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VISVESVARAYA TECHNOLOGICAL UNIVERSITY
BELAGAVI, KARNATAKA- 590018
Project Report on
“AERO-BLENDED ETHANOL FOR INTERNAL COMBUSTION
ENGINE"A PROJECT SPONSORED BY KSCST
Submitted in partial fulfillment of the requirements for the award of the degree
BACHELOR OF ENGINEERING
in
MECHANICAL ENGINEERING
By
ROHAN MANUEL D’SOUZA 4SO13ME096
ROYDON MANVEL D’SOUZA 4SO13ME100
STEPHEN ERIC MADTHA 4SO13ME108
SHELDON WILBERT D’SOUZA 4SO13ME106
Under the guidance of
Dr. JOSEPH GONSALVIS
Principal and Professor
Department of Mechanical Engineering
St Joseph Engineering College, Mangaluru
ST JOSEPH ENGINEERING COLLEGE
MANGALURU 575028
2016-2017
ST JOSEPH ENGINEERING COLLEGE
MANGALURU 575028
DEPARTMENT OF MECHANICAL ENGINEERING
(Accredited by NBA, New Delhi)
CERTIFICATE
Certified that the project work entitled “Aero-Blended Ethanol for Internal Combustion Engine” is carried
out by ROHAN MANUEL D’SOUZA, 4SO13ME096, ROYDON MANVEL D’SOUZA, 4SO13ME100,
STEPHEN ERIC MADTHA, 4SO13ME108, SHELDON WILBERT D’SOUZA, 4SO13ME106, bonafide
students of St Joseph engineering College, Mangaluru, in partial fulfillment for the award of degree
Bachelor of Engineering in Mechanical Engineering from Visvesvaraya Technological University,
Belagavi during the academic year 2016-2017. It is certified that all the correction/ suggestions indicated for
the internal assessment have been incorporated in the report deposited at department library. The project report
has been approved as it satisfies the academic requirements in respect of the project work prescribed for the
said degree.
External Viva
Name of the Examiners Signature with Date
1.
2.
Signature of Guide
Dr. Joseph Gonsalvis
Principal and Professor
Department of Mechanical Engineering
SJEC, Mangalore
Signature of Principal
Dr. Joseph Gonsalvis
Principal
SJEC, Mangalore
Signature of HOD
Dr. Sudheer M
HOD
Department of Mechanical Engineering
SJEC, Mangalore
ST JOSEPH ENGINEERING COLLEGE
MANGALURU 575028
DEPARTMENT OF MECHANICAL ENGINEERING (Accredited by NBA, New Delhi)
DECLARATION
We, the students of Eighth semester, Department of Mechanical Engineering, St Joseph
Engineering College, Mangaluru, hereby declare that the work being presented in the
dissertation titled “Aero-Blended Ethanol for Internal Combustion Engine” is an
authentic record of the work that has been carried out under the guidance of Dr. Joseph
Gonsalvis, Principal and Professor, Department of Mechanical Engineering, SJEC,
Mangalore. This dissertation work is submitted to Visvesvaraya Technological
University in partial fulfillment of the requirements for the award of the degree - Bachelor
of Engineering in Mechanical Engineering during the academic year 2016– 2017. Further
the matter embodied in the thesis has not been submitted in part or full to any other
University, Institution or Professional body for the award of any degree or diploma.
Team Members:
ROHAN MANUEL D’SOUZA 4SO13ME096
ROYDON MANVEL D’SOUZA 4SO13ME072
STEPHEN ERIC MADTHA 4SO13ME108
SHELDON WILBERT D’SOUZA 4SO13ME106
Date:
Place: Mangaluru
CONTENTS
CHAPTER 1 .................................................................................. 12
INTRODUCTION
1.1 WORKING OF 4 STROKE DIESEL ENGINE .................. 12
1.1.1 SUCTION ........................................................................ 13
1.1.2 COMPRESSION ............................................................ 13
1.1.3 POWER ........................................................................... 14
1.1.4 EXHAUST ...................................................................... 14
1.1.5 GOVERNOR .................................................................. 14
1.2 ENGINE PERFORMANCE PARAMETERS ......................... 14
1.2.1 INDICATED THERMAL EFFICIENCY ( ) ....... 14
1.2.2 BRAKE THERMAL EFFICIENCY ( ) ............... 15
1.2.3 MECHANICAL EFFICIENCY ( ) ................... 15
1.2.4 VOLUMETRIC EFFICIENCY ( ) ........................... 15
1.2.5 SPECIFIC FUEL CONSUMPTION (SFC) ................ 15
1.2.6 CALORIFIC VALUE (CV) .......................................... 15
1.3 EMISSIONS ................................................................................. 15
1.3.1 PARTICULATE MATTER (PM) ................................ 15
1.3.2 CARBON MONOXIDE (CO) ....................................... 16
1.3.3. NITROGEN OXIDES ( ) ...................................... 16
1.3.4 HYDROCARBONS (HC).............................................. 16
1.4 SCOPE AND OBJECTIVE OF PRESENT WORK ................ 16
1.4.1 OBJECTIVES ................................................................ 17
CHAPTER 2 .................................................................................. 18
LITERATURE REVIEW
2.1 INTRODUCTION ....................................................................... 18
2.2 EMISSIONS ................................................................................. 18
CHAPTER 3 .................................................................................. 20
IDENTIFICATION OF THE PROBLEM
3.1 FLAME TEST ............................................................................. 21
CHAPTER 4 .................................................................................. 23
DESIGN DEVELOPMENT AND FABRICATION ................. 23
4.1 SELECTION OF PIPE DIAMETER ........................................ 23
4.2 DESIGN OF AERATOR (BUBBLER) CONTAINER ............ 25
CHAPTER 5 .................................................................................. 27
EXPERIMENTAL SETUP AND PERFORMANCE STUDY
5.1 EXPERIMENTAL PROCEDURE ............................................ 29
5.2 FORMULAE USED .................................................................... 29
CHAPTER 6 .................................................................................. 31
RESULTS AND DISCUSSIONS
6.1 PERFORMANCE TEST GRAPHS .......................................... 31
6.2 EMISSION TEST GRAPHS ...................................................... 34
6.3 RESULTS AND CONCLUSIONS ............................................. 36
6.4 SCOPE FOR FUTURE WORK ................................................. 37
6.5 REFERENCES ............................................................................ 37
APPENDIX I: ............................................................................................... 38
TWO DIMENSIONAL VIEW OF BUBBLER CARBURETTOR
APPENDIX II: ............................................................................................. 40
INSTRUMENTS AND SPECIFICATIONS
APPENDIX III: ............................................................................................ 42
COST ESTIMATION
APPENDIX IV: ............................................................................................ 43
PERFORMANCE TEST TABULATION AND CALCULATIONS
APPENDIX V: .............................................................................................. 44
SAMPLE CALCULATIONS
APPENDIX VI: ............................................................................................ 46
RESULTS
APPENDIX VII: .......................................................................................... 47
KSCST APPROVAL LETTER
APPENDIX VIII: .......................................................................... 48
E-TIMES 2017 PUBLICATION
APPENDIX IX: ............................................................................................ 49
PROJECT PHOTOS
ACKNOWLEDGEMENT
This project has been completed with the motivation, encouragement and guidance that
we received right from its very beginning. We take the opportunity to express our
heartfelt gratitude to all these people.
