Research ArticlePerformance Emission Energy and Exergy Analysis of a CIEngine Using Mahua Biodiesel Blends with Diesel
Nabnit Panigrahi1 Mahendra Kumar Mohanty2
Sruti Ranjan Mishra3 and Ramesh Chandra Mohanty4
1 Department of Mechanical Engineering Gandhi Institute of Technology and Management Bhubaneswar 752054 India2 College of Agricultural Engineering and Technology OUAT Bhubaneswar 751003 India3 Department of Chemistry CV Raman College of Engineering Janla Bhubaneswar 752054 India4Department of Mechanical Engineering Centurion University of Technology and Management Khurda 752050 India
Correspondence should be addressed to Nabnit Panigrahi nabnit panigrahiyahoocom
Received 30 March 2014 Revised 26 July 2014 Accepted 9 August 2014 Published 30 October 2014
Academic Editor Prasanta Sahoo
Copyright copy 2014 Nabnit Panigrahi et al This is an open access article distributed under the Creative Commons AttributionLicense which permits unrestricted use distribution and reproduction in any medium provided the original work is properlycited
This paper presents an experimental investigation on a four-stroke single cylinder diesel engine fuelled with the blends ofMahua oilmethyl ester (MOME) and diesel The performance emission energy and exergy analysis has been carried out in B20 (mixture of80 diesel by volume with 20MOME) From energy analysis it was observed that the fuel energy input as well as energy carriedaway by exhaust gases was 625 and 1186 more in case of diesel than that of B20 The unaccounted losses were 1021 more incase of diesel than B20 The energy efficiency was 28 while the total losses were 72 for diesel In case of B20 the efficiency was6574 higher than that of diesel The exergy analysis shows that the input availability of diesel fuel is 146more than that of B20For availability in brake power as well as exhaust gases of diesel were 566 and 32 more than that of B20 Destructed availabilityof B20 was 097 more than diesel Thus as per as performance emission energy and exergy part were concerned B20 is foundto be very close with that of diesel
1 Introduction
The consumption of petroleum products in India is 150million metric tons per year Primary commercial energydemand growth is 5 per year India accounted for 39of the worldrsquos commercial energy demand (Infraline EnergyReport) Indiarsquos growing dependence on imported oil prod-ucts and the domestic rise in the crude oil prices haverecently been of great concern which affects the countryrsquoseconomy and development Pollution also remains a majorchallenge Air pollution is a serious issue with the majorsources being vehicle emissionThese factors have compelledthe researchers to find an alternative solution In recentyears in the context of climate changes and of soaring pricesfor diesel biodiesel is now being presented as a renewablealternative energy to petro-diesel by different researchers7 of total renewable energy is available in wide forms andsources
Currently in many countries the emissions of dieselengines running on petrodiesel are strictly regulated Theupper limits for the emission of CO CO
2 NO
119909 THC
(total unburned hydrocarbons) and PM (particulatematters)have been defined These limits and scarcity of petroleumresources have promoted researchers to go for an alternativefuel used in CI engines
Experiments study shows that the use of pure oils (SVO =straight vegetable oil or PPO = pure plant oil) is becomingof interest as alternative fuels for diesel engines This isespecially a case in remote areas in developing countrieswhere petrodiesel and biodiesel are often not readily availableor expensive [2] For engines designed to burn diesel fuelthe viscosity of vegetable oil must be lowered to allowfor proper atomization of the fuel otherwise incompletecombustion and carbon buildup will ultimately damage theengine (vegetable oil fuel from Wikipedia the free ency-clopedia) Principally the viscosity and surface tension of
Hindawi Publishing CorporationInternational Scholarly Research NoticesVolume 2014 Article ID 207465 13 pageshttpdxdoiorg1011552014207465
SVOPPOmust be reduced by preheating it typically by usingwaste heat from the engine or electricity otherwise pooratomization incomplete combustion and carbonizationmayresult One common solution is to add a heat exchanger andan additional fuel tank for the petrodiesel or biodiesel blendand to get switch between this additional tank and maintank of SVOPPO which is expensive (modified fuel systemby Wikipedia the free encyclopedia) During the preheatedSVO engine decreases the power and efficiency [3]
Conclusions were drawn by researcher based on experi-ments study Navindgi et al [4] have carried out the experi-ments with preheated SVO of Neem Mahua and Castor andfound that neat oil with preheating can be substituted as fuelfor diesel engine Kapilan et al [5] used Mahua oil as fuel inthe diesel engine and concluded that the thermal efficiency isfound to be lower while smoke emission is found to be higherAcharya et al (2011) [6] have conducted an experiment onpreheated SVO up to 130∘C in order to reduce viscosity Theresult obtained was that more preheated SVO oil was neededto produce the same amount of energy produced by thepure diesel fuel Regarding the brake thermal efficiency ofpreheated SVO it was lower than that of diesel throughout theentire range Effect of exhaust mission also shows poor resultHC CO CO
2 NO119909 and smoke composition were found
much higher in comparison to diesel These problems arisedue to high viscosity low volatility character and increasedcombustion temperature of oxygenated fuel The fuel injec-tion system of new technologies engines is sensitive to fuelviscosity changes High viscosity of oil which is due to highfree fatty acid (FFA) may lead to poor combustion injectorchocking ring sticking injector deposits and injector pumpfailure Sahoo et al [7] concluded that transesterification isone of the most reliable and commonly used techniques toproduce biodiesel from oil seeds
Energy analysis studies show that 13 rd of the energyof a fossil fuel is destroyed during the combustion process[8] Palm oil methyl ester (POME) run engine can recoveraround 26 of the energy supplied by the fuel [9] Soybeanbiodiesel shows similar energetic performance values withthat of petroleum diesel fuel [10] Thermal efficiency ofengine fuelled by diesel was slightly higher than B50 palm oilbiodiesel [11]
In this study experiments were performed on a sin-gle cylinder four-stroke 35 Kw diesel engine at variouscapacities of the engine The engine was first operated bydiesel and then followed by various blends of MOME Theperformance and emission characteristics were investigatedFor energy analysis the 1st law of thermodynamics is appliedto quantify various losses of the above engine by using diesel
fuel and B20 at full load For exergy analysis the 2nd law ofthermodynamics is applied to determine the available workof a four-stroke diesel engine by using diesel and B20
Madhuca longifolia commonly known as Mahua is anIndian tropical tree found largely in the central and northIndian plains and forests It is a fast-growing tree and growsto approximately 20 metres in height possesses evergreen orsemievergreen foliage and belongs to the family SapotaceaeIt is adapted to arid environments being a prominent treein tropical mixed deciduous forests in India in the states ofChhattisgarh Jharkhand UP MP and Bihar and Odisha It iscultivated in warm and humid regions producing between 20and 200 kg of seeds annually per tree depending on maturity(Madhuca longifolia Wikipedia) Flowers are cream coloredcorollas fleshy and juicy and clustered at the end of branchesFruits are berries ovoid fleshy turning yellowish greenwhen ripe and 3ndash5 cm long Seed is large 3-4 cm long andelliptical on one side [12]
In villages oil extraction is done by localmethod after theflowers that ripen known as tola (local name) are collected Itis then put in a water container so that it will be easy to obtainseeds from kernels Kernels are separated to obtain the seedsThese seeds are then turned into small pieces followed bydrying these small pieces seeds in hot atmospheric conditionfor 2 to 3 hours The oil yields are done by local ghanis TheMahua oil obtained by pressing is collected in a drum Thusfiltration is done to remove the various unwanted particles leftin the extracted oil in order to obtain the pureMahua oilTheoil yields from ghanis are 20ndash30 while those of oil expellersare 34ndash37 respectively The expelled cake was relevant torecover the residual oil and after that cakes were used asfertilizers for agriculture purpose Fresh oil from properlystored seeds is yellow while commercial oils are generallygreenish yellow with disagreeable odor and taste FFA oilextracted from fresh kernels are less than 1-2 comparedto stored extracted kernels which is around 30 (biodieselbusiness prospect for profitable sustainability) Mahua seedsoil biodiesel and cakes are shown in Figure 1
Mahua seed contains 35 oil and 16 protein The fattyacid profile of Mahua oil is shown in Table 1
2 Materials and Methods
21 Oil Extraction Crude Mahua oil was purchased fromkaranji village at keonjhar district Commercial diesel waspurchased from nearby Indian oil filling station The oilexperiment was carried out in the Renewable Energy Lab ofOrissa University of Agriculture and Technology (OUAT)
International Scholarly Research Notices 3
Figure 1 Mahua oil and biodiesel seeds and cakes
Figure 2 Apparatus used in renewable energy lab
Bhubaneswar Odisha Various apparatus in this lab areshown in Figure 2 All chemicals like methanol acid catalystsulphuric acid (H
2SO4) alkali catalyst (KOH) and so forth
used of analytical grade were available in the lab Theacid value of crude Mahua oil was found to be 784 whichwas greater than 6 To achieve maximum conversion ofbiodiesel from high FFA oil two steps (esterification andtransesterification) methods were used [13]
