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Vol.3.Issue.4.2017

International Journal of Computer Science & Mechatronics A peer reviewed international journal | Article Available at www.ijcsm.in | sjif-4.454

©smsamspublications.com | Vol.3.Issue.4.2017

Experimental Instigations for 4 Stroke CI Engine by Using

Watermelon Seed Oil Methyl Ester as a Bio-Diesel

Mr.P.Sudheer

1, Mr.T.Raja

2,

1M.Tech Project, Assistant Professor

2 , Department of Mechanical Engineering,

Nova College of Engineering & Technology, IBM, Vijayawada, AP, India.

Email: [email protected], [email protected]

Abstract: The increasing industrialization and motorization of the world has led to a steep rise for the demand

of petroleum products. In the wake of this situation, there is an urgent need to promote use of alternative fuel

which must be technically feasible, economically competitive, environmentally acceptable and readily available

.The present study covers the various aspects of biodiesels fuel derived from crude watermelon seed oil and

performance and emissions study on four stroke compression ignition engine with watermelon seed oil. In the

initial stage the tests are conducted on the four stroke single cylinder water cooled direct injection Compression

Ignition engine with constant speed by using diesel and base line data is generated by varying loads with

constant speed. In second stage, experimental investigation has been carried out on the same engine with same

operating parameters by using the watermelon seed oil of methyl esters in different proportions as WMSO10,

WMSO20 and WMSO30 to find out the performance and emissions. The performance and emissions

parameters obtained by the above tests are compared with the base line data obtained earlier by using diesel and

the blend WMSO30 shows the better performance compared to other blends WMSO10, WMSO20 in the sense

of increased in brake thermal efficiency, decreased brake specific fuel consumption, decreased oxides of

nitrogen and carbon monoxide and increased carbon dioxide.

Key Words: Biofuel, BTE, BSFC, Watermelon Seed Oil of Methyl Esters.

1. INTRODUCTION: Energy is key input for

technological, industrial, social and economic

development of a nation. Five generations (125 years)

ago, wood supplied up to 90% of our energy needs.

Due to the convenience and low prices of fossil fuels

wood use has fallen globally. The present energy

scenario now is heavily biased towards the

conventional energy sources such as petroleum

products, coal, atomic energy etc., which are finite in

nature besides causing environmental pollution. Of

the available energy, the present energy utilization

pattern is heavily biased for meeting the high energy

requirement in urban and metropolitan cities.

The extensive use of energy operated devices

in domestic, industrial, transport and agricultural

sectors in urban and rural areas have resulted in

overall economic development of the society. The

electricity available for farming operations and in

rural and urban areas is been generated using the

fossil and static energy resources such as petroleum

oil, coal and atomic energy and to a limited extent by

hydropower. These all sources have a great influence

on our economy and environmental aspects. These

have resulted in serious considerations for the use and

availability of various energy resources.

Depletion of fossil fuels, unaffordability of

conventional fuels (petrol, diesel) and atmospheric

pollution lead researchers to develop alternative fuels.

Fuels derived from renewable biological resources

used in diesel engines are known as biodiesel.

Biodiesel is environmental friendly liquid fuel similar

to petrol and diesel in combustion properties.

Increasing environmental concern, diminishing

petroleum reserves and agriculture based economy of

our country are the driving forces to promote

biodiesel as an alternate fuel.

The objective of the study was to determine the

optimum blend of Karanja biodiesel and diesel oil that

ISSN: 2455-1910


Vol.3.Issue.4.2017

would result in a better engine performance along

with minimum emission characteristics. Following

Grey-Taguchi approach, a multiresponse problem was

converted into a single one using weighting factors of

grey relational analysis. Lastly, validation of the result

was carried out by actual experimentation.

2. MATERIALS AND METHODS: In this project

we tried to investigate the potential use of Water

melon seed oil Methyl Esters as Bio-diesel. During

the course of this project we have actually prepared

Water melon seed oil Methyl Ester (WSOME) (pure

bio-diesel or B100). Various experiments were

conducted on WSOME and the results were recorded.

We collected the results of Water melon Seed Oil

Methyl Ester from various journals and research

papers. The results of WSOME were compared with

conventional diesel. A brief introduction about the

material used in this project is given below.

