester by bringing down the corrosive quality, and following step is double based catalyzed transesterification. Acid-catalyzed Biodiesel generation by corrosive esterification of catalyzed esterification of high FFA karanja karanja oil. (PongamiaPinanata) Acid estimation of karanja oil was oil with high free decreased to 1.4 mg KOH/g from 13.16 fatty acid for mg KOH/g. The pre-treatment decreases the general biodiesel many-sided quality of the procedure and production. expense of biodiesel. Evaluation of B40 depicts better properties in engine performance comparison to other test fuels. and emission with Reduction in BSFC, Increment in BSEC methyl ester of and BTE. CO and HC lowered while NOx increased Karanja oil with blend percentage of Karanja biodiesel Spray KB40 depicts narrow as well as deep characteristics, spray penetration process. emgine performance KB40 at 4Mpa showed spray and emission performance similar to diesel. analysis for Karanja Decrement in torque, BTE and EGR biodiesel and its while slight increment in BSFC than conventional fuel. blends Investigation on Highest BTE obtained was 31% at B25 performance and blend. emission HC emission was less for Karanja characteristics of a biodiesel than diesel. B25 emits lesser CO than diesel. variable compression multi BSFC for B25 was also lesser in fuel engine fuelled comparison to other test fuels. with Karanja biodiesel diesel blend

Table 3 Literature review on Pre-mixed Biodiesel Author (s)

Publication Details

Work carried out

Outcomes

ACCEPTED MANUSCRIPT

No literature review states about the utilization of pre-mixed biodiesel blends on performance and emission characteristics of a diesel engine.

Table 4 Literature review on Post-mixed Biodiesel Author Publication (s) Details Ref. 33 J. of Sci. and Ind. Res. 2008; 67-76

Ref. 34

J. of King Saud Uni. Eng. Sci. 2017,pp. 50-56.

Ref. 35

Chem. Engg. & Sci. 2013;1,p.62 -66

Ref. 36

The int. j. of Engg. and Sci. 2013;2: p. 19-25

Ref. 37

Int.

j.

Work carried out

Outcomes

Performance of mixed Utilization of blended bioidesel (polanga, biodiesel fuelled diesel karanja and jatropha oils) in a traditional diesel engine demonstrates that performance engine characteristics for an engine with post mixed biodiesel blends operation are quite similar to those with conventional diesel. CO, smoke, NOxshowedremarkable decrement in emission compared to that of other test fuels. Experimental From the experimental analysis results, the investigation on mixing thermal efficiency and mechanical on mixing on two efficiency of Blend A were slightly higher biodiesel as alternative than the diesel. Blend B and Blend C were fuel diesel engine. very closer to the diesel values. 2. The specific fuel consumption values of dual biodiesel blends were comparable to diesel. Blend A and Blend B produced slightly lower CO and CO2 than diesel. Consequently, it might be reasoned that biodiesel mixes may be utilized as an alternative fuel for diesel. Preparation and Biodiesel was prepared from MFO by threeoptimization of step method; in three-step method aqueous biodiesel production sodium hydroxide solution was used. The from Mixed feed stock present experimental results support that produced biodiesel from MFO by this method can be successfully used as diesel. Engine performance 1. 90% diesel + 10% waste palm kernel oil Evaluation using (BPK10); and 80% diesel + 20% waste Biodiesel using palm kernel oil (BPK20) blends of biodiesel Biodiesel Blend from gave higher thermal efficiencies, higher waste palm Kernel oil, brake power and lower exhaust Mixed WVOs And temperatures. 2. Furthermore, BSFC was lower for Diesel Fuel. BPK10 and BPK20 blends in comparison to other test fuels.

of Comparison of Engine It was found that specific gravity, calorific

ACCEPTED MANUSCRIPT

Engg. tech. Performance of mixed 2012;3(1), jatropha and cotton p.29-32. seed Derived Biodiesel Blends with conventional Diesel

values and engine performance for both blends were close to conventional diesel. This study reveals a green technology using plant based biodiesels as alternative to fossil fuels.