We extend our sincere gratitude to our Director, Rev.Fr. Joseph Lobo, and also our Asst.
Directors, Rev.Fr. Rohith D’Costa for providing us with adequate facilities.
We wish to express our profound gratitude to our Principal, Dr. Joseph Gonsalvis for his
encouragement, invaluable guidance, and support throughout the project work.
We express our thankfulness to our H.O.D, Dr. Sudheer Mudradi for his guidance and
cooperation.
We are very thankful to our project guide, Dr. Joseph Gonsalvis, Principal and
Professor, whose valuable guidance helped us in all respects.
We also thank our workshop supervisor and foremen, Mr.Lawrence Lancy Pinto,
Mr.Gunakar Amin, Mr.Janardhan, Mr.Rajesh, for their help in completion of this
project.
We would like to offer our heartfelt sense of appreciation and gratitude towards our
family members without whom it would have been difficult for us to pursue our studies.
We finally thank all our friends who have helped us directly or indirectly in our
endeavours.
ROHAN MANUEL D’SOUZA
ROYDON MANVEL D’SOUZA
STEPHEN ERIC MADTHA
SHELDON WILBERT D’SOUZA
TABLE LIST
TABLE NO. PAGE NO.
Cost Estimation 8.1 37
Without Ethanol 8.2 38
With Ethanol 8.3 38
Emission of Diesel Engine w/o Ethanol 8.4 41
Emission of Diesel Engine with Ethanol 8.5 41
Results w/o Ethanol 8.6 42
Results with Ethanol 8.7 42
LIST OF FIGURES
FIGURE NO DESCRIPTION PAGE NO
1.1 Working of 4 stroke diesel engine 7
3.1 Schematic layout of Aero-Blender 15
3.2 Flame Testing Setup 16
4.1 Aeration Chamber Setup 20
5.1 Experimental Setup 21
5.2 Control Desk 22
5.3 Rope Brake Dynanometer 22
6.1 Brake Power v/s Load 25
6.2 Fuel consumption v/s Load 26
6.3 Brake specific fuel consumption v/s Load 26
6.4 Brake thermal efficiency v/s Load 27
6.5 Exhaust temperature v/s Load 27
6.6 Carbon monoxide emissions v/s Load 29
6.7 Hydrocarbon emissions v/s Load 29
6.8 Carbondioxide emissions v/s Load 30
6.9 Nitrogenoxide emissions v/s Load 30
7.1 Schematic Layout of Aero-Blender 34
7.2 Working on Diesel Engine 44
ABBRIEVATIONS
BDC Bottom Dead Centre
BP Break Power
BSFC Break Specific Fuel Consumption
BSU Bosch Smoke Unit
BTDC Before Top Dead Center
CI Compression Ignition
CO Carbon Monoxide
CO2 Carbon Dioxide
CR Compression Ratio
CV Calorific Value
DI Direct Injection
ECU Electronic Control Unit
ED10 10% Water Emulsion Diesel
HC Hydrocarbons
HLB Hydrophile Lipophile Balance
IP Indicated Power
Mf Mass of fuel consumed
NDF Neat Diesel Fuel
NO Nitrogen Oxides
NO2 Nitrogen Dioxide
NOX Nitrogen Oxides
PM Particulate Matter
SFC Specific Fuel Consumption
TDC Top Dead Centre
W/o Without
WI Water Injection
WRs Water Ratios
ABSTRACT
Diesel engines are used most widely among the internal combustion engines for
generation of power. These engines consume mineral fuels which are expected to last for
another 50 years. Efforts are made to find alternative energy sources. However, if
methods are evolved to conserve the available fuel, it can be extended for few more years.
In this direction different methods have been proposed and have attained 10% fuel
savings with marginal decrement of pollutants produced.
Sugar is one among the largest agricultural produce of our country. Along with sugar its
bi-product ethanol is also produced but only in limited quantities, which can be
effectively used as a fuel by blending with mineral fuels. Currently in our country only
5% of ethanol is allowed to be blended with petrol as well as diesel oil. Certain other
countries permit higher level of blend to substitute import of petroleum even though the
blended fuel is not efficient.
In order to better the efficiency of usage of ethanol a novel method to blend ethanol by
aero-blending is developed in this work. The method is very simple in which the ingoing
air of a diesel engine to allowed to aerate through a column of ethanol in a container. Due
to the low pressure created in the induction manifold ethanol evaporates at a faster rate as
it is moderately volatile, and gets blended with the air supplied to the engine. The
homogeneous mixture of air and ethanol produced will help in improving the efficiency
and lowers the diesel oil requirement.
The concept of running the engine by admitting blended mixture of air and ethanol
vapour has been successfully realized. A 3.75 kW diesel engine running at 1500 RPM is
employed in this work. The engine is loaded using rope brake dynamometer performance
tests have been carried out under various loads. The tests conducted at full load have
shown overall improvement in performance by 22% with saving of diesel oil by 16.25%,
increase in power production by 6% and on the emission front the nitrous oxides (NOx) is
reduced by 71.42%, Carbon dioxide has decreased by 6.06% and Carbon monoxide has
decreased by 33.3%. The results obtained from this study are highly encouraging which
prompts the use of ethanol in engines to substitute diesel oil.
Further study is essential to enhance the evaporation rate of ethanol so that the amount
diesel oil consumed can be reduced thus meeting the objective of this work.
Keywords: Ethanol, Blend, Biofuel, Diesel engines, Atomization, Emission.