Figure 1.1 Watermelon crop and seeds

Pre-treatment of watermelon seed oil: This is done

so as to achieve the highest glycerin quality through

reduction of the 68 impurities, improving the

availability of the apparatus through reduction of the

gums and the resulting caking in the thermal glycerin

process. For higher economy of the apparatus through

discharging less phosphate into the waste water,

higher glycerin yield due to a lower material organic

non-glycerol (MONG) content through lowest free

fatty acid content and to obtain an optimum cold

stability of the biodiesel through reduction of the wax

content in the extracted oil, pre-treatment is carried

out on oils that have high free fatty acid content in

other to enhance optimum separation of the vegetable

oil into its corresponding esters.

Table 2 Fuel Properties of Biodiesel Produced from

watermelon Seed Oil Properties Produced

Biodiesel

ASTMD Standard

(ASTMD975)

Conventional

(ASTMD6751)

Specific Gravity 0.89 0.85 0.88

Density (g/cm3) 0.8 0.82 - 0.845 0.86 - 0.90

Kinematic

Viscosity

(mm2/sec)

1.05 2–3 1.9 – 6.0

Free Fatty Acid

(mg/g)

1.683 0.27 0.50max

Acid Value

(mgKOH/g)

3.66

Saponification

value (mg/g)

154

Iodine Value

(gI2/100g)

0.867 128.5 130max

Moisture Content

(%)

0.025 0.05 max 0.05max

Biodiesel Yield

(%)

49.8 Reported value Reported value

Properties Watermelon

Seed Oil

ASTMD Standard

Specific Gravity 0.944 0.916

Density (g/cm3) 1.38 0.918 –

0.926

Kinematic Viscosity (mm2/sec) 1 35

Free Fatty Acid (mg/g) 5.048 25max

Saponification value (mg/g) 191.89 189 – 198

Iodine Value (gI2/100g) 157.15 123

Oil Yield (%) 48 <0.09

Moisture Content (%) 5.8

Peroxide Value (mMol/Kg) 8 < 9

Acid Value (mgKOH/g) 10.096 10


Vol.3.Issue.4.2017

Flash Point (°C) 107 60–80 130–170

Fire point (°C) 123 68 100-170

Cloud Point (°C) -1 -15 to -5 -3 to -12

Pour Point (°C) -3 -35 to -15 -15 to 10

Refractive Index 1.46 1.664 1.245 –1.675

Cetane Number 44.47 40 – 55 47 - 65

3. EXPERIMENTAL SETUP AND

PROCEDURE: Using WMS Oil tests are to be

conducting on different equipment’s, to be found

some of the fuel properties. Later performance and

emission tests were conducted on 4- stroke single

cylinder water cooled CI engine coupled with a rope

brake dynamometer, with the help of Smoke meter

and multi gas analyzer. Experimental set up consists

of a water cooled single cylinder vertical CI

engine(Diesel Engine) coupled to an Electrical

loading to absorb the power produced necessary loads

are induced to apply on the engine. A fuel measuring

system consists of a fuel tank mounted on a stand,

burette and a three way cock. Air consumption is

measured by using a mild steel tank which is fitted

with an orifice and a U-tube water manometer that

measures the pressures inside the tank. For measuring

the emissions the gas analyzer is connected to the

exhaust flow.

Figure 2.1: 4- Stroke diesel engine

2.3 Description of the engine:

The engine is 4-stroke single cylinder (CI Engine)

diesel engine, fuel injection into compressed air. The

engine flywheel is connected to electrical

dynamometer for loading the engine. The brake power

from the engine can be calculated by electrical

alternator with rheostat loading along with volt meter

and ammeter. The air intake tank, fuel measuring

system, cooling water flow rate and temperature

measurement, speed indicator, manometer have been

provided for completeness of the test rig. All

measuring instrumentations are provided on an

independent panel.

2.4 Procedure

Note down engine specifications and ambient

temperature.

Fill the fuel tank with clean fuel.

Check the sufficient lubrication oil in the oil

sump (crank case).

Check the sufficient cooling water circulation

(say about 100 LPH) in the Rota meter being

circulated through engine.

Connect the control panel to electrical mains

230 V.

Keep the engine exhaust valve to open

position by operating the lever provided on

engine head.

Start the engine by cranking the crankshaft

and simultaneously closing the exhaust valve

lever provided on engine head.