22 Acid Method Under this process the acid catalystmixture 125mL of H
2SO4(1)+250mL methanol (20)
was added to 1250mL preheated oil (oil was heated at 60∘Cfor 15 minutes) samples The reactants are stirred at a speedof 1600 rpm at a temperature of 60∘C for 2 hours resulting inreduction of the acid value that is the FFAwas reduced to 28After the reaction the lower glycerol layer was decanted andthe upper ester layer was taken for transesterification Once
4 International Scholarly Research Notices
Figure 3 Experimental setup showing the diesel engine and multigas analyzer
the reaction was complete it was dewatered by passing it overanhydrous Na
2SO4before transesterification
23 Alkali Catalyzed Method The above sample washeated and chemicals 6 gram of KOH (05) + 250mLmethanol (20) were added A part of the KOH was usedto neutralize the residual amount of acid and the remainingKOH was used for transesterification
24 Purification and Drying The product was allowed tostand overnight to separate the biodiesel and glycerol layerThe upper biodiesel layer was separated from the glycerollayer andwashedwith hot distilledwater to remove the excessmethanol catalyst and traces of glycerol The washed esterlayer was dried at 70∘C under the vacuum to remove themoisture and methanol and again passed over anhydrousNa2SO4 The biodiesel obtained was designated by MOME
having acid value of 112 [14] The acid value of Mahua oil isshown in Table 2 Fuel properties of Mahua Oil MOME andDiesel are given in Table 3
25 Experimental Engine Setup Experiments were per-formed in the Engine Testing Lab OUAT Bhubaneswaron a single cylinder four-stroke diesel engine by usingMOME The performance and emission characteristics wereinvestigated The engine was coupled with a single-phase230V AC alternator with electrical loading of different loadsin watts A multigas analyzer (Model NPM MGM-1) madeby Netel (India) Pvt limited was used for various exhaust gasemissions The engine was first operated by diesel and thecorrespondence readings were taken and then followed byvarious blends of MOME Experimental setup is shown inFigure 3
The specifications of the engine are shown in Table 4
26 Energy Analysis An energy analysis sheet is an accountof energy supplied and utilized by using diesel and B20Reference atmospheric conditions are considered as 1 atm(119875atm) and 27∘C (119879amb) For the purpose of analysis of the1st law of thermodynamics the following assumptions aremade
(1) The engine runs at a steady state
(2) The whole system is selected as a control volume
(3) The composition of air and exhaust gas each formsideal gas mixtures
(4) Potential and Kinetic energy effects of the incomingand outgoing fluid streams are ignored
The fuel energy supplied to the engine is in the form of fuelheat The various ways in which this fuel energy is used inthe system are heat equivalent of brake power energy carriedaway by coolingwater and energy carried away by the exhaustgasses
261 Energy Balance 1st law of thermodynamics can beexpressed as ldquothe net change (increase or decrease) in the totalenergy of the systemduring a process is equal to the differencebetween the total energy entering and the total energy leavingthe system during that processrdquo
That is total energy entering the system minus total energyleaving the system = change in the total energy of the system
For steady-flow system
in = out (1)
That is rate of net energy transfer by heat work and mass =rate of change in internal kinetic potential and so forthenergies [15] This relation is referred to as the energy balanceand is applicable to any kind of system and any kind of
International Scholarly Research Notices 5
Table 3 Fuel properties of Mahua oil MOME and diesel
Fuel properties Mahua oil MOME DieselCalorific value (MjKg) 3886 370 4534Specific gravity 0904 0880 0842Kinematic viscosity at 40∘C (cSt) 3718 498 244Flash point (∘C) 238 208 630Fire point (∘C) 244 240 680Carbon residue () 042 02 0034
Table 4 Engine specifications
Engine parameters SpecificationsManufacturer KirloskarNumber of stroke 4Number of cylinder Single
Type Vertical constant speed anddirect injection
Compression ratio 165 1Rated power 374 KwSpeed 1500 rpmBore times stroke (mm) 80 times 110Cooling Water cooledLubrication used 20W40
process Therefore a general steady flow system can bewritten as
in + in +sumin119898(ℎ +
1198812
2+ 119892119911)
= out + out +sumout
119898 (ℎ +1198812
2+ 119892119911)
(2)
orsdot
119876 minussdot
119882= [ℎ2minus ℎ1+1198812
2
2minus2
1
2+ 119892 (119911
2minus 1199111)] (3)
where is the heat transfer is thework done is themasstransfer ℎ is the enthalpy119881 is the velocity 119885 is the elevationand 119905 is the time taken Obtaining a negative quantity for 119876or119882 simply means that the assumed direction is wrong andshould be reversed [15]
Neglecting the potential energy and kinetic energy (3)can be written on unit-mass basis as
119902 minus 119908 = (ℎ2minus ℎ1) = Δℎ
= int2
1
119862119901(119879) 119889119879 = 119862
119901(1198792minus 1198791)
(4)
where 119902 = is the heat transfer per unit mass 119908 =
is the work done per unit mass 119879 is the correspondingtemperature 119862
119901is the specific heat at constant pressure
Applying (4) to any heat exchanger device the equationis reduced to
119908in = 119908 (ℎ2 minus ℎ1) = 119908119862119901 (1198792 minus 1198791) (5)
262 Energy Balance Calculations for the Present ExperimentAn energy balance or heat balance sheet is an account of heatsupplied and heat utilized in various ways in the engine Thesequence of events in the engine are fuel and air combustionconversion of chemical energy to mechanical work heat lossthrough cooling water to cool the engine head and heat lossby the exhaust gas through calorimeter
The heat supplied to the engine is only in the form of fuelheat (119876
119904) in kW
119876119904= 119898119891times LCV (6)
where 119898119891is the mass of fuel supplied in kgsec LCV is the
lower calorific value of the fuel in kJkgThe various ways in which heat is used in the engine
system is given by the following
(i) Heat Equivalent of Brake Power (119876119861119875) in kW is
119876BP = 2 times 120587 times 119873 times 119879119890 (7)
where119873 is the crank revolution per second 119879119890is the torque
developed in kNsdotm
(ii) Heat Carried Away by Cooling Water (119876119888119908) in kW
Consider
119876cw = 119898119908119890 times 119862119901119908 times (1198792 minus 1198791) (8)
where119898119908119890
is themass of cooling water circulated through thecooling jacket in kgsec 119862
119901119908is the specific heat of water in
kJkgsdotK1198792minus1198791is the rise in temperature of the water passing
through the cooling jacket of the engine in K
(iii) Heat Carried Away by Exhaust Gases (119876119890119909) in kW
Consider
119876ex = 119898119892119890 times 119862119901119890 times (1198795 minus 119879119886) (9)
where 119898119892119890is the mass of exhaust gases (119898
119891+ 119898119886) in Kgsec
119862119901119890
is the specific heat of exhaust gas in kJkgsdotK 1198795is the
exhaust gas to calorimeter inlet temperature in K 119879119886is the
ambient temperature in KAn exhaust gas calorimeter is used for the measurement
of heat carried by exhaust gases It is a simple heat exchangerin which part of the heat of the exhaust gases is transferredto the circulating water The hot gases are cooled by thewater circulated in the calorimeter It is assumed that thecalorimeter is well insulated there is no heat loss except byheat transfer from the exhaust gases to the circulating waterand then for the calculation of 119862
119901119890
6 International Scholarly Research Notices
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
SVOPPOmust be reduced by preheating it typically by usingwaste heat from the engine or electricity otherwise pooratomization incomplete combustion and carbonizationmayresult One common solution is to add a heat exchanger andan additional fuel tank for the petrodiesel or biodiesel blendand to get switch between this additional tank and maintank of SVOPPO which is expensive (modified fuel systemby Wikipedia the free encyclopedia) During the preheatedSVO engine decreases the power and efficiency [3]
Conclusions were drawn by researcher based on experi-ments study Navindgi et al [4] have carried out the experi-ments with preheated SVO of Neem Mahua and Castor andfound that neat oil with preheating can be substituted as fuelfor diesel engine Kapilan et al [5] used Mahua oil as fuel inthe diesel engine and concluded that the thermal efficiency isfound to be lower while smoke emission is found to be higherAcharya et al (2011) [6] have conducted an experiment onpreheated SVO up to 130∘C in order to reduce viscosity Theresult obtained was that more preheated SVO oil was neededto produce the same amount of energy produced by thepure diesel fuel Regarding the brake thermal efficiency ofpreheated SVO it was lower than that of diesel throughout theentire range Effect of exhaust mission also shows poor resultHC CO CO
2 NO119909 and smoke composition were found
much higher in comparison to diesel These problems arisedue to high viscosity low volatility character and increasedcombustion temperature of oxygenated fuel The fuel injec-tion system of new technologies engines is sensitive to fuelviscosity changes High viscosity of oil which is due to highfree fatty acid (FFA) may lead to poor combustion injectorchocking ring sticking injector deposits and injector pumpfailure Sahoo et al [7] concluded that transesterification isone of the most reliable and commonly used techniques toproduce biodiesel from oil seeds