CHAPTER 1
INTRODUCTION
Diesel engine also known as compression ignition engine uses the heat of compression to
initiate ignition and burn the fuel that has been injected into the combustion chamber .The
engine was developed by germen inventor Rudolf Diesel in 1893.the fuel efficiency of
Diesel engines in 36% and higher. The diesel engine as compared to the petrol-powered
engine of the equal volume of combustion chamber has advantage of higher torque.
Diesel engines play a vital role in the field of locomotive, construction equipment,
automobiles, agriculture and countless industrial applications.
Diesel engines are more efficient since they use higher compression ratios unlike petrol
engines, resulting in lower fuel consumption. In diesel engines, conditions in the engine
differ from the spark –ignition engine, since power is directly controlled by the quality of
air fuel mixture, rather than by controlling the quantity of air fuel mixture. Thus when the
engine runs at low power, there is enough oxygen present to burn the fuel, and diesel
engines only make significant amounts of carbon monoxide when running under a load.
Engines using the diesel cycle are usually more efficient, although the diesel cycle itself
is less efficient at equal compression is used to ignite the slow-burning diesel fuel, that
higher compression ratio more than compensates for the lower intrinsic cycle efficiency,
and allows the diesel engine to be more efficient . The most efficient type direct injection
Diesel engine is able to reach an efficiency of about 40%
1.1 WORKING OF 4 STROKE DIESEL ENGINE
The working of four stroke diesel engine involves the conversion of chemical energy of
the fuel into kinetic energy. This conversion takes place within the engine cylinder. A
cylinder is the heart of the engine and inside the cylinder fuel is burnt and power is
developed. A piston is a close fitting hollow-cylindrical plunger which reciprocates inside
the cylinder. Crank is a lever connected between the connecting rod and the crankshaft.
The four stroke diesel engine works on the principle of theoretical diesel cycle which is
also known as constant pressure cycle. Here the piston performs 4 strokes to complete
one working cycle.
The four different strokes performed by the piston are
Suction stroke
Compression stroke
Power stroke
Exhaust stroke
All four strokes are completed during two revolution of the crankshaft on a half of the
revolution for each stroke. The ideal sequence of operation of a 4 stroke C.I engine is as
follows:
1.1.1 SUCTION During this stroke, air alone is inducted into the cylinder. The intake valve is open and the
exhaust valve is closed. This stroke begins just before the piston reaches top dead canter
(TDC) during its upward movement in the cylinder. As the inlet valve opens, the piston
goes past TDC and begins to move downward in the cylinder. Due to this, low pressure is
created inside the cylinder and the air is sucked into the cylinder
1.1.2 COMPRESSION During this stroke, air inducted during the suction stroke is compressed into the clearance
volume. Both valves remain closed during this stroke .this stroke begins once the intake
valve closes and thus seals off the cylinder space .Depending on the compression ratio,
the volume of air in the cylinder is reduced to the extent of 16 to 21 times. During
compression stroke, work is done by the piston on air trapped inside the cylinder. Due to
high compression ratio, the temperature inside the cylinder rises up to 700 to 900 c and
the Pressure rises to 35 to 55 KPa. Fuel is injected towards the end of the compression
stroke. The hot compressed air ignites the fuel without the need of spark.
Fig 1: Working of 4 stroke diesel engine
1.1.3 POWER Power stroke begins after TDC when the piston is being actively pushed down in the
cylinder by the hot and high pressure gases. Piston is pushed down in the cylinder by the
expanding gases produced by combustion. Nearly constant pressure is created on the top
of the piston until about 60 to 70 degrees after TDC. This is the point at which the gases
exert maximum force on the crankshaft. Both the valves remain close during the power
stroke.
1.1.4 EXHAUST In this stroke, the piston travels from BDC to TDC pushing out the products of
combustion. The exhaust valve is open and intake valve is closed during this stroke. The
speed of the piston in the cylinder is not constant. It accelerates from rest at one end of
the cylinder until it reaches a certain speed and then it decelerates back to rest at the other
end of the cylinder. During this stroke, work is done by the piston on the products of
combustion in expelling the same from the cylinder [1]
1.1.5 GOVERNOR Flywheel which minimizes fluctuation of speed within the cycle but it cannot minimize
fluctuations due to load variation. This means flywheel does not exercise any control over
mean speed of the engine. To minimize fluctuation in the mean speed which may occur
due load variation, governor is used. The governor has no influence over cyclic speed
fluctuations but it controls the mean speed over a long period during which load on the
engine may vary. The function of the governor is to maintain constant speed by regulating
the fuel supply proportional to the load (supply more fuel while the load is more and vice-
versa)
1.2 ENGINE PERFORMANCE PARAMETERS The engine performance is indicated by the term efficiency (ŋ). Engine performance is an
indication of the degree of success with which it is doing the assigned job, i.e., the
conversion of the chemical energy contained in the fuel into useful mechanical work
[2].The degree of success is compared with the basis of the following.
1.2.1 INDICATED THERMAL EFFICIENCY ( ) Indicated thermal efficiency is the ratio of energy in the indicated power (IP) to the input
fuel energy measured as calorific value (CV) of heat addition measured by the mass of
fuel consumed (mf)
=
×3600
1.2.2 BRAKE THERMAL EFFICIENCY ( ) Brake thermal efficiency is defined as the ratio of brake (BP) power to the indicated
power.
=
×3600
1.2.3 MECHANICAL EFFICIENCY ( ) Mechanical efficiency is defined as the ratio of brake power to the indicated power.
=
×100
1.2.4 VOLUMETRIC EFFICIENCY ( ) Volumetric efficiency is defined as the volume flow rate of air into the intake system to
the rate at which volume is displaced by the system.
=
=
1.2.5 SPECIFIC FUEL CONSUMPTION (sfc) It is defined as the ratio of fuel consumption per unit time to the power.
sfc =
1.2.6 CALORIFIC VALUE (CV) Calorific value of a fuel is thermal energy released per unit quantity of the fuel and the
fuel is burnt completely.
1.3 EMISSIONS Diesel exhaust is a complex mixture of gases and fine particles. The primary pollutants
emitted from diesel engines include:
Particulate matter (PM)
Carbon monoxide(CO)
Nitrogen oxides( )
Hydrocarbons(HC)
1.3.1 PARTICULATE MATTER (PM) Particulate matter is the term for solid or liquid particles. Some particles are large or dark
enough to be seen as soot or smoke, but most are fine particulate matter. Fine particulate
matter is composed of very small objects found in the air, including dust, dirt, soot,
smoke and liquid droplets.