Switch on rotary switch and toggle switch

towards generator load test side

Load the engine by operating load bank switch

to get load up to 75% of maximum load

capacity. Maximum 3 rheostat switch should

be made on

Take down the manometer reading for air

consumption, volt meter and amps meter

readings for load on the engine and 20cc of

fuel consumption.

Repeat the procedure for different loads to

conduct the load test. Each time note down the

manometer reading fuel consumption reading

and rpm.

Note down the temperature readings for final

reading to calculate heat balance sheet at full

load.

In the present time four stroke engines is very

popular in automobile industries. Today we will

learn about how four stroke petrol and diesel

engine works. In most of car, buses, bikes, and

scooters, we are using four stroke engines because

of its higher millage and sufficient power (torque).

A four stroke engine means that the piston passes

two times from top dead center to bottom dead

center and crankshaft revolves two complete

revolutions in one power stroke (one time of fuel

burns).

In present time two types of four stroke engines

used in automobile. These are

1. Spark ignition engine (petrol engine)

2. Compression ignition engine (diesel engine)

How Does Four Stroke Petrol Engine Work?

Four stroke spark ignition engine widely used in

bikes, sport cars because of its higher speed. In

this type of engine combustion of fuel ignite by


Vol.3.Issue.4.2017

the spark generate by an external spark plug. So it

is known as spark ignition engine. This engine

used petrol as the fuel because of its combustion

temperature and other characteristics are suitable

for this engine. So it is also known as the petrol

engine.

4. SMOKE METER: Netel’s smoke meter Model

NPM-SM-111B has been designed and developed to

get an accurate reading of diesel engine smoke

emissions, like smoke density (HSU), absorption co-

efficient (K) obtain.

Figure 2.6 Smoke meters

AUTO EXHAUST GAS ANALYZER: Gas

analyzer is mainly used to know the emissions. Gas

analyzer measures the concentration of CO, CO2, and

O2 in volume percentages and the concentration of HC

and NOx in parts per million (ppm). The system uses

a non-dispersive infrared system for determining the

concentration CO, CO2, and HC, and performs the

measurement of O2 and NOx by electro chemical

cells. It is shown in plate 4.8.

6

Figure 2.7: Auto Exhaust Analyzer

Modern auto-body shops depend on exhaust

gas analyzers as an affordable and essential way to

verify the functionality of the vehicles in their shop.

In their most simple form, exhaust gas analyzers

effectively sample and measure the various gasses

present and provide the operator with an end reading.

When it comes to exhaust pipe systems, exhaust gas

analyzers can locate carbon monoxide and identify

sources that may lead to fire if fuel is inadvertently

released. More complex models can also play a key

role in determining engine efficiency.

If fuel is not supplied to the engine in correct

proportions to air, engine efficiency is compromised,

and the engine will either eat up a lot more fuel or

cease to run because of a lack of power. Exhaust gas

analyzers can provide appropriate feedback to a

mechanic concerning the status of the engine, which

in turn allows the mechanic to troubleshoot the

problem quickly.

In terms of size and range of functions,

exhaust gas analyzers are available in very simple and

affordable forms as well as more expensive and

complex. When selecting an exhaust gas analyzer,

making sure its specifications meet your needs is

essential—a more expensive and complicate analyzer

may not be the best choice in all cases.

Basic exhaust analyzers can cost between

$250 and $300, and are easy to use and set up.

Because they are the most basic in terms of function,

they are generally only used to identify leaks in an

exhaust or engine system.

More sophisticated exhaust gas analyzers are

typically priced around $1,000 and offer a variety of

additional features. Some models can even use smoke

to identify and locate leaks—for the most part, models

in this price range tend to be highly automated which

allows the user to simply focus on the end results and

readings.

High-end models models—costing an upwards

of $10,000—identify leaks quickly and efficiently,

and provide a complete analysis of the results. Often

times they can easily be connected to a printer and a

modem, thus enabling printed results and interaction

with a remote computer, which grants the operator

fast access to the data and possible solutions.