Energy analysis studies show that 13 rd of the energyof a fossil fuel is destroyed during the combustion process[8] Palm oil methyl ester (POME) run engine can recoveraround 26 of the energy supplied by the fuel [9] Soybeanbiodiesel shows similar energetic performance values withthat of petroleum diesel fuel [10] Thermal efficiency ofengine fuelled by diesel was slightly higher than B50 palm oilbiodiesel [11]
In this study experiments were performed on a sin-gle cylinder four-stroke 35 Kw diesel engine at variouscapacities of the engine The engine was first operated bydiesel and then followed by various blends of MOME Theperformance and emission characteristics were investigatedFor energy analysis the 1st law of thermodynamics is appliedto quantify various losses of the above engine by using diesel
fuel and B20 at full load For exergy analysis the 2nd law ofthermodynamics is applied to determine the available workof a four-stroke diesel engine by using diesel and B20
Madhuca longifolia commonly known as Mahua is anIndian tropical tree found largely in the central and northIndian plains and forests It is a fast-growing tree and growsto approximately 20 metres in height possesses evergreen orsemievergreen foliage and belongs to the family SapotaceaeIt is adapted to arid environments being a prominent treein tropical mixed deciduous forests in India in the states ofChhattisgarh Jharkhand UP MP and Bihar and Odisha It iscultivated in warm and humid regions producing between 20and 200 kg of seeds annually per tree depending on maturity(Madhuca longifolia Wikipedia) Flowers are cream coloredcorollas fleshy and juicy and clustered at the end of branchesFruits are berries ovoid fleshy turning yellowish greenwhen ripe and 3ndash5 cm long Seed is large 3-4 cm long andelliptical on one side [12]
In villages oil extraction is done by localmethod after theflowers that ripen known as tola (local name) are collected Itis then put in a water container so that it will be easy to obtainseeds from kernels Kernels are separated to obtain the seedsThese seeds are then turned into small pieces followed bydrying these small pieces seeds in hot atmospheric conditionfor 2 to 3 hours The oil yields are done by local ghanis TheMahua oil obtained by pressing is collected in a drum Thusfiltration is done to remove the various unwanted particles leftin the extracted oil in order to obtain the pureMahua oilTheoil yields from ghanis are 20ndash30 while those of oil expellersare 34ndash37 respectively The expelled cake was relevant torecover the residual oil and after that cakes were used asfertilizers for agriculture purpose Fresh oil from properlystored seeds is yellow while commercial oils are generallygreenish yellow with disagreeable odor and taste FFA oilextracted from fresh kernels are less than 1-2 comparedto stored extracted kernels which is around 30 (biodieselbusiness prospect for profitable sustainability) Mahua seedsoil biodiesel and cakes are shown in Figure 1
Mahua seed contains 35 oil and 16 protein The fattyacid profile of Mahua oil is shown in Table 1
2 Materials and Methods
21 Oil Extraction Crude Mahua oil was purchased fromkaranji village at keonjhar district Commercial diesel waspurchased from nearby Indian oil filling station The oilexperiment was carried out in the Renewable Energy Lab ofOrissa University of Agriculture and Technology (OUAT)
International Scholarly Research Notices 3
Figure 1 Mahua oil and biodiesel seeds and cakes
Figure 2 Apparatus used in renewable energy lab
Bhubaneswar Odisha Various apparatus in this lab areshown in Figure 2 All chemicals like methanol acid catalystsulphuric acid (H
2SO4) alkali catalyst (KOH) and so forth
used of analytical grade were available in the lab Theacid value of crude Mahua oil was found to be 784 whichwas greater than 6 To achieve maximum conversion ofbiodiesel from high FFA oil two steps (esterification andtransesterification) methods were used [13]
22 Acid Method Under this process the acid catalystmixture 125mL of H
2SO4(1)+250mL methanol (20)
was added to 1250mL preheated oil (oil was heated at 60∘Cfor 15 minutes) samples The reactants are stirred at a speedof 1600 rpm at a temperature of 60∘C for 2 hours resulting inreduction of the acid value that is the FFAwas reduced to 28After the reaction the lower glycerol layer was decanted andthe upper ester layer was taken for transesterification Once
4 International Scholarly Research Notices
Figure 3 Experimental setup showing the diesel engine and multigas analyzer
the reaction was complete it was dewatered by passing it overanhydrous Na
2SO4before transesterification
23 Alkali Catalyzed Method The above sample washeated and chemicals 6 gram of KOH (05) + 250mLmethanol (20) were added A part of the KOH was usedto neutralize the residual amount of acid and the remainingKOH was used for transesterification
24 Purification and Drying The product was allowed tostand overnight to separate the biodiesel and glycerol layerThe upper biodiesel layer was separated from the glycerollayer andwashedwith hot distilledwater to remove the excessmethanol catalyst and traces of glycerol The washed esterlayer was dried at 70∘C under the vacuum to remove themoisture and methanol and again passed over anhydrousNa2SO4 The biodiesel obtained was designated by MOME
having acid value of 112 [14] The acid value of Mahua oil isshown in Table 2 Fuel properties of Mahua Oil MOME andDiesel are given in Table 3
25 Experimental Engine Setup Experiments were per-formed in the Engine Testing Lab OUAT Bhubaneswaron a single cylinder four-stroke diesel engine by usingMOME The performance and emission characteristics wereinvestigated The engine was coupled with a single-phase230V AC alternator with electrical loading of different loadsin watts A multigas analyzer (Model NPM MGM-1) madeby Netel (India) Pvt limited was used for various exhaust gasemissions The engine was first operated by diesel and thecorrespondence readings were taken and then followed byvarious blends of MOME Experimental setup is shown inFigure 3
The specifications of the engine are shown in Table 4
26 Energy Analysis An energy analysis sheet is an accountof energy supplied and utilized by using diesel and B20Reference atmospheric conditions are considered as 1 atm(119875atm) and 27∘C (119879amb) For the purpose of analysis of the1st law of thermodynamics the following assumptions aremade
(1) The engine runs at a steady state
(2) The whole system is selected as a control volume
(3) The composition of air and exhaust gas each formsideal gas mixtures
(4) Potential and Kinetic energy effects of the incomingand outgoing fluid streams are ignored
The fuel energy supplied to the engine is in the form of fuelheat The various ways in which this fuel energy is used inthe system are heat equivalent of brake power energy carriedaway by coolingwater and energy carried away by the exhaustgasses
261 Energy Balance 1st law of thermodynamics can beexpressed as ldquothe net change (increase or decrease) in the totalenergy of the systemduring a process is equal to the differencebetween the total energy entering and the total energy leavingthe system during that processrdquo
That is total energy entering the system minus total energyleaving the system = change in the total energy of the system
For steady-flow system
in = out (1)
That is rate of net energy transfer by heat work and mass =rate of change in internal kinetic potential and so forthenergies [15] This relation is referred to as the energy balanceand is applicable to any kind of system and any kind of
International Scholarly Research Notices 5
Table 3 Fuel properties of Mahua oil MOME and diesel
Fuel properties Mahua oil MOME DieselCalorific value (MjKg) 3886 370 4534Specific gravity 0904 0880 0842Kinematic viscosity at 40∘C (cSt) 3718 498 244Flash point (∘C) 238 208 630Fire point (∘C) 244 240 680Carbon residue () 042 02 0034
Table 4 Engine specifications
Engine parameters SpecificationsManufacturer KirloskarNumber of stroke 4Number of cylinder Single
Type Vertical constant speed anddirect injection
Compression ratio 165 1Rated power 374 KwSpeed 1500 rpmBore times stroke (mm) 80 times 110Cooling Water cooledLubrication used 20W40
process Therefore a general steady flow system can bewritten as
in + in +sumin119898(ℎ +
1198812
2+ 119892119911)
= out + out +sumout
119898 (ℎ +1198812
2+ 119892119911)
(2)
orsdot
119876 minussdot
119882= [ℎ2minus ℎ1+1198812
2
2minus2
1
2+ 119892 (119911
2minus 1199111)] (3)
where is the heat transfer is thework done is themasstransfer ℎ is the enthalpy119881 is the velocity 119885 is the elevationand 119905 is the time taken Obtaining a negative quantity for 119876or119882 simply means that the assumed direction is wrong andshould be reversed [15]
Neglecting the potential energy and kinetic energy (3)can be written on unit-mass basis as
119902 minus 119908 = (ℎ2minus ℎ1) = Δℎ
= int2
1
119862119901(119879) 119889119879 = 119862
119901(1198792minus 1198791)
(4)
where 119902 = is the heat transfer per unit mass 119908 =
is the work done per unit mass 119879 is the correspondingtemperature 119862
119901is the specific heat at constant pressure
Applying (4) to any heat exchanger device the equationis reduced to
119908in = 119908 (ℎ2 minus ℎ1) = 119908119862119901 (1198792 minus 1198791) (5)
262 Energy Balance Calculations for the Present ExperimentAn energy balance or heat balance sheet is an account of heatsupplied and heat utilized in various ways in the engine Thesequence of events in the engine are fuel and air combustionconversion of chemical energy to mechanical work heat lossthrough cooling water to cool the engine head and heat lossby the exhaust gas through calorimeter
The heat supplied to the engine is only in the form of fuelheat (119876
119904) in kW
119876119904= 119898119891times LCV (6)
where 119898119891is the mass of fuel supplied in kgsec LCV is the
lower calorific value of the fuel in kJkgThe various ways in which heat is used in the engine
system is given by the following