1.3.2 CARBON MONOXIDE (CO) Carbon monoxide is a colourless, odourless, poisonous gas produced by the incomplete
burning of solid, liquid and gaseous fuels. The main source of carbon monoxide in the
atmosphere is vehicle emissions.
1.3.3. NITROGEN OXIDES ( ) Oxides of nitrogen are the generic term for a group of highly reactive gases, all of which
contain nitrogen and oxygen in varying amounts. Many of the nitrogen oxides are
colourless and odourless. However, one common pollutant nitrogen dioxide along with
particles in the air can often be seen as a reddish brown layer over many urban areas.
Nitrogen oxides form when fuel is burned at higher temperatures, as in a combustion
process. The primary manmade sources of are motor vehicles, electric utilities and
other industrial, commercial and residential sources that burn fuels.
1.3.4 HYDROCARBONS (HC)
Hydrocarbons are chemical compounds that contain hydrogen and carbon. Hydrocarbon
pollution results when unburned or partially burned fuel is emitted from the engine as
exhaust, and also when fuel evaporates directly into the atmosphere. Hydrocarbons
include many toxic compounds that cause cancer and other adverse health effects.
Hydrocarbons also react with nitrogen oxides in the presence of sunlight in the form
ozone. Hydrocarbons, which may take the form of gases, tiny particles, droplets come
from a great variety of industrial and natural processes.
1.4 SCOPE AND OBJECTIVE OF PRESENT WORK Compression ignition engines are the most widely used engines in heavy duty vehicles .In
the present scenario, diesel engines are said to be one of the most fuel efficient engines
and hence they have become very popular for energy needs. In this way the diesel oil
consumption across the globe is increasing from year to year. It is also known that the
available gas reserves are going to last for another few decades. In this direction it is
necessary evolve methods to conserve the available fuels such that the energy needs can
be sustained for some more time. In addition to this the emissions produced by the
engines in use is also a bigger concern. More specifically the particulate matter, oxides of
nitrogen, hydrocarbons and carbon monoxides are hazardous to the environment. Studies
have shown that large amounts of carbon monoxide and nitrogen oxide released by
vehicular emissions are the major cause for depletion of ozone layer and the rapid change
in climatic conditions. The present work is aimed at developing a technique by which the
fuel consumption can be reduced and emission can be brought down to a comfortable
minimum
1.4.1 OBJECTIVES The objective of this work is to develop an aero- blender for a Compression Ignition [CI]
engine, which employs diesel oil. This blender helps mixing ethanol with the ingoing air.
Such admission of ethanol is expected to lower the requirement of diesel oil in CI
engines. This mode of admitting ethanol is also expected to make the air-ethanol mixture
in a homogeneous state that may accelerate combustion process as and when diesel is
injected into the combustion chamber lowering the delay period. The additional benefit of
this methodology is that it helps in minimizing pollutants like Nitrogen Oxides ( NOx),
unburned Hydro Carbon (HC) and Carbon Monoxide (CO), which is the immediate
concern to the mankind besides identifying a potential alternative source of renewable
energy.
CHAPTER 2
LITERATURE REVIEW
2.1 INTRODUCTION The diesel engine dominates the field of commercial transportation and agricultural
machinery due to its ease of operation and higher fuel efficiency. Combustion is a hazard,
and besides the many services it provides to mankind. It may cause nuisance, damage to
property and damage to people. Due to the shortage of petroleum products and its
increasing cost, efforts are on to develop alternate fuels, especially diesel oil, for partial or
full replacement. Internal combustion engines generate undesirable emissions during
combustion process. The emissions exhausted in to the surroundings pollute the
atmosphere and causes several problems. The emissions of concern are : Unburned
hydrocarbon (HC), oxides of carbon, and oxides of nitrogen ( ). It is recognised that
the engine, lubricants and fuel after treatment and the engine application must be
integrated into a system to maximize the control of emissions.
Recent engine work focuses on improvements or incorporation of new technologies to the
air delivery, cylinder, fuel management, and electronic systems. These improvements
typically satisfy the emission requirements of new engines. Advanced diesel fuel
formulations offer significant emission reductions to new and older in-use engines every
time the fuel tank is filled. To meet the air quality objectives in many regional areas,
reductions in emissions will need to be derived from the in-use, mobile-source
engine population.
2.2 EMISSIONS
Carbon monoxide (CO) is a colorless and odorless poisonous gas. It is generated when
there is not enough oxygen to convert all carbon to carbon dioxide ( ).Maximum CO
is generated when an engine runs rich. Particulates are the exhaust of Compression
Ignition engine contains solid carbon soot particles that are generated within the cylinder
during combustion and undesirable colorless odorless pollution. The effects of inhaling
particulate matter have been widely studied in humans and animals and include asthma,
lung cancer, cardiovascular issues, and premature death. They can penetrate the deepest
part of the lungs.
Hydrocarbons are chemical compounds that contain hydrogen and carbon. Hydrocarbon
pollution results when unburned or partially burned fuel is emitted from the engine as
exhaust, and also when fuel evaporates directly into the atmosphere. Hydrocarbons
include many toxic compounds that cause cancer and other adverse health effects.
Hydrocarbons also react with nitrogen oxides in the presence of sunlight to form ozone.
The hydrocarbons consist of small non equilibrium molecules, which are formed when
large fuel molecules break up during combustion reaction. When hydrocarbons get into
the atmosphere and react with atmosphere it forms pharmaceutical smog.
The is a generic term for mono-nitrogen oxides (nitric oxide (NO) and nitrogen
dioxide ( )).These oxides are produced during combustion, especially at high
temperatures. At ambient temperatures, the oxygen and nitrogen gases in air will not react
with each other. In an internal combustion engine, combustion of a mixture of air and fuel
produces combustion temperatures high enough to drive endothermic reactions between
atmospheric nitrogen and oxygen in the flame, yielding various oxides of nitrogen. In
areas of high-motor vehicle traffic, such as in large cities, the amount of nitrogen oxides
emitted into the atmosphere can be quite significant. In the presence of excess oxygen
( ), NO will be converted to , with the time required dependent on the concentration
in air. The fuel is the major source of production from nitrogen-bearing fuels
such as certain coals and oil is the conversion of fuel bound nitrogen in during
combustion. During combustion, the nitrogen bound in the fuel is released as a free
radical and ultimately forms free or NO.