Ref. 38

ISRO J. of App. Chem. 2013;3, p. 09-15

1. Viscosity of the mixed oil biodiesel is low compared to the karanja oil biodiesel 2. The flash point of the mixed oil biodiesel increases compared to scum oil biodiesel. 3. In mixed oil biodiesel there is no settling of segments. 4. In mixed oil biodiesel the yield is more compared to individual other oils.

Ref. 39

Applied energy 2011;88,p.2 050-2055. Journal of Cleaner production 2016; 112(5): 4114-4122. Energy Conversion and Managemen t 2016; 115: 178-190

Ref. 40

Ref. 41

Ref. 42

Optimization of biodiesel production from mixed oil(Karanja and Dairy waste scum oil) using Homogeneous Catalyst.

Biodiesel production The properties of acquired biodiesel from from mixed soybean oil blended oils are near to conventional diesel and rapeseed oil fuel and are appraised as a sensible fuel as another option to diesel. Performance and HC and CO emission were low than emission of multi- individual test fuel blends. cylinder diesel engine Hence, mixed biodiesel blends of 10% and using biodiesel blends 20% were safely utilized on to diesel engine obtained from mixed without any hazards. inedible feedstocks Optimization of Post mixed biodiesel blends of Jatrophabiodiesel production Ceiba oil has a yield of 93%. process for mixed Blend of 50-50 is recommended as potential jatrophablend for substituting present conventional fuel. curcaspentandra biodiesel using response surface methodology. Fuel. 2017; Biodiesel production Post mixed biodiesel blends of CSO and 210: 721- from mixed non-edible WFO oil has a yield of 98%. 728 oils, castor seed oil and Mixed biodiesel blends of CSO and WFO properties were showed improved result waste fish oil. than other test fuels. Table 5.Uncertainty analysis at optimal loading condition

S. No

Measurement

Range

Resolution

1 2 3 4

CO CO2 HC NO

0-10 vol. % 0-20 vol. % 0-20000 ppm 0-22 vol. %

±0.01 vol % ±0.1 vol % ±2 ppm ±1 vol %

Uncertainty (%) ±0.04 ±0.07 ±2 ±0.45

ACCEPTED MANUSCRIPT

5 6 7 8 9 10

Smoke Load Speed Time Fuel flow Air Flow

11 12 13 14

BSEC BTE EGT Crank angle encoder

0-100 vol. % 0-500 Nm 0-10000 RPM 0.5-36 L/hr 0.25-7.83 Kg/min 0-1200 0C -

±1 % ±0.1 Nm ±1 RPM ±0.1 Sec ±0.01 L/hr ±0.07 Kg/min

±0.1 ±0.3 ±0.1 ±0.1 ±0.68 ±2

±5 gm/kWh ±0.2 % ±0.2 0C ±0.5 0CA

±2.04 ±0.66 ±0.07 ±0.2

Table 6 Test Engine Specification Sl. No 1 2 3 4 5 6 7 8 9 10

Engine details Make Rated Horsepower (kW) Number of cylinders Number of strokes Rotation per minute (RPM) Compression ratio (CR) Stroke Length (mm) Bore diameter (mm) Injector opening Pressure Injection timing

Specification details K.C.Engineers Pvt. Ltd. 14 2 4 1500 16:1 110 114 220 bar 230bTDC

Table 7. Technical specification of AVL 444 multi gas analyzer Parameters CO

Measuring range 0-10 % vol.

Resolution 0.01 % vol.

HC

0-20000 (ppm) vol.

CO2

0-20 % vol.

≤ 2000:1 (ppm) vol. > 2000:10 (ppm) vol. 0.1 % vol.

NO

0-22 % vol.

0.1 % vol.

O2

0-5000 (ppm) vol.

1 (ppm) vol.

Accuracy < 0.6 % vol. ± 0.03 % vol. ≥ 0.6 % vol. ± 5 % vol. < 200 (ppm) vol. ± 10 (ppm) vol. ≥ 200 (ppm) vol. ± 5 % vol. < 10 % vol. ± 0.5 vol. ≥ 10 % vol. ± 5 vol. < 2 % vol. ± 0.1 % vol. ≥ 2 % vol. ± 5 % vol. < 500 (ppm) vol. ± 50 (ppm) vol. ≥ 500 (ppm) vol. ± 10 % vol.