(i) Heat Equivalent of Brake Power (119876119861119875) in kW is
119876BP = 2 times 120587 times 119873 times 119879119890 (7)
where119873 is the crank revolution per second 119879119890is the torque
developed in kNsdotm
(ii) Heat Carried Away by Cooling Water (119876119888119908) in kW
Consider
119876cw = 119898119908119890 times 119862119901119908 times (1198792 minus 1198791) (8)
where119898119908119890
is themass of cooling water circulated through thecooling jacket in kgsec 119862
119901119908is the specific heat of water in
kJkgsdotK1198792minus1198791is the rise in temperature of the water passing
through the cooling jacket of the engine in K
(iii) Heat Carried Away by Exhaust Gases (119876119890119909) in kW
Consider
119876ex = 119898119892119890 times 119862119901119890 times (1198795 minus 119879119886) (9)
where 119898119892119890is the mass of exhaust gases (119898
119891+ 119898119886) in Kgsec
119862119901119890
is the specific heat of exhaust gas in kJkgsdotK 1198795is the
exhaust gas to calorimeter inlet temperature in K 119879119886is the
ambient temperature in KAn exhaust gas calorimeter is used for the measurement
of heat carried by exhaust gases It is a simple heat exchangerin which part of the heat of the exhaust gases is transferredto the circulating water The hot gases are cooled by thewater circulated in the calorimeter It is assumed that thecalorimeter is well insulated there is no heat loss except byheat transfer from the exhaust gases to the circulating waterand then for the calculation of 119862
119901119890
6 International Scholarly Research Notices
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Bhubaneswar Odisha Various apparatus in this lab areshown in Figure 2 All chemicals like methanol acid catalystsulphuric acid (H
2SO4) alkali catalyst (KOH) and so forth
used of analytical grade were available in the lab Theacid value of crude Mahua oil was found to be 784 whichwas greater than 6 To achieve maximum conversion ofbiodiesel from high FFA oil two steps (esterification andtransesterification) methods were used [13]
22 Acid Method Under this process the acid catalystmixture 125mL of H
2SO4(1)+250mL methanol (20)
was added to 1250mL preheated oil (oil was heated at 60∘Cfor 15 minutes) samples The reactants are stirred at a speedof 1600 rpm at a temperature of 60∘C for 2 hours resulting inreduction of the acid value that is the FFAwas reduced to 28After the reaction the lower glycerol layer was decanted andthe upper ester layer was taken for transesterification Once
4 International Scholarly Research Notices
Figure 3 Experimental setup showing the diesel engine and multigas analyzer
the reaction was complete it was dewatered by passing it overanhydrous Na
2SO4before transesterification
23 Alkali Catalyzed Method The above sample washeated and chemicals 6 gram of KOH (05) + 250mLmethanol (20) were added A part of the KOH was usedto neutralize the residual amount of acid and the remainingKOH was used for transesterification
24 Purification and Drying The product was allowed tostand overnight to separate the biodiesel and glycerol layerThe upper biodiesel layer was separated from the glycerollayer andwashedwith hot distilledwater to remove the excessmethanol catalyst and traces of glycerol The washed esterlayer was dried at 70∘C under the vacuum to remove themoisture and methanol and again passed over anhydrousNa2SO4 The biodiesel obtained was designated by MOME
having acid value of 112 [14] The acid value of Mahua oil isshown in Table 2 Fuel properties of Mahua Oil MOME andDiesel are given in Table 3
25 Experimental Engine Setup Experiments were per-formed in the Engine Testing Lab OUAT Bhubaneswaron a single cylinder four-stroke diesel engine by usingMOME The performance and emission characteristics wereinvestigated The engine was coupled with a single-phase230V AC alternator with electrical loading of different loadsin watts A multigas analyzer (Model NPM MGM-1) madeby Netel (India) Pvt limited was used for various exhaust gasemissions The engine was first operated by diesel and thecorrespondence readings were taken and then followed byvarious blends of MOME Experimental setup is shown inFigure 3
The specifications of the engine are shown in Table 4
26 Energy Analysis An energy analysis sheet is an accountof energy supplied and utilized by using diesel and B20Reference atmospheric conditions are considered as 1 atm(119875atm) and 27∘C (119879amb) For the purpose of analysis of the1st law of thermodynamics the following assumptions aremade
(1) The engine runs at a steady state
(2) The whole system is selected as a control volume
(3) The composition of air and exhaust gas each formsideal gas mixtures
(4) Potential and Kinetic energy effects of the incomingand outgoing fluid streams are ignored
The fuel energy supplied to the engine is in the form of fuelheat The various ways in which this fuel energy is used inthe system are heat equivalent of brake power energy carriedaway by coolingwater and energy carried away by the exhaustgasses
261 Energy Balance 1st law of thermodynamics can beexpressed as ldquothe net change (increase or decrease) in the totalenergy of the systemduring a process is equal to the differencebetween the total energy entering and the total energy leavingthe system during that processrdquo
That is total energy entering the system minus total energyleaving the system = change in the total energy of the system
For steady-flow system
in = out (1)
That is rate of net energy transfer by heat work and mass =rate of change in internal kinetic potential and so forthenergies [15] This relation is referred to as the energy balanceand is applicable to any kind of system and any kind of
International Scholarly Research Notices 5
Table 3 Fuel properties of Mahua oil MOME and diesel
Fuel properties Mahua oil MOME DieselCalorific value (MjKg) 3886 370 4534Specific gravity 0904 0880 0842Kinematic viscosity at 40∘C (cSt) 3718 498 244Flash point (∘C) 238 208 630Fire point (∘C) 244 240 680Carbon residue () 042 02 0034
Table 4 Engine specifications
Engine parameters SpecificationsManufacturer KirloskarNumber of stroke 4Number of cylinder Single
Type Vertical constant speed anddirect injection
Compression ratio 165 1Rated power 374 KwSpeed 1500 rpmBore times stroke (mm) 80 times 110Cooling Water cooledLubrication used 20W40
process Therefore a general steady flow system can bewritten as
in + in +sumin119898(ℎ +
1198812
2+ 119892119911)
= out + out +sumout
119898 (ℎ +1198812
2+ 119892119911)
(2)
orsdot
119876 minussdot
119882= [ℎ2minus ℎ1+1198812
2
2minus2
1
2+ 119892 (119911
2minus 1199111)] (3)
where is the heat transfer is thework done is themasstransfer ℎ is the enthalpy119881 is the velocity 119885 is the elevationand 119905 is the time taken Obtaining a negative quantity for 119876or119882 simply means that the assumed direction is wrong andshould be reversed [15]
Neglecting the potential energy and kinetic energy (3)can be written on unit-mass basis as
119902 minus 119908 = (ℎ2minus ℎ1) = Δℎ
= int2
1
119862119901(119879) 119889119879 = 119862
119901(1198792minus 1198791)
(4)
where 119902 = is the heat transfer per unit mass 119908 =
is the work done per unit mass 119879 is the correspondingtemperature 119862
119901is the specific heat at constant pressure
Applying (4) to any heat exchanger device the equationis reduced to
119908in = 119908 (ℎ2 minus ℎ1) = 119908119862119901 (1198792 minus 1198791) (5)
262 Energy Balance Calculations for the Present ExperimentAn energy balance or heat balance sheet is an account of heatsupplied and heat utilized in various ways in the engine Thesequence of events in the engine are fuel and air combustionconversion of chemical energy to mechanical work heat lossthrough cooling water to cool the engine head and heat lossby the exhaust gas through calorimeter
The heat supplied to the engine is only in the form of fuelheat (119876
119904) in kW
119876119904= 119898119891times LCV (6)
where 119898119891is the mass of fuel supplied in kgsec LCV is the
lower calorific value of the fuel in kJkgThe various ways in which heat is used in the engine
system is given by the following
(i) Heat Equivalent of Brake Power (119876119861119875) in kW is
119876BP = 2 times 120587 times 119873 times 119879119890 (7)
where119873 is the crank revolution per second 119879119890is the torque
developed in kNsdotm
(ii) Heat Carried Away by Cooling Water (119876119888119908) in kW
Consider
119876cw = 119898119908119890 times 119862119901119908 times (1198792 minus 1198791) (8)
where119898119908119890
is themass of cooling water circulated through thecooling jacket in kgsec 119862
119901119908is the specific heat of water in
kJkgsdotK1198792minus1198791is the rise in temperature of the water passing
through the cooling jacket of the engine in K
(iii) Heat Carried Away by Exhaust Gases (119876119890119909) in kW
Consider
119876ex = 119898119892119890 times 119862119901119890 times (1198795 minus 119879119886) (9)
where 119898119892119890is the mass of exhaust gases (119898
119891+ 119898119886) in Kgsec
119862119901119890
is the specific heat of exhaust gas in kJkgsdotK 1198795is the
exhaust gas to calorimeter inlet temperature in K 119879119886is the
ambient temperature in KAn exhaust gas calorimeter is used for the measurement
of heat carried by exhaust gases It is a simple heat exchangerin which part of the heat of the exhaust gases is transferredto the circulating water The hot gases are cooled by thewater circulated in the calorimeter It is assumed that thecalorimeter is well insulated there is no heat loss except byheat transfer from the exhaust gases to the circulating waterand then for the calculation of 119862
119901119890
6 International Scholarly Research Notices
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
the reaction was complete it was dewatered by passing it overanhydrous Na