2.2.1 HEALTH EFFECTS OF
NOX react with ammonia, moisture and other compounds to form nitric acid vapour and
related particles. Small particles can penetrate deeply into sensitive lung tissue and
damage it, causing premature death in extreme cases. Inhalation of such particles may
cause or worsen respiratory diseases such as emphysema, bronchitis ,and it may also
aggravate existing heart diseases .When NOX and volatile organic compounds react in the
presence of sunlight ,they form photochemical smog, a significant form of air pollution,
especially in the summer .Children , people with lung diseases such as asthma, and people
who work or exercise outside are susceptible to adverse effects of smog such as damage
to lung tissue and reduction in lung function. Due to the large amount of NOX released by
vehicular emissions, the ozone layer is getting depleted. The depletion of ozone layer can
cause adverse effects such as damage to lung tissue and reduction in lung function mostly
in susceptible populations (children, elderly and asthmatics)
CHAPTER 3
IDENTIFICATION OF THE PROBLEM
Diesel engines dominate the field of commercial transportation and agricultural
Machinery due to its ease of operation and higher fuel efficiency. Many improvements
and incorporation have been added to the diesel engine by various researchers in order to
make its working more efficient. Different methods include advanced diesel fuel
formulations using Ethanol. However the major drawback of the use of such methods is
the corrosion of the cylinder walls due to the presence water molecules within the
combustion chamber.
In order to provide a solution to the above problem, a novel method is proposed to admit
Ethanol in the form of vapour into the engine. This is done by modifying the intake
manifold of the engine as shown in the figure below. The modification consists of
connecting by pass pipes, aeration chamber, air filter and flow and direction control
valves.
The air-ethanol blender is shown schematically in Fig.2. It consists of a container which
stores ethanol, half full such that the remaining half is available for the air to fill. This
container is connected with an inlet and outlet pipes. The inlet pipe is connected to a
bubbler shoe and the other end is connected to an air filter using a pipe. The bubbler shoe
has a number of holes on its bottom so that the air entering into the container shall escape
the holes in the bubbler shoe. Since the bubbler shoe remains always immersed in the
ethanol, the air escaping through the shoe bubbles out. The flow of air through this is
controlled by a flow control valve. The outlet pipe, the one end of which is connected to
the container on its top cover so that the ethanol vapour and air mixture formed through
the process of aeration flows through the pipe where at the other end is connected to the
air intake of the engine. The flow of ethanol air mixture is controlled by another flow
control valve.
A bypass circuit is provided in order to have proper control of air/fuel ratio, which is an
essential requirement for proper combustibility of ethanol. The bypass connection as
shown in Fig.2 above has a flow control valve which regulates the amount of air to be
mixed in achieving the proper mixture ratio.
Figure 3.1: Schematic layout of Aero-blender
3.1 Flame Test
This test is conducted to determine the proper air fuel ratio which produces on burning a
blue flame indicating efficient combustion and release of maximum amount of heat from
a fuel. The set-up for carrying out this test is shown above in Fig. 2. Air drawn from a
reservoir is connected to the inlet of the blender; the rate of flow of air through the
blender is regulated by the flow control valve. The outlet of this blender is connected to a
flame arrester, which allows the air fuel mixture to flow in forward direction and arrests
the fire if the flame travels backwards preventing damage to the aerator or bubbler.
Filling the container of the bubbler with ethanol nearly half full, the air is allowed to pass
through the column of ethanol. Air raises forming bubbles and as it bubbles each bubble
contains mixture of ethanol vapour and air. This mixture as it flows through the outlet
passes through the flame arrester and escapes from the outlet of the flame arrester. The air
fuel mixture coming out is tested with burning flame to see whether it catches fire. The
air supply to the bubbler is regulated until the mixture catches fire and burns with a blue
flame. Ascertaining the mixture proportions required for this the settings are done so that
the air/ethanol mixture can be sent directly along the ingoing fresh air to the engine. This
arrangement may result in producing weak air/fuel ratio which may help in lowering the
requirement of diesel oil because the difference of oil requirement is met by the ethanol
vapour.
Taking note of the success of admitting ethanol vapour along with the ingoing fresh air,
alternatively attempts towards using directly the air/ethanol mixture can be made to run
the engine. Thus provision has to be made to cut off the supply of fresh air to the engine.
Figure 3.2 : Flame Testing Setup
CHAPTER 4
DESIGN DEVELOPMENT AND FABRICATION
4.1 SELECTION OF PIPE DIAMETER
Selection of pipe for air flow to the inlet chamber
This work aims at developing a novel method to employ ethanol to substitute diesel oil
has been made. The concept of producing vapours of ethanol is proposed in this work;
accordingly a bubbler aerator has been designed. The aerator is being shown in Fig.2,
which is connected to the air filter on the inlet side and to the engine on the outlet side of
the aerator. The pipes used have to be designed to meet the requirement of air flow or the
mixture of air and ethanol. In determining the diameter of the pipes the engine is run at
different loads at the rated speed. This engine runs at a constant speed of 1500 rpm, the
speed is measurable at the cam shaft which runs at half the speed of the engine. The
engine is run at rated load and pressure drop in the intake manifold is measured using a
manometer. The following discussions presents the detailed calculation to determine the
pipe required for connecting the aerator to the engine and the air filter.
Observation
Cylinder bore (D) :80 mm
Stroke length (L) :110 mm
Engine Speed (N) :1500 rpm
Swept Volume (
=
110 = 0.553
Compression ratio (R): 16.5:1
Clearance Volume (
R=
,
16.5 =
Total volume, (
(
(
We know that when the engine is running at 1500 rpm (4 stroke engine) the rate of air
flow is given by
Discharge Q =
Discharge, (Q)
Q =
=7.36lt/sec
Q = 0.00736
It is found that pressure drop in induction manifold is 143mm of water column. In order
to determine the equivalent amount of pressure drop in air column the following
relationship are used:
Water density ( ): 1000kg/m3
Water air (ρa): 1.2kg/m3
Manometer head (Hw): 143mm
Pressure head (Ha):
Ha = (Hw) (
Ha = (0.143) (
Ha = 119.16m
Velocity, (v)
v = √
v = √
v = 48.35m/sec
Co-efficient of Discharge (Cd: 0.65)
Discharge, (Q)
Q = AO Cd v
0.00736 = AO 0.65 48.35
AO=2.341
Area,
A =
2.341
di=0.01726m
di=17.6mm
The required diameter of the pipeline is 17.26mm, however, a larger diameter of 25.4mm
is used in order to overcome loss by way of bends and valves.