6. EXPERIMENTAL OBSERVATION: The

engine was first operated on diesel fuel with no load

for few minutes at rated speed of 1500 rpm until the

cooling water and lubricating oil temperatures comes

to certain temperature. The same temperatures were

maintained throughout the experiments with all the

fuel modes. The baseline parameters were obtained at

the rated speed by varying 0 to 100% of load on the

engine. The diesel fuel was replaced with the

Watermelon seed oil biodiesel (BD10) and test was

conducted with the blend of 90% diesel and 10%

biodiesel by varying 0 to 100% of load on the engine

with an increment of 20%. After the Watermelon seed

oil biodiesel, the test was conducted with the blend of

80% diesel and 20% biodiesel (BD20).After the

Watermelon seed oil biodiesel, the test was conducted

with the blend of 70% diesel and 30% biodiesel

(BD30). The directly blended fuel does not require

any modifications to diesel engines. Hence direct

blending method was used in this test. The tests were

conducted with these three blends by varying the load

on the engine.


Vol.3.Issue.4.2017

The brake power was measured by using an electrical

dynamometer. The mass of the fuel consumption was

measured by using a fuel tank fitted with a burette and

a stop watch. The brake thermal efficiency and brake

specific fuel consumption were calculated from the

observed values. The exhaust gas temperature was

measured by using an iron-constantan thermocouple.

The exhaust emissions such as carbon monoxide,

Carbon Dioxide, Nitrogen Oxides, hydrocarbons and

unused Oxygen were measured by exhaust analyzer

and the smoke capacity by smoke meter. The results

from the engine with a blend of diesel and biodiesel

and compared with the baseline parameters obtained

during engine fueled with diesel fuel at rated speed of

1500 rpm. A well-designed experiment could produce

significantly more information with fewer runs

compared to an unplanned experimentation.

Accordingly, Taguchi’s parameter design method was

adopted to understand the effect of different input

parameters on response. However, conventional

Taguchi method could effectively establish optimal

parameter settings for single performance

characteristics. Since multiple performance

characteristics with conflicting goals were present,

Grey-Taguchi method was adopted to generate a

single response from different performance

characteristics.

3.2 FORMULAE

1. Fuel consumption ( mf )

Where T=time taken for F.C cc of fuel

consumption

Mass of fuel consumption per min,

The fuel consumption per hour is given by,

TFC = mf x 60 kg/hr

2. Power(𝐁𝐏) =V ×I

1000× 0.9Kw

Where V=Voltage

I=Current

3. Actual volume flow rate of air, (Va)= Cd

x A0 x √ (2xgxha) m3/s

Where

Cd = co-efficient of discharge of orifice

meter = 0.62

A0 = area of orifice = (π/4) d02 m

2.

do= orifice diameter, m = 0.018 m

g = acceleration due to gravity = 9.81

m/s2

ha = pressure head in terms of ‘m’ of

air = ρwhw/ρa m

ρw = density of water =1000 kg/m3

hw = difference of manometer

readings= h1-h2

ρa = density of atmosphere = 1.169

kg/m3

4. Mass flow rate of air (ma) = Va xρa x

3600 kg/hr.

5. Swept volume of engine (Vs)= ( π/4) D2

L m3

Theoretical volume flow rate of air, Vs

= = (π/4) D2 L (N/2 x60) m

3/s

Where D = cylinder bore = 0.08 m

L= stroke = 0.011 m

6. Indicated power (IP) = (BP + FP) kW

Where FP = friction power from Willan’s

line graph kW

7. Brake specific fuel consumption (BSFC)

= (TFC/BP) kg/kW-hr

8. Indicated specific fuel

consumption(𝐈𝐒𝐅𝐂) = (TFC/BI)kg/kW-

hr.

9. Brake thermal efficiency (𝛈𝐛𝐭𝐞) =𝐵𝑃×100

𝑚𝑓×𝐶𝑣 .

Where Cv = calorific value of the fuel in

kJ/Kg

10. Indicated thermal efficiency(𝛈𝐢𝐭𝐞) =IP×100

mf×Cv .

11. Mechanical efficiency (𝛈𝐦𝐞𝐜𝐡)= (BP /

IP) x 100 %

12. Volumetric efficiency (𝛈𝐯𝐨𝐥)= (Va/Vs) x

100 %

13. Air fuel ratio (A/F) = ma/mf

3.3 EXPERIMENTAL OBSERVATIONS FOR

CI Engine (Diesel Engine)

Experiments were conducted on the specified

diesel engine at constant speed using diesel and note

down the observation at ¼ load, spring balance

reading, speed, time taken for 10cc of fuel

consumption and the manometer readings. With the

help of smoke meter and multi gas analyzer note

down exhaust emissions were recorded in the form of

tables. By varying loads in steps 1/2, 3/4 and full

loads note down all the readings in diesel engine,

smoke meter and gas analyzer, observations are

tabulated in tables.