2SO4before transesterification
23 Alkali Catalyzed Method The above sample washeated and chemicals 6 gram of KOH (05) + 250mLmethanol (20) were added A part of the KOH was usedto neutralize the residual amount of acid and the remainingKOH was used for transesterification
24 Purification and Drying The product was allowed tostand overnight to separate the biodiesel and glycerol layerThe upper biodiesel layer was separated from the glycerollayer andwashedwith hot distilledwater to remove the excessmethanol catalyst and traces of glycerol The washed esterlayer was dried at 70∘C under the vacuum to remove themoisture and methanol and again passed over anhydrousNa2SO4 The biodiesel obtained was designated by MOME
having acid value of 112 [14] The acid value of Mahua oil isshown in Table 2 Fuel properties of Mahua Oil MOME andDiesel are given in Table 3
25 Experimental Engine Setup Experiments were per-formed in the Engine Testing Lab OUAT Bhubaneswaron a single cylinder four-stroke diesel engine by usingMOME The performance and emission characteristics wereinvestigated The engine was coupled with a single-phase230V AC alternator with electrical loading of different loadsin watts A multigas analyzer (Model NPM MGM-1) madeby Netel (India) Pvt limited was used for various exhaust gasemissions The engine was first operated by diesel and thecorrespondence readings were taken and then followed byvarious blends of MOME Experimental setup is shown inFigure 3
The specifications of the engine are shown in Table 4
26 Energy Analysis An energy analysis sheet is an accountof energy supplied and utilized by using diesel and B20Reference atmospheric conditions are considered as 1 atm(119875atm) and 27∘C (119879amb) For the purpose of analysis of the1st law of thermodynamics the following assumptions aremade
(1) The engine runs at a steady state
(2) The whole system is selected as a control volume
(3) The composition of air and exhaust gas each formsideal gas mixtures
(4) Potential and Kinetic energy effects of the incomingand outgoing fluid streams are ignored
The fuel energy supplied to the engine is in the form of fuelheat The various ways in which this fuel energy is used inthe system are heat equivalent of brake power energy carriedaway by coolingwater and energy carried away by the exhaustgasses
261 Energy Balance 1st law of thermodynamics can beexpressed as ldquothe net change (increase or decrease) in the totalenergy of the systemduring a process is equal to the differencebetween the total energy entering and the total energy leavingthe system during that processrdquo
That is total energy entering the system minus total energyleaving the system = change in the total energy of the system
For steady-flow system
in = out (1)
That is rate of net energy transfer by heat work and mass =rate of change in internal kinetic potential and so forthenergies [15] This relation is referred to as the energy balanceand is applicable to any kind of system and any kind of
International Scholarly Research Notices 5
Table 3 Fuel properties of Mahua oil MOME and diesel
Fuel properties Mahua oil MOME DieselCalorific value (MjKg) 3886 370 4534Specific gravity 0904 0880 0842Kinematic viscosity at 40∘C (cSt) 3718 498 244Flash point (∘C) 238 208 630Fire point (∘C) 244 240 680Carbon residue () 042 02 0034
Table 4 Engine specifications
Engine parameters SpecificationsManufacturer KirloskarNumber of stroke 4Number of cylinder Single
Type Vertical constant speed anddirect injection
Compression ratio 165 1Rated power 374 KwSpeed 1500 rpmBore times stroke (mm) 80 times 110Cooling Water cooledLubrication used 20W40
process Therefore a general steady flow system can bewritten as
in + in +sumin119898(ℎ +
1198812
2+ 119892119911)
= out + out +sumout
119898 (ℎ +1198812
2+ 119892119911)
(2)
orsdot
119876 minussdot
119882= [ℎ2minus ℎ1+1198812
2
2minus2
1
2+ 119892 (119911
2minus 1199111)] (3)
where is the heat transfer is thework done is themasstransfer ℎ is the enthalpy119881 is the velocity 119885 is the elevationand 119905 is the time taken Obtaining a negative quantity for 119876or119882 simply means that the assumed direction is wrong andshould be reversed [15]
Neglecting the potential energy and kinetic energy (3)can be written on unit-mass basis as
119902 minus 119908 = (ℎ2minus ℎ1) = Δℎ
= int2
1
119862119901(119879) 119889119879 = 119862
119901(1198792minus 1198791)
(4)
where 119902 = is the heat transfer per unit mass 119908 =
is the work done per unit mass 119879 is the correspondingtemperature 119862
119901is the specific heat at constant pressure
Applying (4) to any heat exchanger device the equationis reduced to
119908in = 119908 (ℎ2 minus ℎ1) = 119908119862119901 (1198792 minus 1198791) (5)
262 Energy Balance Calculations for the Present ExperimentAn energy balance or heat balance sheet is an account of heatsupplied and heat utilized in various ways in the engine Thesequence of events in the engine are fuel and air combustionconversion of chemical energy to mechanical work heat lossthrough cooling water to cool the engine head and heat lossby the exhaust gas through calorimeter
The heat supplied to the engine is only in the form of fuelheat (119876
119904) in kW
119876119904= 119898119891times LCV (6)
where 119898119891is the mass of fuel supplied in kgsec LCV is the
lower calorific value of the fuel in kJkgThe various ways in which heat is used in the engine
system is given by the following
(i) Heat Equivalent of Brake Power (119876119861119875) in kW is
119876BP = 2 times 120587 times 119873 times 119879119890 (7)
where119873 is the crank revolution per second 119879119890is the torque
developed in kNsdotm
(ii) Heat Carried Away by Cooling Water (119876119888119908) in kW
Consider
119876cw = 119898119908119890 times 119862119901119908 times (1198792 minus 1198791) (8)
where119898119908119890
is themass of cooling water circulated through thecooling jacket in kgsec 119862
119901119908is the specific heat of water in
kJkgsdotK1198792minus1198791is the rise in temperature of the water passing
through the cooling jacket of the engine in K
(iii) Heat Carried Away by Exhaust Gases (119876119890119909) in kW
Consider
119876ex = 119898119892119890 times 119862119901119890 times (1198795 minus 119879119886) (9)
where 119898119892119890is the mass of exhaust gases (119898
119891+ 119898119886) in Kgsec
119862119901119890
is the specific heat of exhaust gas in kJkgsdotK 1198795is the
exhaust gas to calorimeter inlet temperature in K 119879119886is the
ambient temperature in KAn exhaust gas calorimeter is used for the measurement
of heat carried by exhaust gases It is a simple heat exchangerin which part of the heat of the exhaust gases is transferredto the circulating water The hot gases are cooled by thewater circulated in the calorimeter It is assumed that thecalorimeter is well insulated there is no heat loss except byheat transfer from the exhaust gases to the circulating waterand then for the calculation of 119862
119901119890
6 International Scholarly Research Notices
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Table 3 Fuel properties of Mahua oil MOME and diesel
Fuel properties Mahua oil MOME DieselCalorific value (MjKg) 3886 370 4534Specific gravity 0904 0880 0842Kinematic viscosity at 40∘C (cSt) 3718 498 244Flash point (∘C) 238 208 630Fire point (∘C) 244 240 680Carbon residue () 042 02 0034
Table 4 Engine specifications
Engine parameters SpecificationsManufacturer KirloskarNumber of stroke 4Number of cylinder Single
Type Vertical constant speed anddirect injection
Compression ratio 165 1Rated power 374 KwSpeed 1500 rpmBore times stroke (mm) 80 times 110Cooling Water cooledLubrication used 20W40
process Therefore a general steady flow system can bewritten as
in + in +sumin119898(ℎ +
1198812
2+ 119892119911)
= out + out +sumout
119898 (ℎ +1198812
2+ 119892119911)
(2)
orsdot
119876 minussdot
119882= [ℎ2minus ℎ1+1198812
2
2minus2
1
2+ 119892 (119911
2minus 1199111)] (3)
where is the heat transfer is thework done is themasstransfer ℎ is the enthalpy119881 is the velocity 119885 is the elevationand 119905 is the time taken Obtaining a negative quantity for 119876or119882 simply means that the assumed direction is wrong andshould be reversed [15]
Neglecting the potential energy and kinetic energy (3)can be written on unit-mass basis as
119902 minus 119908 = (ℎ2minus ℎ1) = Δℎ
= int2
1
119862119901(119879) 119889119879 = 119862
119901(1198792minus 1198791)
(4)
where 119902 = is the heat transfer per unit mass 119908 =
is the work done per unit mass 119879 is the correspondingtemperature 119862
119901is the specific heat at constant pressure
Applying (4) to any heat exchanger device the equationis reduced to
119908in = 119908 (ℎ2 minus ℎ1) = 119908119862119901 (1198792 minus 1198791) (5)
262 Energy Balance Calculations for the Present ExperimentAn energy balance or heat balance sheet is an account of heatsupplied and heat utilized in various ways in the engine Thesequence of events in the engine are fuel and air combustionconversion of chemical energy to mechanical work heat lossthrough cooling water to cool the engine head and heat lossby the exhaust gas through calorimeter
The heat supplied to the engine is only in the form of fuelheat (119876
119904) in kW
119876119904= 119898119891times LCV (6)
where 119898119891is the mass of fuel supplied in kgsec LCV is the
lower calorific value of the fuel in kJkgThe various ways in which heat is used in the engine
system is given by the following
(i) Heat Equivalent of Brake Power (119876119861119875) in kW is
119876BP = 2 times 120587 times 119873 times 119879119890 (7)
where119873 is the crank revolution per second 119879119890is the torque
developed in kNsdotm
(ii) Heat Carried Away by Cooling Water (119876119888119908) in kW
Consider
119876cw = 119898119908119890 times 119862119901119908 times (1198792 minus 1198791) (8)