4.2 Design of Aerator (bubbler) container
The aerator requires a container to facilitate store ethanol and have enough space for the
free air movement. The container needs to withstand the suction pressure created in the
induction manifold. In meeting these requirements a container made from HDP (high
density polyurethane) plastic measuring 1000cc is used in this work. Ethanol is filled in
the container to an extent of 400cc allowing 600cc of free air space for circulation. A
bubbler shoe is used which has a number of holes on its bottom surface, which helps the
incoming air into the shoe escapes through these holes bubbling through the column of
ethanol. The top end of the shoe is connected to the pipe which brings in the fresh air
from the atmosphere through the air filter. The air as it bubbles through the column of
ethanol carries along with it its vapour. The vapour formation depends on two aspects,
one is due to the low surface pressure and the other is due to the temperature. Therefore
the evaporation rate increases with the drop in pressure and also with the increase of
temperature. For an engine which runs at constant speed the pressure drop nearly same at
all loads. Besides while evaporating, heat is drawn from the liquid ethanol therefore the
temperature of liquid ethanol drops continuously. Drop in temperature decreases the
evaporation rate. If it is so desired to increase the rate of evaporation the temperature of
ethanol has to be increased. Provision may be made to supply heat to the container either
by a heating system or using the heat of exhaust as required.
Figure 4.1: Aeration chamber Setup
CHAPTER 5
EXPERIMENTAL SETUP AND PERFORMANCE STUDY
The test rig consists of a 4 stroke Kirloskar make diesel engine, coupled to a rope brake
dynamometer and the engine is cooled by water. The test rig is shown in Fig.3, which has
arrangement to measure air flow, fuel flow, temperature of exhaust gas, cooling water at
the inlet as well as outlet. Thermocouples are employed to measure temperature and
displayed digitally.
Fig 5.1: Experimental setup
1. Engine: 4 stroke compression ignition water cooled engine
2. Aeration chamber: Hard plastic chamber which contain diesel in it.
3. Air filter: It is a device composed of filter which removes the suspended particles
such as dust etc. in the air
4. Manometer is used to measure the pressure difference between atmosphere and
the intake manifold.
Fig 5.2: Control Desk
Control desk consist of a panel, air measurement system with air tank and fuel flow
measurement with burette and temperature measurement.
Fig 5.3: Rope Brake Dynamometer
The rope brake dynamometer is shown in Fig. 5; the brake drum is fastened to the
flywheel of the engine. A rope is wound on the drum, and spring balances are provided
one on each end of the slack and tight side. A hand wheel is provided to adjust the torque
applied on the drum as loading torque. The energy absorbed by the brake drum in the
form of heat is cooled by circulating cooling water.
5.1 Experimental procedure
The engine test set-up is kept ready with the bubbler aerator connected to the air filter to
receive fresh clean air and also to the engine intake manifold to supply the mixture of
ethanol and air. The bubbler container is filled with 400 ml or cc of ethanol and diesel oil
is filled into the diesel tank of the engine. Initially, the engine is started using diesel oil
and run at load for some time until it reaches steady state condition. Readings such as fuel
flow for 10 secs, exhaust gas temperature, speed of the engine along with the emission
measurements such as hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2)
and NOx and noted. The experiment is repeated applying various loads such as 0,2,4,6
and 8 kg (0, 19.62N, 39.24N, 58.86 N and 78.48N) under a constant speed. Similarly, the
engine is run using the aero-blended ethanol repeating the experiment for all the loads.
Measurement of emissions is also carried out in parallel. All measured parameters are
noted. From the data tabulated in Appendix-3, power produced, specific fuel
consumption, and brake thermal efficiency under various loads is computed and plotted in
Figs. 6.1 through Fig. 6.19. The rated speed of the engine is 1500 but due to wear and tear
the governor has been maintaining speeds below 1500 rpm
5.2 FORMULAE USED In measuring performance characteristics of using ethanol/air mixture along
with diesel oil various results have been computed using the data presented
in the Appendix-4. Formulae used in computing performance parameters are
given below,
1. Brake Power produced (BP)
BP= {( ( }
(kW)
Where,
N=Engine Speed
R=brake drum radius =0.138m
r=rope radius = 0.0095m
W= dead weight in kg
S= spring balance in kg
2. Fuel consumption
(kg/hr)
3. Brake specific fuel consumption (bsfc)
bsfc =
(kg/kW-hr)
4.Brake thermal efficiency (ηb)
=
×3600
CHAPTER 6
RESULTS AND DISCUSSIONS Experiments have been conducted to study the possibilities of using ethanol as an
alternative fuel and as an effective substitute for diesel oil. A single cylinder 500cc Diesel
engine has been used for the purpose, the rated power the engine is 3.73 kW at 1500 rpm
(engine speed can be measured at the cam shaft hence the speed measured has to be
multiplied by 2, to obtain the engine speed) . Since the engine is old full load performance
tests have not been made. The full load to be applied for this engine is 149 N (15.2 kgf)
where as the maximum load applied is restricted to 78 N (8 kgf). The results obtained
represent the behaviour of the engine under part load. However, the figures below help in
comparing the performance between the use of diesel oil with only air and diesel oil along
with the blend of ethanol with air.
6.1 PERFORMANCE TEST GRAPHS
Figure 6.1: Brake power v/s Load
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
0 2 4 6 8 10
BP
(kw
)
Load (kg)
Brake Power v/s Load
Without Ethanol
With Ethanol
Figure 6.2: Fuel consumption v/s Load
Figure 6.3: Brake specific fuel consumption v/s Load
Figure 6.4: Brake thermal efficiency v/s Load
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0 2 4 6 8 10
Mf
(kg/
hr)
Load (kg)
Fuel consumption v/s Load
Without Ethanol
With Ethanol
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 2 4 6 8 10
BSF
C (
kg/k
w-h
r)
Load (kg)
Brake specific fuel consumption v/s Load
Without Ethanol
With ethanol
0
5
10
15
20
25
30
35
0 2 4 6 8 10
Bra
ke t
he
rmal
eff
icie
ncy
(%
)
Load (kg)
Brake thermal efficiency v/s Load
Without ethanol
With ethanol
Figure 6.5: Exhaust temperature v/s Load
The figures above from Fig.6.1 through Fig. 6.5 represent performance behaviour of the
engine with and without the use of ethanol along with the in going air besides allowing
the engine to run at any speed beyond the control of the governor. It is observed that the
performance in regard to brake power produced is found to be better under the use of
ethanol blend. Consequently, other parameters measured such as brake specific fuel
consumption and thermal efficiency recorded are higher by 3%, which is a remarkable
achievement. The exhaust gas temperature measurement is found to be higher under the
use of ethanol blend. This is true that the emission measurement done indicate increased
presence of HC which is after burning in the exhaust manifold giving rise to higher
temperature of the exhaust gases. The positive result is about the drastic reduction in the
NOx gases present. These gases make a big concern on the health issues hence this
technique could help reduce the NOx in diesel engines. The increased presence of HC in
the exhaust can be dealt with an alternate solution which has given promising note on
initial trials in which the aerator temperature is increased to improve the evaporation rate
of ethanol. Such a solution not only reduces HC but also helps save diesel oil.