Table 8. Technical specification of AVL 437 smoke meter Parameters Smoke Opacity

Measuring range Resolution 0-100 % 0.1 %

Accuracy ±1%

ACCEPTED MANUSCRIPT

Table 9.Sensitivity of all measuring instruments S. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Measuring instrument Digital bomb calorimeter Thermometer Weight balance Stop watch Fuel manometer Burette for fuel measurement Exhaust gas temperature gauge Manometer in the exhaust pipe Air flow rate measurement sensor Carbon dioxide Fuel flow rate measurement sensor Carbon monoxide Hydrocarbon Nitrogen Oxides Smoke opacity

Error (%) ±1.0 ±1.0 ±1.0 ±1.25 ±1.0 ±1.0 ±5.0 ±1.0 ±0.01 m3/h ±0.01 kg/hr ±0.06 ±0.3 ±10 ppm ±0.1 ±1.0

Table 10Physio-Chemical Characteristics of Diesel, Mahua Biodiesel, karanja Biodiesel, Premixed and Post-mixed biodiesel blends Fuel Properties Density at 40 0C (kg/m3) Viscosity at 40 0C (cSt) Cetane number Carbon residue (%) Calorific value (MJ/kg) Acid value (mg KOH/g)

Diesel

MBD 100

KBD 100

MBD 10

MBD 20

MBD 30

KBD 10

KBD 20

KBD 30

837

874

870

851

854.3

855.8

854

857.3

862

2.97

4.81

4.87

3.87

4.01

4.15

3.84

3.98

4.12

48

57

59

51

51.6

53

50.8

51.4

54.4

0.3

0.32

0.17

0.16

0.153

0.18

0.17

0.16

45.64

38.63

39.47

41.64

41.2

40.50 7

41.83

40.21

39.9

0.182

0.43

0.48

0.29

0.31

0.33

0.34

0.37

0.39

Pour point 0C

1

4

7

2

2.4

3.2

3.1

4

5.1

Flash point 0C

59 68

151

154

155.5

163

141 152

143 156

149 161

145 156

148 157.2

151 163

2

5

9

3

3.9

4.4

6

6.3

7.1

0.01

0.02

0.024

0.01

0.014

0.02

0.01

0.01

0.02

Fire Point 0C Cloud point 0C Ash Content (%w/w) Cont..

0.35

ACCEPTED MANUSCRIPT

Fuel Properties Density at 40 0C (kg/m3) Viscosity at 40 0C (cSt) Cetane number Carbon residue (%) Calorific value (MJ/kg) Acid value (mg KOH/g)

POBD 10

POBD 20

POBD 30

PMBD 10

PMBD 20

PMBD 30

842.4

843.8

853.1

849.5

854.2

859.7

2.89

3.04

3.22

3.11

3.25

3.43

49 0.098

50.2 0.119

51.8 0.127

49.4 0.12

51.7 0.146

53.02 0.151

44.27

43.48

42.02

43.71

42.09

41.13

0.22

0.23

0.25

0.21

0.25

0.27

Pour point 0C

0

1

1.5

0

1

2

Flash point 0C Fire Point 0C

122 131

124 137

135 146

123 134

128 137

137 149

Cloud point 0C

2.6

2.9

3.1

3.4

4.7

5.8

Ash Content (%w/w)

0.0087

0.009

0.0098

0.0094

0.01

0.01

MBD 100 KBD 100 MBD10 MBD20 MBD30 KBD10 KBD20 KBD30 POBD 10 POBD 20 POBD 30 PMBD 10 PMBD 20 PMBD 30

-

Mahua Biodiesel 100% Karanja Biodiesel 100% Mahua Biodiesel 10% + Diesel 90% Mahua Biodiesel 20% + Diesel 80% Mahua Biodiesel 30% + Diesel 70% Karanja Biodiesel 10% + Diesel 90% Karanja Biodiesel 20% + Diesel 80% Karanja Biodiesel 30% + Diesel 70% Post mixed biodiesel 10% + Diesel 90% Post mixed biodiesel 20% + Diesel 80% Post mixed biodiesel 30% + Diesel 70% Pre mixed biodiesel 10% + Diesel 90% Pre mixed biodiesel 20% + Diesel 80% pre mixed biodiesel 30% + Diesel 70%