where119898119908119890
is themass of cooling water circulated through thecooling jacket in kgsec 119862
119901119908is the specific heat of water in
kJkgsdotK1198792minus1198791is the rise in temperature of the water passing
through the cooling jacket of the engine in K
(iii) Heat Carried Away by Exhaust Gases (119876119890119909) in kW
Consider
119876ex = 119898119892119890 times 119862119901119890 times (1198795 minus 119879119886) (9)
where 119898119892119890is the mass of exhaust gases (119898
119891+ 119898119886) in Kgsec
119862119901119890
is the specific heat of exhaust gas in kJkgsdotK 1198795is the
exhaust gas to calorimeter inlet temperature in K 119879119886is the
ambient temperature in KAn exhaust gas calorimeter is used for the measurement
of heat carried by exhaust gases It is a simple heat exchangerin which part of the heat of the exhaust gases is transferredto the circulating water The hot gases are cooled by thewater circulated in the calorimeter It is assumed that thecalorimeter is well insulated there is no heat loss except byheat transfer from the exhaust gases to the circulating waterand then for the calculation of 119862
119901119890
6 International Scholarly Research Notices
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Heat lost by exhaust gases = heat gained by circulatingwater
119898119892119890times 119862119901119890times (1198795minus 1198796) = 119898cw times 119862119901119908 (1198794 minus 1198793) (10)
where 119898cw is the mass of cooling water passing through thecalorimeter in Kgsec 119879
3is thecalorimeter water inlet in K
1198794is the calorimeter water outlet temp in K 119879
5is the exhaust
gas to calorimeter inlet temperature in K1198796is the exhaust gas
from calorimeter outlet temperature in K 119862119901119890
is the specificheat of exhaust gases in kJkg K 119862
119901119908is the specific heat of
cooling water in kJkg K
(iv) Unaccounted Energy Losses (119876119906) in kW A part of
the heat is also lost by convection and radiation as wellas by the leakage of gases Part of the power developedinside the engine is also used to run the accessories aslubricating pump cam shaft and water circulating pumpThis cannot be measured precisely and so this is knownas unaccounted ldquolossesrdquo This unaccounted heat energy isthe difference between the heat supplied and the sum ofheat equivalent of brake power + heat carried away bycooling water + heat carried away by the exhaust gases[16]
Therefore unaccounted energy losses (119876119906) in kW can be
27 Exergy Analysis The performance of engine is analyzedin light of the 2nd law of thermodynamics which narratesthe quality of energy and determines the lost opportunities todo work An exergy balance is the availability of fuel energyutilized in various ways which includes availability in shaftcooling water exhaust and destructed Exergy efficiency isthe ratio between exergy in product to total exergy input[17]
The available energy (AE) referred to a cycle is themaximum portion of energy which could be converted intouseful work by ideal processes which reduces the system toa dead state The minimum energy that has to be rejected tothe sink by the second law is called the ldquoUnavailable Energy(UE)rdquo Available and unavailable energy in a cycle are shownin Figure 4
The available energy refers to a diesel engine
1198761= AE + UE
119882max = AE = 1198761minus UE
(12)
271 Exergy Balance Exergy balance can be stated as theexergy change of a system during a process It is equalto the difference between the net energy transfer throughthe system boundary and the energy destroyed within thesystem boundaries as a result of irreversibility Exergy canbe transferred to or from a system by heat work and mass
T1
T2
E
Q1 = energy supplied
Wmax = available energy
Q2 = unavailable energy
Figure 4 Available and unavailable energy in a cycle
transfer The energy balance for any system undergoing anyprocess can be expressed in the rate form is
119909in minus 119909out minus 119909destroyed =119889119864119909system
119889119905(kW) (13)
997904rArr 119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed
=119889119864119909system
119889119905
(14)
where 119864119909in minus 119864119909out is the rate of net energy transfer by heatwork and mass 119864119909destroyed is the rate of energy destroyed
119909destroyed = 1198790119904gen ge 0 (15)
for irreversible process 119864destroyed gt 0 and for reversibleprocess 119864destroyed = 0
272 Exergy Balance for Steady State Process Commonexamples of control volume systems are turbine heat transferequipment compressor and so forth which operate steadilyThe amount of exergy entering a steady flow system (heatwork and mass transfer) must be equal to the amount ofexergy leaving the system plus the exergy destroyed
In a steady flow system [12] can be expressed as
119864119909heat minus 119864119909work + 119864119909massin minus 119864119909massout minus 119864119909destroyed = 0
(16)
997904rArr sum(1 minus1198790
119879)sdot
119876 minussdot
119882 +sdot
119898 (1198901minus 1198902) minus 119909destroyed = 0
(17)
997904rArr sum119904
(1 minus1198790
119879)sdot
119876 minussdot
119882 +sumin sdot 119890 minussum
out sdot 119890 minus 119909destroyed
= 0
(18)
where 119879 is the absolute temperature at the location on theboundary where the heat transfer occurssumin sdot 119890minussumout sdot 119890
International Scholarly Research Notices 7
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
is the rate of exergy entering and leaving the control volumeaccompanying the fuel stream respectively 119909destroyed = 1198790 sdot119904gen 119904gen is the entropy generation
Equation (18) is the rate of exergy change within thecontrol volume during a process and is equal to the rate of netexergy transfer through the control volumeboundary by heatwork and mass flow minus the rate of exergy destructionwithin the boundaries of the control volume [10]
119890 is the flow exergy per unit mass and is defined as follows[19]
119890 = 119890tm + 119890ch (19)
where 119890tm and 119890ch are thermomechanical and chemicalexergy respectively
119890tm = ℎ minus ℎ0minus 1198790(119904 minus 1199040) (20)
where ℎ and 119904 are flow enthalpy and flow entropy per unitmass at the relevant temperature and pressure respectivelywhile ℎ
0 1199040stand for the corresponding values of these
properties when the fluid comes to equilibrium with thereference environment
273 Exergies of the Liquid Fuels The thermomechanicalexergy of the fuel is zero [18] The specific chemical exergyof liquid fuels can be evaluated on unit mass basis as (Kotas1995)
119890ch119891= [LHV 10401 + 01728 (H
C)
+ 00432 (OC) + 02169 (
SC)
times(1 minus 20628 (HC))]
(21)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur respectively
In this study it is assumed that the reference environmenthas a temperature (119879
0) of 29815 K and a pressure of 1 atm
The reference environment is considered a mixture of perfectgases
274 Exergy of Exhaust Gas The exhaust gas can be assumedas a mixture of ideal gases [20] It is assumed that there isno water vapour in the combustion air Then the thermome-chanical exergy of the exhaust gas at the temperature 119879andpressure 119875 and containing 119899 components 119894 can be obtainedas follows
The thermomechanical exergy of the exhaust gas is
119890tm =
119899
sum119894=1
119886119894ℎ119894(119879) minus ℎ
119894(1198790) minus 1198790
times[minus0
119904 (119879) minusminus0
119904 (1198790) minus 119877 ln 119875
1198750
]
(22)
where 119886119894is the coefficient of the component 119894 in the reaction
equation shown in (23)minus0
119904 is the absolute entropy at the
standard pressure and in the exhaust gas and 119877 is theuniversal gas constant (8314 kJkmolsdotK)
The general form of reaction equation is (27)
C119909H119910+ 119886 (O
2+ 376N
2)
997888rarr 119887O2+ 119888CO + 119889CO
2+ 119890C119909H119910+ 119891N2+ 119892 H
2O(23)
where 119886 119887 119888 119889 and 119890 are the coefficients of the componentandC
119909H119910is the hydrocarbonThus by applying conservation
of mass principle to the carbon hydrogen and nitrogen theunknown coefficients in (23) can be determined
The chemical exergy of the exhaust gas is
119890ch = 1198771198790
119899
sum119894=1
119886119894ln(
119884119894
119884119890119894
) (24)
where 119884119894is the molar ratio of the 119894th component in the
exhaust gas and 119884119890119894is the molar ratio of the 119894th component
in the reference environment Furthermore the referenceenvironment is considered a mixture of perfect gases withthe following composition on a molar basis N
2 7567 O
2
2035 CO2 003 H
2O 312 and other 083 [18]
The thermomechanical and chemical exergy of the com-bustion air are ignored because the intake of air was veryclose to the reference state in all the test operation Thus thespecific flow exergy of the exhaust gas per mole of fuel is thesum of the result of (22) and (24) [20]
275 Exergy Rate from the Cooling Water to the EnvironmentExergy rate from the cooling water to the environment isdefined as the output heat rate from the engine to theenvironment through the cooling water of the engine [21]
119864119909heat = sum(1 minus1198790
119879119888119908
) (25)
where 1198790is the reference (dead) state temperature and 119879cw is
the cooling water temperature
Exergy Balance Calculations for the Present Experiment In thepresent experimental analysis the availability of fuel supplied(119860 in) is converted into shaft availability (119860
119904) cooling water
availability (119860cw) exhaust gas availability (119860119890) and destruc-ted availability
Availability of Fuel (119860119894119899) in kW The specific chemical exergy
of liquid fuel on a unit mass basis can be evaluated as
in = [LCV119891
times 10401 + 01728 (119867
119862) + 00432 (
119874