0
50
100
150
200
250
300
0 2 4 6 8 10
Exh
aust
te
mp
era
ture
Load (kg)
Exhaust temperature v/s Load
Without ethanol
With ethanol
6.2 EMISSION TEST GRAPHS
Figure 6.6: Carbon monoxide emission v/s load
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
0 2 4 6 8 10
CO
em
issi
on
s (%
vo
lum
e)
Load (kg)
Carbon monoxide emissions v/s Load
Without Ethanol
With ethanol
0
50
100
150
200
250
300
350
400
450
0 2 4 6 8 10
HC
em
isso
ns
(pp
m)
Load (kg)
Hydrocarbon emissions v/s Load
Without ethanol
With ethanol
Figure 6.7: Hydrocarbon emission v/s Load
Figure 6.8: Carbon dioxide emissions v/s Load
Figure 6.9: Nitrogen oxide emission v/s Load
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
0 2 4 6 8 10
CO
2 e
mis
sio
ns
(% v
olu
me
)
Load (kg)
Carbon dioxide emissions v/s Load
Without Ethanol
With ethanol
0
10
20
30
40
50
60
0 2 4 6 8 10
NO
x e
mis
sio
ns
(pp
m)
Load (kg)
Nitrogen oxide emissions v/s Load
Without ethanol
With ethanol
6.3 Results and Conclusions
6.3.1 Results The concept of running the engine by admitting ethanol vapour along with the fresh
charge of air at the inlet has been successfully realised. The performance of the engine
has been measured under various loads using a diesel engine test rig.
At maximum load the consumption of diesel oil has been lowered by 16.25%
while using the blend of ethanol with air.
The use of air ethanol blend has lowered the presence of NOx by 71.42% under
maximum load compared to when the engine run with only diesel oil.
The presence of Carbon monoxide is lowered by 33.3% at maximum load when
the engine is run with air/ethanol blend, compared with the engine run with diesel
oil. This indicates better combustion of fuels (diesel oil and ethanol)
The presence of Carbon dioxide has decreased by 6.06% at maximum load when
the engine is run with ethanol/air blend.
An interesting result is observed in regard to the presence of HC (HydroCarbon)
in the exhaust gases which decreased from 234 ppm to 135 ppm. This change
occurred due providing a small amount of heat to the aerating container which has
ethanol stored in it. The need to provide heat arose from the fact that the
temperature of ethanol keeps dropping due to the loss of heat caused by
continuous evaporation of ethanol. Such fall in temperature will affect evaporation
rate. Hence in order to increase the evaporation rate the container is heated using
hot water, this arrangement has augment the production of larger quantity of
vapour helping in lowering the consumption of diesel oil as well as the presence
of HC.
6.3.1 Conclusions • Combustibility test of air/ethanol has been done in order to use the blend as an
effective combustible mixture. The flame test conducted to visualize
combustibility has been successful; the flame produced is blue in colour indicating
effective combustion. The air-ethanol mixture is produced by developing an
aeration chamber which receives air from a reservoir of compressed air.
• Ensuring the flammability of the air ethanol mixture, the mixture is sent along
with the ingoing air of a diesel engine. The studies conducted in using ethanol as
an alternative fuel has produced the following interesting results;
i) At normal operating conditions the amount of diesel oil saved is to the
tune of 6%.
ii) The noxious NOx has reduced by 68%.
• Repeated tests using better evaporative conditions at higher temperatures, has
resulted in saving of diesel by an extent of 16% and enhancement of power
production by 6%. Overall improvement in performance is by 22%. Tests are yet
to be conducted using evaporation of alcohol at higher temperatures which might
give better results.
6.4 Scope for future work The present study in improving the performance of diesel engine by blending Ethanol
vapour along with air has shown remarkable improvement in performance by way of;
reduction in emissions as well as reduction in fuel consumption when compared to the
conventional working of diesel engines.
The present study can be extended by considering the following parameters:
The aeration chamber employed in this work is large size and hence cannot be
incorporated into any functional automobile. Attempts can be made to reduce the
size of the aeration chamber
Study can be made to see the influence of evaporation at elevated temperature of
Ethanol in the aeration chamber on engine performance.
To study the effects of Ethanol vapour on corrosion of the cylinder walls.
This technique of ethanol blending with ingoing air can be tried for petrol engines
or Spark Ignition Engines.
6.5 References • CFD ANALYSIS OF FLOW THROUGH VENTURI OF A CARBURETOR
Project Report Submitted in Partial Fulfilment of the requirements for the degree
of Bachelor of Technology In Mechanical Engineering By DEEPAK RANJAN
BHOLA (Roll no- 107ME040)
• Design and Simulation of a Producer Gas Carburetor – A Review S. J.