While doing experiments fill the fuel into the

tank mounted on panel frame, on engine check the

lubricating oil in the engine sump with help of dip

stick and set optimum flow rate of water in Rota

meter.

min/1000

6010kg

Tm ff


Vol.3.Issue.4.2017

Table: 3.1Experimental Observations for Diesel

(D100)

Table: 3.2 Experimental Results Using Diesel

(D100)

Table: 3.3 Experimental Observations of Exhaust

Emissions D (100)

S.N

o

Loa

d

(%)

Kavg

(absorptio

n

coefficient

)

Smoke

densit

y

(HSU)

CO

(%)

HC

(ppm

)

CO

2

(%)

O2

(%)

NOx

(ppm

)

1 25 1.06 36.6 0.0

8 55 3.2

21.5

8 131

2 50 1.45 46.39 0.0

7 51 4.5

21.3

7 340

3 75 2.25 61.99 0.0

6 54 6.2

20.9

1 743

4 100 3.7 79.6 0.0

7 57 8.5

18.6

2 1234


BLEND WMSO 10


diesel engine at constant speed using WMS Oil 10

blend and note down the observation at ¼ load, spring

balance reading, speed, time taken for 10cc of fuel




tables. By varying loads in steps 1/2,3/4 and full loads

note down all the readings in diesel engine ,smoke

meter and gas analyzer observations are tabulated in

tables .

While doing experiments fill the WM10 fuel

into the tank mounted on panel frame, on engine

check the lubricating oil in the engine sump with help

of dip stick and set optimum flow rate of water in

Rota meter.

Table: 3.4 Experimental Observations Using

WMSO10

Table: 3.5 Experimental Results Using WMSO10

Table: 3.6Experimental Observations of Exhaust

Emissions Using WM10 S.N

o

Loa

d

(%)

Kavg

(absorptio

n

coefficien

t)

Smok

e

densit

y

(HSU)

CO

(%)

HC

(ppm

)

CO

2

(%)

O2

(%)

NOx

(ppm

)

1 25 0.44 17.23 0.1

0 59 3.1 18.3 168

2 50 0.72 26.62 0.0

8 57 4.5

17.6

7 360

3 75 1.26 41.82 0.0

6 55 6.4

16.1

1 754

4 100 1.94 56.57 0.0

6 53 8.7

14.7

9 1180


BLENDWMS 20


diesel engine at constant speed using WMSO 20

blend and note down the observation at ¼ load,

spring balance reading, speed, time taken for 10cc

of fuel consumption and the manometer readings.

With the help of smoke meter and multi gas

analyzer note down exhaust emissions were

recorded in the form of tables. By varying loads in

steps 1/2, 3/4 and full loads note down all the

readings in diesel engine, smoke meter and gas

analyzer, observations are tabulated in tables.

While doing experiments fill the WMSO 20

fuel into the tank mounted on panel frame, on

engine check the lubricating oil in the engine

sump with help of dip stick and set optimum flow

rate of water in Rota meter.

Table: 3.7 Experimental Observations for Using

WMSO 20

S.NO Load (%) Load

(Watts)

Speed

(rpm)

Time for

fuel consumption

‘10’cc

(sec)

Manometer

reading

‘hw’

(m)

1 25 620 1500 55 0.069

2 50 1185 1500 46 0.067

3 75 1900 1500 37 0.062

4 100 2513 1500 28 0.055

S.

No

BP

(k

W)

FP

(k

W)

IP

(k

W)

ηmec

h

%

ηBT

E

%

ηITE

%

ηVol

%

BSFC

(kg/k

W-hr)

ISFC

(kg/k

W-hr)

A/F

(kg

of

air/

kg

of

fuel

)

1 0.6

7

1.8

1

2.4

7

27.

71

11.

22

40.

41

77.

95 0.748 0.210

43.

65

2 1.3

0

1.8

1

3.1

0

42.

10

18.

02

43.