119862)
+02169 (119878
119862) times (1 minus 20268 (
119867
119862))]
(26)
where H C O and S are the mass fraction of hydrogencarbon oxygen and sulphur [22]
8 International Scholarly Research Notices
(i) Shaft availability (119860119904) = brake power of the engine in
kW(ii) Cooling water availability (119860cw) in kW is
119860cw = 119876cw minus [119898119908119890 times 119862119901119908 times 119879119886 times ln(11987921198791
)] (27)
where 119898119908119890
is the mass of cooling water circulatedthrough the cooling jacket kgs 119862
119901119908is the specific
heat of water kJkgK1198791is the inlet water temperature
passing through the cooling jacket K 1198792is the outlet
water temperature of cooling jacket K 119879119886is the
ambient temperature K(iii) Availability of exhaust gas (119860ex) in kW is
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
where119877119890is the specific gas constant of the exhaust gas
in kJkg K 119875119886is the ambient pressure Nm2 119875
119890is the
final pressure Nm2 119879119886is the ambient temperature
K 119898119892119890
is the mass of exhaust gas kgs 1198795is the
exhaust gas to calorimeter inlet temperature K(iv) Destructed availability (119860
119889) in kW is
119860119889= 119860 in minus (119860 119904 + 119860cw + 119860ex) (29)
and exergy efficiency (120578119860) in
120578119860= [1 minus (
119860119889
119860 in)] times 100 (30)
Chemical composition of Mahua oil and biodiesel isshown in Table 5
Themolecular formula of biodiesel is obtained by consid-ering
No of any element in biodiesel
= (No of that element in compoud
lowast of that compoud) times (Total)minus1
(31)
Molecular formula of B20 is calculated as followsNumbers of C H O and S atoms are calculated by
considering 80 of diesel (C12H26S00024
) and 20 ofMahuabiodiesel (C
1863H3587
O2)
Based on the above chemical composition the molecularformula of B20 is evaluated and shown in Table 6
Mass fraction ratio of H C and O of diesel and B20 iscalculated and shown in Table 7
3 Result and Discussion
Thebiodiesel was blended as per the requirement and variousproperties were found out The important properties ofvarious blends of MOME were compared with diesel Theperformance and characteristics of different blends ofMOMEwere also compared with diesel by conducting various exper-iments on the above said engine
31 Calorific Values Calorific value implies the heat pro-duced by the fuel to do the useful work within the engineHeating value is commonly determined by use of a bombcalorimeter The heat of combustion of the fuel samples wascalculated with the help of equation given below
119867119888=119882119888times Δ119879
119898119904
(32)
where119867119888is the heat of combustion of the fuel sample kJkg
119882119888is the water equivalent of the calorimeter assembly kJ∘C
ΔT is the rise in temperature ∘C 119898119904is the mass of burnt
sample kgThe calorific values of different blends of B20 B30
B40 and B100 were 4113 4100 4000 and 3700MjKgrespectively It indicates that the calorific value of all theblends was lower than diesel and as the blend increases thecalorific value decreases
32 SpecificGravity Thespecific gravity of a liquid is the ratioof its specificweight to that of purewater at a std temperatureSpecific gravity is determined by Pycnometer method
Specific gravity
= (weight of bottle and sample
minusweight of bottle)
times (weight of water at a stdtemperature)minus1
(33)
The specific gravity of B20 B30 B40 and B100 was 08650868 0875 and 088 respectivelyThe specific gravity of B20is 102 times dense as diesel The specific gravity decreases asthe temperature increases A higher specific gravity indicatedhigher energy content in the fuel
33 Kinematic Viscosity Viscosity is ameasure of the internalresistance to motion of a fluid and is mainly due to the forcesof cohesion between the fluid molecules For determinationof kinematic viscosity in the laboratory kinematic viscometeris used
Kinematic Viscosity = 119862 lowast 119905 (34)
where 119905 is the flow time s C is the calibration constant of theviscometer 00336 cSts
The kinematic viscosity of B20 B30 B40 and B100was 435 445 452 and 498 in mm2sec respectively Thekinematic viscosity of the MOME reduced from 3718 ofcrude oil to 498 after transesterification which results inbetter atomization without preheating It further reducedwith increase in blending with diesel
34 Engine Performance
341 Brake Specific Fuel Consumption BSFC is a measure offuel efficiency in a shaft reciprocating engine It is the rate offuel consumption per hour divided by the power produced
International Scholarly Research Notices 9
Table 5 Chemical composition of Mahua oil and biodiesel
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Table 7 Mass fraction ratio of H C and O of diesel and B20
Elements Diesel B20HC 0182 017OC mdash 003SC 000047 0003
Figure 5 is the comparison graph of BSFC of differentblends of biodiesel at different loadsThe graph indicates thatBSFC increases with the increase in blends of biodiesel ForB20 BSFC is increased by 24 at minimum load and 571at maximum loadThis increase is due to poor atomization offuel lower calorific value and higher viscosityThus at higherload B20 approach is very close to the diesel
342 Brake Thermal Efficiency Brake thermal efficiency isthe ratio of brake power output to power input that is heatequivalent to one KwHr divided by heat in fuel per BP hour
Figure 6 shows the variation of BTE with various blendsand diesel The reduction in BTE with biodiesel blends athigher loads was due to higher viscosity poor atomizationand low calorific value At higher load the BTE increases forB20 andB30 blends B20 is found to have themaximumbrakethermal efficiency at higher loads among the blends
35 Emission Profile
351 CO2Emission The variation of CO
2with respect
to brake power for different blends of MOME is shownin Figure 7 The composition of carbon dioxide is foundmore for diesel compared to various blends of MOME Theemission ofCO
2trend is an increasing trend as load increases
This rising trend may be due to more fuel consumption asload increases As compared to diesel the blends emissionsare found to be less
352 NOx Emission Figure 8 indicates the variation of NO119909
concentration with engine load for various blends of MOMEWhen compared to diesel the blends show an increasing
0
02
04
06
08
1
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
BSFC
(kg
kWmiddoth
r)
Figure 5 Brake specific fuel consumption versus brake power
0
5
10
15
20
25
30
Brak
e the
rmal
effici
ency
()
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 6 Brake thermal efficiency versus brake power
trend with respect to load As the temperature of exhaust gasincreases at higher loads the NO
119909composition increases
353 Hydrocarbon Emission Figure 9 indicates the variationof Hydrocarbons concentration with engine load for variousblends of MOME It is observed from the graph that Mahua
10 International Scholarly Research Notices
Table 8 Energy balance sheet for diesel and B20
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Fuel energy supplied (Kw) Energy expenditure (Kw) Diesel (Kw) B20 (Kw)Diesel B20 Energy in brake power (119876BP) 280 265
968 911Energy carried by cooling water (119876cw) 273 273
Energy carried away by exhaust gasses (119876ex) 264 236Unaccounted energy loss (119876un) 151 137
0
2
4
6
8
10
Carb
on d
ioxi
de (
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 7 Variation of carbon dioxide with brake power
0
500
1000
1500
Oxi
des o
f nitr
ogen
(ppm
)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 8 Variation of oxides of nitrogen with brake power
ester based fuel emission rate of hydrocarbon is less thandiesel As the blends increases the emission of HC decreasesThis indicates there is a complete combustion of fuel Thismay be due to presence of more oxygen in the fuel
354 Carbon Monoxide Emission Figure 10 shows the vari-ation of carbon monoxide with brake power It was observedthat as the load increases the emission also increases At lowand medium loads the carbon monoxide emissions of allblends are very close As the load increases the emission ofblends increases compared to diesel
0
10
20
30
40
50
Hyd
roca
rbon
s (pp
m)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 9 Variation of hydrocarbons with brake power
0
002
004
006
008
01
Carb
on m
onox
ide (
v
ol)
0 1 2 3 35Brake power (kW)
B20B30
B40Diesel
Figure 10 Variation of carbon monoxide with brake power
As per the performance and emission profile are con-cerned it is observed that B20 is found to be most suitableas a fuel in IC engine Many of the authors recommendedthat blends of up to 20 biodiesel mixed with petroleumdiesel fuels can be used in nearly all diesel equipment and arecompatible with most storage and distribution equipment [422ndash24] Keeping this factor in mind we consider to proceedto energy and exergy analysis for B20 blends and compare theresults with diesel fuel
36 Energy Analysis An energy analysis sheet shown inTable 8 is an account of energy supplied and utilized by using
International Scholarly Research Notices 11
29
28
27
16
Energy distribution of diesel
QBPQun
Qex
Qcw
Figure 11 Energy distribution of diesel
29
30
26
15
Energy distribution of B20QBPQun
Qex
Qcw
Figure 12 Energy distribution of B20
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
diesel and B20 For the calculation purpose specific heat ofwater is taken as 418 kJkgsdotK and that of exhaust gas is basedon the heat lost by exhaust gasseswhich is equal to heat gainedby circulating water
Energy distribution of diesel and B20 is shown in Figures11 and 12 in graphical format
Comparison of energy distribution of diesel and B20 isshown in Figure 13
37 Exergy Analysis By sighting the exergy analysis equa-tions the distributions of exergy per unit time for diesel andB20 are listed in (Table 9)