Suryawanshi Ȧ * and R. B. Yarasu Ḃ Ȧ Department of Mechanical Engineering.,
N.D.M.V.P.S„S KBT-COE, Nashik, India ḂDepartment of Mechanical Engg.,
GCOE, Amravati, India Accepted 10 March 2014, Available online 01 April
2014, Special Issue-3, (April 2014)
• INFLUENCE OF COMPOSITION OF GASOLINE – ETHANOL BLENDS ON
PARAMETERS OF INTERNAL COMBUSTION ENGINES Alvydas Pikūnas
Vilnius Gediminas Technical University, J.Basanavičiaus Str.28, LT-2006
Vilnius, Lithuania. Phone: (+370 5) 274 47 90, fax:(+370 5) 212 55 51 E-mail:
Alvydas.Pikunas@ti.vtu.lt
• Literature Review –on CFD Study of Producer Gas Carburetor Shirish L. Konde1
Dr.R. B. Yarasu 2 1M. Tech student 2Assistant Professor 1,2GCOE, Amravati
• Costa, Rodrigo C and Sodre, Jose R ( 2009 ) hydrous ethanol V/s Gasoline-
Ethanol Blend, Engine Performance and emissions, Fuel Journal of Science
Direct, pp287-293
APPENDIX I:
TWO DIMENSIONAL VIEW OF BUBBLER CARBURETTOR
Figure 7.1: Schematic Layout of Aero-blender
APPENDIX II:
INSTRUMENTS AND SPECIFICATIONS
A2.1 INSTRUMENTS USED
Rope brake dynamometer
Tachometer
Gas analyser
Stop watch
K type thermocouple
A2.2 ENGINE SPECIFICATION
Engine : 4stroke, single cylinder
Model : AV-1
Cooling : Water cooled
Number of cylinders : 1
Bore and Stroke : 80mm and 110mm
Cubic capacity : 0.553litre
Compression ratio : 16.5:1
Rated output : 3.7 KW or 5Hp
Rated speed : 1500 rpm
Governing : Class B1
Starting : Hand start
Specific fuel consumption (SFC) : 0.251 kg/KW-hr @ 1500 rpm
A2.3 OBSERVATION
Cylinder (D) : 80mm
Stroke Length (L) : 110mm
Acceleration due to gravity (g) : 9.81 m/sec2
Calorific value of fuel (Cv) : 42000 kJ/kg
Water density (Pw) : 1000 kg/m3
Fuel density (Pr) : 0.85 kg/hr
Brake drum diameter (Db) : 275mm
Rope diameter (dr) : 19mm
Coefficient of discharge (Cd) : 0.65
APPENDIX III:
COST ESTIMATION
01 Development of bubbler carburettor Rs 5000/-
02 Design & fabrication of the carburettor Rs 5000/-
03 Cost of fuel Rs 1000/-
04 Cost of associated equipment Rs 5000/-
05 Payment towards services &emission
measurement
Rs 5000/-
06 Other Cost Rs 4000/-
TOTAL Rs 25000/-
Table 8.1: Cost Estimation
APPENDIX IV:
PERFORMANCE TEST TABULATION AND CALCULATIONS
WITHOUT ETHANOL
Trial
no
Speed
(rpm)x2
Spring Balance Time for
10cc of
fuel
T (sec)
Temperature
S1 (kg) S2 (kg) T1
Cw in
T2
Cw out
T3
Ext
Temp.
T4
Room
Temp.
1 812 0 0 65.49 31 31 155 31
2 802 0 2 62.72 32 40 183 31
3 784 0 4 58.37 32 42 208 32
4 764 0.5 6 54.54 33 42 225 32
5 740 1 8 50.04 3 43 235 32
Table 8.2: Without Ethanol
WITH ETHANOL
Trial
no
Speed
(rpm)x2
Spring Balance Time for
10cc of
fuel
T (sec)
Temperature
S1 (kg) S2 (kg) T1
Cw in
T2
Cw out
T3
Ext
Temp.
T4
Room Temp.
1 830 0 0 76.49 36 39 170 35
2 825 0 2 71.72 36 39 203 35
3 816 0 4 67.43 36 39 225 36
4 809 0.5 6 63.79 36 39 243 36
5 800 1 8 58.17 36 40 258 35
Table 8.3: With Ethanol
APPENDIX V:
SAMPLE CALCULATIONS
A) WITHOUT ETHANOL
1)Power
BP = [( ( }
BP = ( {( ( }
BP = 1.67kW
2) Fuel consumption
=
kg/hr
=
= 0.612 kg/hr
3) Brake specific fuel consumption
Bsfc =
(Kg/kW-hr)
Bsfc =
Bsfc = 0.366 kg/kw-hr
4) Brake thermal efficiency
=
×3600
=
×3600
=
A) WITH ETHANOL
1)Power
BP = [( ( }
BP = ( {( ( }
BP = 1.81kW
2) Fuel consumption
=
kg/hr
=
= 0.526 kg/hr
3) Brake specific fuel consumption
Bsfc =
(Kg/kW-hr)
Bsfc =
Bsfc = 0.291 kg/kw-hr
4) Brake thermal efficiency
=
×3600
=
×3600
=
EMISSIONS
1) EMISSIONS
EMISSIONS OF DIESEL ENGINE WITHOUT ETHANOL Trial No Load
(kg)
CO
(% volume)
HC
(ppm)
CO2
(% volume)
O2
(% volume)
NOx
(ppm)
1 0 0.18 56 2.50 17.2 7
2 2 0.14 47 2.80 17.02 8
3 4 0.11 42 3.10 16.65 22
4 6 0.10 37 3.70 15.81 35
5 8 0.09 20 4.10 15.55 55
Table 8.4: Emission of Diesel Engine W/O Ethanol
EMISSIONS OF DIESEL ENGINE WITH ETHANOL Trial No Load
(kg)
CO
(% volume)
HC
(ppm)
CO2
(% volume)
O2
(% volume)
NOx
(ppm)
1 0 0.19 394 2.40 17.41 4
2 2 0.15 328 2.72 16.97 7
3 4 0.13 274 3.02 16.09 16
4 6 0.12 234 3.60 15.52 25
5 8 0.11 194 4.00 15.26 34
Table 8.5: Emission of Diesel with Ethanol
APPENDIX VI:
RESULTS
WITHOUT ETHANOL
Trail No Brake Power
(kw)
Fuel consumption
Mf (kg/hr)
Brake Specific Fuel
Consumption
(kg/kw-hr)
Brake Thermal
Efficiency
ηb (%)
1 - 0.358 - -
2 0.4516 0.394 0.872 9.82
3 0.903 0.438 0.485 17.67
4 1.242 0.476 0.383 22.36
5 1.5800 0.497 0.314 27.26
Table 8.6: Results Without Ethanol
WITH ETHANOL Trail No Brake Power
(kw)
Fuel consumption
Mf (kg/hr)
Brake Specific Fuel
Consumption
(kg/kw-hr)
Brake Thermal
Efficiency
ηb (%)
1 - 0.317 - -
2 0.4516 0.359 0.795 10.78
3 0.903 0.372 0.412 20.81
4 1.242 0.397 0.319 26.81
5 1.58 0.435 0.277 30.92
Table 8.7: Results With Ethanol
APPENDIX VII:
KSCST APPROVAL LETTER
APPENDIX VIII:
E-TIMES 2017 PUBLICATION
APPENDIX IX:
PROJECT PHOTOS
7.2.1: Working on Diesel Engine
7.2.2: Working on Diesel Engine
Recommended