17

78.

02 0.457 0.196

36.

93

3 2.1

0

1.8

1

3.9

0

53.

94

23.

68

43.

91

77.

29 0.347 0.195

29.

65

4 2.7

7

1.8

1

4.5

8

60.

76

23.

88

39.

31 77 0.347 0.212

38.

14


Vol.3.Issue.4.2017

Table: 3.8 Experimental Results Using WMSO 20


Emissions Using WMSO 20

S.n

o

Loa

d

(%)

Kavg

(absorption

coefficient

)

Smoke

densit

y

(HSU)

CO

(%)

HC

(ppm

)

CO

2

(%)

O2

(%)

NOx

(ppm

)

1 25 0.48 18.64 0.0

9 56 3.1

18.6

2 158

2 50 0.84 30.31 0.0

8 48 4.6

17.5

0 367

3 75 1.81 54.08 0.0

6 47 6.4

16.5

1 762

4 100 1.95 56.76 0.0

6 40 8.6

15.1

5 1177


BLEND WMSO 30


diesel engine at constant speed using WMSO 30

blend and note down the observation at ¼ load, spring

balance reading, speed, time taken for 10cc of fuel




tables. By varying loads in steps 1/2, 3/4 and full

loads note down all the readings in diesel engine,

smoke meter and gas analyzer, observations are

tabulated in tables.

While doing experiments fill the WM30 fuel into

the tank mounted on panel frame, on engine check the

lubricating oil in the engine sump with help of dip

stick and set optimum flow rate of water in Rota

meter

Table: 3.10 Experimental Observations Using

WMSO 30

Table: 3.11 Experimental Results Using WMSO 30

S.NO Load

(%)

Load

(watts)

V *

I

Sped

(rpm)

Time for fuel

consumption

‘10’cc(sec)

Manometer

reading

‘h’ (m)

1 25 620 1500 82 0.050

2 50 1185 1500 49 0.049

3 75 1900 1500 37 0.048

4 100 2513 1500 28 0.049

S.N

O

BP

(k

W)

FP

(k

W)

IP

(k

W)

ηmec

h

%

ηBT

E

%

ηITE

%

ηvol

%

BSF

C

(kg/k

W-

hr)

ISFC

(kg/k

W-

hr)

A/F

(kg

of

air/

kg

of

fuel

)

1 0.6

8

0.8

9 1.5

87

42.

84

17.

52

40.

51

65.

94 0.515 0.223

54.

40

2 1.3

1

0.8

9 2.2 59.

54

20.

10

33.

85

66.

74 0.449 0.267

32.

74

3 2.1

1

0.8

9 3.0

70.

33

24.

15

26.

24

66.

74 0.374 0.262

24.

54

4 2.7

9

0.8

9 3.6

8

75.

81

25.

02

33.

08

65.

41 0.361 0.273

18.

81

S.NO Load

(%)

Load

(Watts)

V * I

Sped

(rpm)

Time for fuel

consumption

‘10’cc(sec)

Manometer

reading ‘h’

(m)

1 25 620 1500 78 0.051

2 50 1185 1500 71 0.049

3 75 1900 1500 64 0.045

4 100 2513 1500 57 0.043


Vol.3.Issue.4.2017


Omissions Using WMSO 30 S.n

o

Loa

d

(%)

Kavg

(absorption

coefficient

)

Smoke

densit

y

(HSU)

CO

(%)

HC

(ppm

)

CO

2

(%)

O2

(%)

NOx

(ppm

)

1 25 0.41 16.16 0.0

9 60 3.0

18.1

8 183

2 50 0.62 23.40 0.0

8 48 4.5

17.5

6 375

3 75 1.32 43.31 0.0

6 53 6.30

16.3

0 746

4 100 2.37 63.90 0.0

6 51 8.70

14.9

5 1210

4. RESULTS: The experiments are conducted on the

four stroke single cylinder water cooled diesel engine

at constant speed (1500 rpm) with varying 0

to100%loads with diesel and different blends of

WMSO like WMSO 10, WMSo20, WMSO 30. The

performance parameters such as brake thermal

efficiency and brake specific fuel consumption were

calculated from the observed parameters and shown in

the graphs. The other emissions parameters such as

exhaust gas emissions such as Carbon monoxide,

hydrocarbons, and oxides of nitrogen, carbon dioxide,

unused oxygen and smoke were represented in the

form of graphs from the measured values. The

variation of performance parameters and emissions

are discussed with respect to the brake power for

diesel fuel, diesel-biodiesel blends and obtained

optimum blend are discussed in below article.