Graphical representations of exergy distribution of dieseland B20 are shown in Figures 14 and 15 respectively Com-parison of exergy distribution for diesel and B20 is shown inFigure 16
4 Conclusion
Themajor conclusions were drawn on the basis of the enginetests which were carried out in a 374 kW diesel engine inthe engine lab Energy analysis is based on the 1st law ofthermodynamics
For B20 BSFC is increased by a marginal value of 571at maximum load compared to diesel The brake thermalefficiency of diesel is more than biodiesel but at higher loadB20 approach is very close to the diesel B20 is found to havethemaximumbrake thermal efficiency at higher loads amongthe blends approaching that of diesel A marginal increase
0
05
1
15
2
25
3
DieselB20
Ener
gy (k
W)
QBPQun
QexQcw
Figure 13 Comparison of energy distribution of diesel and B20
27
0483
69
ABPAcw
AexAd
Figure 14 Exergy distribution of diesel
in NO119909emission was noted in blended oils However CO
2
HC emission is decreased At full load the carbon monoxideemissions of the fuels increase For B20 at higher loads theemission rate is close to that of diesel
From energy analysis it was observed that the fuel energyinput as well as energy for BP and energy flown throughexhaust gases and unaccounted losses were more in case ofdiesel than B20The energy efficiency of diesel was 28whilethe total losses were 72 In case of B20 the efficiency washigher (29) and lower losses were observed than that ofdieselThe fuel energy input of diesel is 625more than B20due to high heating value of diesel The exergy efficiency ofdiesel and B20 was 3066 and 2896 respectively
The input availability of diesel fuel is 146 more thanB20 Shaft availability of diesel is more than that of B20Exhaust gas availability of diesel is more than that of B20The system inefficiency is the destructed availability which isfound more in case of B20
It can be concluded that B20 fuel shows almost similarenergetic and exergetic performance value with diesel
All the tests are conducted by the engine without makingany engine modification From the above observation B20blend of Mahua biodiesel can be recommended for use indiesel engine as per as engine performance and emission pro-file are concerned Also B20 shows almost similar energetic
12 International Scholarly Research Notices
Table 9 Exergy balance sheet of diesel and B20
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
Exergy of fuel (kW) Distribution of exergy (kW) Diesel (Kw) B20 (kW)Diesel B20 Exergy in brake power (119860bp) 280 265
119860 in = 1037 119860 in = 1022
Exergy in cooling water (119860 cw) 005 006Exergy of exhaust gases (119860 ex) 033 025
Destructed exergy (119860119889) 719 726
2593
059245
7104
ABPAcw
AexAd
Figure 15 Exergy distribution of B20
0
1
23
4
5
6
7
8
DieselB20
Exer
gy (
kW)
Fuel
ABPAcw
AexAd
Figure 16 Comparison of exergy distribution for diesel and B20
performance So citing the above conclusion B20 can be asubstitute for diesel
Mahua flower is also fermented to produce the alco-holic drink country liquor whose consumption allows manyhealth related problems Production of MOME from Mahuacan be a solution which will not only decrease the productionof country liquor but also improve socioeconomic condition
Nomenclaturesdot
119864 Rate of net energy transfer kW Heat transfer kW
Work done kWℎ Enthalpy kJkg119881 Velocity ms119885 Elevation m119902 Heat transfer per unit mass kJkg119908 Work done per unit mass kJkg119879 Corresponding temperature K119862119901 Specific heat at constant pressure
kJkg K119876BP Heat equivalent of brake power kW119876cw Heat carried away by cooling water kW119876ex Heat carried away by exhaust gases kW119876119906 Unaccounted energy losses kW
BP Brake power kW119898119891 Mass of fuel supplied kgs
119898119908119890 Mass of coolingwater circulated through
the cooling jacket kgs119898119888119908 Mass of cooling water passing through
the calorimeter kgs119898119892119890 Mass of exhaust gases (119898119891 + 119898119886) kgs
LCV Lower calorific value kJkg119873 Crank revolution per second119879119890 Torque developed Nm
119862119901119908 Specific heat of water kJkg K
119862119901119890 Specific heat of exhaust gas kJkg K
119879119886 Ambient temperature K
AE Available energy kWUE Unavailable energy kW119890 Flow exergy per unit mass119890tm Thermomechanical exergy119890ch Chemical exergy119890ch119891 Specific chemical exergy
119886119894 Coefficient of the component 119894
119877 Universal gas constant kJkmol-K119884119894 Molar ratio of the 119894th component in the
exhaust gas119884119890
119894 Molar ratio of the 119894th component in the
reference environment119860 in Input availability kW119860cw Cooling water availability kW119860ex Exhaust gas availability kW119860119889 Destructed availability kW
120578119860 Exergy efficiency
119904 Entropy kJkg K
Conflict of Interests
The authors declare that there is no conflict of interestsregarding the publication of this paper
International Scholarly Research Notices 13
Acknowledgments
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
The authors are grateful to the Department of Science andTechnology Government of India for funding a project onbiofuel and also grateful to OUAT Bhubaneswar India forproviding necessary lab facilities
References
[1] S V Ghadge and H Raheman ldquoProcess optimization forbiodiesel production from Mahua (Madhuca indica) oil usingresponse surface methodologyrdquo Bioresource Technology vol 97no 3 pp 379ndash384 2006
[2] G A M Janssen Emissions of Diesel Engines Running onDifferent Biofuels and Their Health Related Aspects FACTFoundation Eindhoven The Netherlands httpwwwjat-rophaproPDF20bestandenEmissions20of20Diesel20Engines20Running20on20Different20Biofuels20and20their20Health20Related20Aspectpdf
[3] M M Islam M A Rahman and M Z Abedin ldquoFirst lawanalysis of a DI diesel engine running on straight vegetable oilrdquoInternational Journal of Mechanical and Mechanics Engineeringvol 11 no 3 pp 1ndash5 2011
[4] M C Navindgi M Dutta and B Sudheer Prem Kumar ldquoPer-formance evaluation emission characteristics and economicanalysis of four non-edible straight vegetable oils on a singlecylinder ci enginerdquo ARPN Journal of Engineering and AppliedSciences vol 7 no 2 pp 173ndash179 2012
[5] N Kapilan T P A Babu and R P Reddy ldquoImprovement ofperformance of vegetable oil fuelled agricultural diesel enginerdquoBulgarian Journal of Agricultural Science vol 15 no 6 pp 610ndash616 2009
[6] S K Acharya A K Mishra M Rath and C Nayak ldquoPerfor-mance analysis of karanja and kusum oils as alternative bio-diesel fuel in diesel enginerdquo International Journal of Agriculturaland Biological Engineering vol 4 no 2 pp 1ndash6 2011
[7] P K Sahoo L M Das M K G Babu and S N NaikldquoBiodiesel development from high acid value polanga seed oiland performance evaluation in a CI enginerdquo Fuel vol 86 no 3pp 448ndash454 2007
[8] S S Harilal and J Y Hitesh ldquoEnergy analyses to a CI-engineusing diesel and bio-gas dual fuel a review studyrdquo InternationalJournal of Advanced Engineering Research and Studies vol 1 no2 pp 212ndash217 2012
[9] B K Debnath N Sahoo and U K Saha ldquoThermodynamicanalysis of a variable compression ratio diesel engine runningwith palm oil methyl esterrdquo Energy Conversion and Manage-ment vol 65 pp 147ndash154 2013
[10] P Sekmen and Z Yilbasi ldquoApplication of energy and exergyanalyses to a ci engine using biodiesel fuelrdquo Mathematical andComputational Applications vol 16 no 4 pp 797ndash808 2011
[11] S Thibordin S Kasama and W Supachai ldquoThe analysis ofexergy in a single cylinder diesel engine fuelled by diesel andbiodieselrdquo Journal of Science and Technology MSU vol 3 pp556ndash562 2012
[12] R S Kureel R Kishor D Dutt and A Pandey ldquoMahua APotential Tree borne oilseedrdquo National Oil seeds and Vegetableoils development Board
[13] M Mathiyazhagan A Ganapathi B Jaganath N Renganayakiand S Nasireka ldquoProduction of biodiesel from non-edible plantoils having high FFA contentrdquo International Journal of Chemicaland Environmental Engineering vol 2 no 2 2011
[14] M K Mohanty S R Mishra and N Panigrahi ldquoBiofuelproduction from various tree-borne oilsrdquo Journal of Biofuel vol3 no 1 pp 10ndash16 2012
[15] A C Yunus and A B MichaelThermodynamics An Engineer-ing Approach TMH New Delhi India 6th edition 2008
[16] V M Domkundwar A Course in Internal Combustion Engines4th edition 2012
[17] M C Sekhar V R Mamilla M V Mallikarjun and KV KReddy ldquoProduction of biodiesel from Neem oilrdquo InternationalJournal of Engineering Studies vol 1 no 4 pp 295ndash302 2009
[18] M Canakci and M Hosoz ldquoEnergy and exergy analyses of adiesel engine fuelled with various biodieselsrdquo Energy Sources BEconomics Planning and Policy vol 1 no 4 pp 379ndash394 2006
[19] M Kopac ldquoDetermination of optimum speed of an internalcombustion engine by exergy analysisrdquo International Journal ofExergy vol 2 no 1 pp 40ndash54 2005
[20] C Sayin M Hosoz M Canakci and I Kilicaslan ldquoEnergy andexergy analyses of a gasoline enginerdquo International Journal ofEnergy Research vol 31 no 3 pp 259ndash273 2007
[21] H Caliskan M E Tat and A Hepbasli ldquoPerformance assess-ment of an internal combustion engine at varying dead (refer-ence) state temperaturesrdquo Applied Thermal Engineering vol 29no 16 pp 3431ndash3436 2009
[22] P K Sahoo L M Das M K G Babu et al ldquoComparativeevaluation of performance and emission characteristics ofjatropha karanja and polanga based biodiesel as fuel in a tractorenginerdquo Fuel vol 88 no 9 pp 1698ndash1707 2009
[23] A K Agarwal ldquoBiofuels (alcohols and biodiesel) applications asfuels for internal combustion enginesrdquo Progress in Energy andCombustion Science vol 33 no 3 pp 233ndash271 2007
[24] A Demirbas ldquoProgress and recent trends in biodiesel fuelsrdquoEnergy Conversion and Management vol 50 no 1 pp 14ndash342009