Figure 4.1: 4-Stroke Engine

First, let’s consider a practical example. Suppose we’re

evaluating a gasoline-fueled racing power plant on an

engine dynamometer. At wide-open throttle, full load,

and constant rpm (using race gas), the “chemically

correct” baseline BSFC was some time ago considered

to be 0.500 pounds of fuel flow/horsepower-hour. The

variation of Indicated Specific Fuel Consumption with

brake power is observed that from the graphs WMSO

30 line varies similar with the diesel. At full load ISFC

of diesel is 0.214 kg/kW-hr and for WMSO 30 are0.138

kg/kW-hr. The ISFC of bio-diesel is increases as

compared with diesel at full load condition. A/F for

diesel is 34.14, where as in case of WMSO 30 42.02

from that it is observed increase in A/F was negligible

(8.2) compare with diesel at full load condition.

When discussing engine tuning the 'Air/Fuel

Ratio' (AFR) is one of the main topics. Proper AFR

calibration is critical to performance and durability of

the engine and it's components. The AFR defines the

ratio of the amount of air consumed by the engine

compared to the amount of fuel.

The smoke is formed due to incomplete combustion in engine. The smoke density is lower for

WMSO 10 and WMSO 20 compared to WMSO 30 and

D100.The maximum smoke density recorded for the

diesel was 79.6HSU, 56.57 HSU for WMSO 10, 56.76

HSU for WMSO 20 and 63.90 HSU for WMSO 30 at

maximum load. The decrease in smoke density of

WMSO 10, WMSO 20and WMSO 30 is 28.93%,

28.69% and 19.72% respectively compared with diesel

fuel at full load. The smoke density increased with the

load for diesel fuel and diesel blends. The smoke

opacity of the pure biodiesel was higher than those of

all the other fuels used generally. Smoke opacity of the

blends WMSO 10, WMSO 20 and WMSO 30 were

lower than those of the diesel fuel at all loads on the

engine.

S.N

O

BP

(k

W)

FP

(k

W)

IP

(k

W)

ηmec

h

%

ηBT

E

%

ηITE

%

ηvol

%

BSFC

(kg/k

W-hr)

ISFC

(kg/k

W-hr)

A/F

(kg

of

air/

kg

of

fuel

)

1 0.6

8

0.4

2 1.0

8

63.

23

26.

84

42.

45

66.

54 0.327 0.206

85.

86

2 1.3

1

0.4

2 1.7

1

76.

95

39.

38

51.

24

65.

74 0.222 0.171

65.

18

3 2.1

1

0.4

2 2.5

1

50.

11

54.

17

59.

38

65.

41 0.162 0.148

55.

55

4 2.7

9

0.4

2 3.1

9

57.

05

55.

29

63.

29

64.

04 0.158 0.138

42.

02


Vol.3.Issue.4.2017

Figure 4.2: Variation of Brake Thermal Efficiency

with Brake Power Using WMSO Blends

Figure 4.3: Variation of Mechanical Efficiency with

Brake Power Using WMSO Blends

Figure 4.4: Variation of Brake Specific Fuel

Consumption with Brake Power Using WMSO

Figure 4.4: Variation of Carbon Monoxide with

Brake Power Using WMSO Blends

Figure 4.5: Variation of Carbon Dioxide with Brake

Power Using WMSO

Figure 4.6: Variation of Oxides of Nitrogen with Brake

Power Using WMSO Blends

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0

5

10

15

20

25

30

35

40B

rake

Th

erm

al E

ffic

ien

cy (

%)

Brake Power (kW)

D 100

M10

M20

M30

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0

10

20

30

40

50

60

70

80

90

100

Me

ch

an

ica

l E

ffic

ien

cy (

%)

Brake Power (kW)

D 100

M10

M20

M30

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70

0.75

0.80

BS

FC

(K

g/k

W-h

r)

Brake Power (kW)

D 100

M10

M20

M30

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

0.09

0.10

0.11

0.12

Ca

rbo

n M

on

oxid

e (

%)

Brake Power (kW)

D 100

M10

M20

M30

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0

1

2

3

4

5

6

7

8

9

10

Ca

rbo

n D

ioxid

e (

%)

Brake Power (kW)

D100

M10

M20

M30

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0

200

400

600

800

1000

1200

1400

1600

NO

x (

pp

m)

Brake Power (kW)

D 100

M10

M20

M30


Vol.3.Issue.4.2017

Figure 4.7: Variation of Hydrocarbons with Brake

Power Using WMSO Blends

5. CONCLUSION: In this investigation experiments

were conducted on four stroke single cylinder water

cooled CI Engine (diesel engine) at constant speed

using WMSO blends and determine how an engine

will operate with an alternative fuel.

The physical and chemical properties of crude linseed

oil not suitable to used directly as CI engine fuel due

to higher viscosity and density which will result in

low volatility and poor atomization of oil during oil

injection in combustion chamber causing incomplete

combustion and carbon deposits in combustion

chamber. For this reasons Crude Watermelon seed oil

is converted to Useful Watermelon seed oil by

Transesterification process. Transesterification

process is a method to reduce viscosity of crude

Watermelon seed oil with low production cost. In

order to achieve maximum yield of Watermelon seed

oil, Transesterification of crude oil of this species was

carried out at 65-700C. It is observed base catalyst

performs better results than acid catalyst. Volatility

characteristics and fuel properties of Watermelon seed

oil are improved by the Transesterification of

vegetable oils and the blending of Watermelon seed

oil with diesel in different proportions such as WMSO

10, WMSO 20 and WMSO 30.

REFERENCES

1. EmmanuelI.Bello, TayeS.Mogaji and

MakanjuAgge, “The effects of

transesterification on selected fuel properties

of three vegetable oils.” Journal of Mechanical

Engineering Research Vol. 3(7), pp. 218-225,

July 2011.

2. Ramaraju A. and Ashok Kumar T. V,

“Biodiesel development from high free fatty

acid punnakka oil.” ARPN Journal of

Engineering and Applied Sciences, VOL. 6,

NO. 4, APRIL 2011.

3. Nagarhalli M. V., Nandedkar V. M.and

Mohite K.C, “Emission and performance

characteristics of karanja biodiesel and its

blends in a C.I. engine and its economics.”

VOL. 5, NO. 2, February 2010, ISSN 1819-

6608, ARPN Journal of Engineering and

Applied Sciences.

4. A. Siva Kumar, D.Maheswar, K.Vijaya Kumar

Reddy, “Comparision of Diesel Engine

Performance and Emissions from Neat and

Transesterified Cotton Seed Oil.” Jordan

Journal of Mechanical and Industrial

EngineeringVolume 3, Number 3, September

2009 ISSN 1995-6665 Pages 190 – 197.

5. D.Prasad, K.Kirankumar, G.V.Rao,

“Performance of Mahua Seed OilMethil Easter

as a Bio Diesel Fuel in CI Engine.” IE (I)

Journal, AG Vol 85, June 2004.

6. S. Savariraj, T. Ganapathy, and C. G.

Saravanan, “Experimental Investigation of

Performance and Emission Characteristics of

Mahua Biodiesel in Diesel Engine.” ISRN

Renewable energy Volume 2011, Article ID

405182, 6 pages.

7. S.Jindal, “Effect of engine parameters on NOx

emissions with Jatropha biodiesel as fuel.”

International Journal of Energy and

Environment, Volume 1, Issue 2, 2010 pp.343-

350.

8. Rakopoulos CD, Michos CN, Giakoumis EG.

Studying the effects of hydrogen addition on

the second-law balance of a biogas-fuelled

spark ignition engine by use of a quasi-

dimensional multi-zone combustion model.

Proc Inst Mech Eng, Part D, J Autom Eng

2008;222:2249..

9. Abu-Jrai A, Rodriguez-Fernandez J, Tsolakis

A, Megaritis A, Theinnoi K, Cracknell RF, et

al. Performance, combustion and emissions of

a diesel engine operated with reformed EGR.

Comparison of diesel and GTL fuelling, Fuel

2009;88:1031.41.

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

0

10

20

30

40

50

60

70

80

HC

(p

pm

)

Brake Power (kW)

D 100

M10

M20

M30

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