Experimental Study of Biodiesel Blends Combustion

International Journal of Advanced Scientific and Technical Research Issue 4 volume 3, May-June 2014
Available online on http://www.rspublication.com/ijst/index.html ISSN 2249-9954
Experimental study of Biodiesel Blends Combustion
Khalil M. A.,AnanyM. N., HanafyA.,Teama A.M., Farag T.M.
Abstract The present study is a comparative study that aims to provide designers with more
knowledge about the flame characteristics of commercial B20, and B50 Waste Vegetable Oils
Biodiesel blends with diesel compared to that of Commercial Diesel oil. Theatomization quality
of three fuels was examined with respect to the atomization cone angle. The response of flames
of the three fuels towards the increase in Swirl number, and air-fuel ratio was also studied in
terms of flame length, flame structure, high temperature regions volume, and the mean
combustion Temperature. Experimental results showed that Biodiesel blends has lower spray
cone angle at fixed pressure, burns with less mean combustion temperature than that of diesel,
and that the dilutive effect of increasing the air fuel ratio has more significance on biodiesel
blends than that of diesel.
Keywords:Biodiesel, Waste vegetable oil, Spray Combustion, Swirl Stabilized, Spray Cone
Angle, Temperature Maps, flame length, Mean combustion temperature.
Introduction
Biodiesel is a one important candidate to replace diesel oils, since it is very close in its
properties to the commercial diesel oil as reported in many literatures.Xue et al. [1] reported that
neat biodiesel can produce the same power as that of diesel oilswith higher specific fuel
consumption. The global production rate of biodiesel has increased in many countries as reported
in Renewables 2010 global status report[2]. The International Energy Agency (IEA) in their
second annual report 2013expected that the production of biofuels mainly represented with
biodiesel wouldincrease from 1.86 million barrels a day in 2012 to 2.36 million barrels a day [3].
R S. Publication, rspublicationhouse@gmail.com Page 382

Biodiesel as a fuel for continuous combustion applications has not been extensively studied in
comparison with the studies conducted on biodiesel and its blendsfor compression ignition
engines [4-9].
However, few studies have been conducted for biodiesel continuous combustion. Hosseini et al.
[10] studied B05 and B10. Their experimental and numerical results showed that the exhaust gas
temperatures, the levels of NOx and CO2 emissions increase with the increase of the swirl
number until it reaches a peak value and then starts to decrease. On the other hand CO emissions
showed the opposite behavior.
Chong et al. [11]compared the Sautermean diameters of spray droplets produced from
Palm Methyl Esters (PMEs) and those of diesel and jetA1fuels. Results showed that PME spray
droplets had higher Sautermean Diameter values than the other fuels.Hence, higher droplet
penetration lengths and longer evaporation times were observed in the case of PMEs spray. They
also reported that PMEs had a reaction zone of less luminosity and burnt with less soot than
diesel as well as jet A1. NOxemissions per unit energy were reduced when using PME in
comparison with Diesel and Jet A1 fuels.
Xin et al. [12] blended Palm Olive Oil with Diesel at volumetric rates of 10%, 20%, and
30%. A continuous combustion unit was used to burn the fuel blends. They reported that the 20%
blends with diesel give comparable results in terms of flame length and stability. A Phase
Doppler Anemometer together with a predefined droplet size probability density function was
implemented for near nozzle measurements. Both numerical and experimental studies agreed that
biodiesel has a smaller mean droplet size than that of diesel at a constant fuel mass flow rate.
Fairus et al. in [13] as well as Squera et al[14] studied the flames of diesel, biodiesel, and
emulsified bio-oils. They reported that generally for biofuels the emissions of biofuels were
eithercomparable or lower than that of Diesel. Krishna [15] studied the emissions of soy bean
biodiesel in a small gas turbine engine, and reported that the emissions of CO, and NOxwere
decreased for soybean biodiesel with no significant losses in thermal efficiency. Biodiesel is less
volatile than diesel fuel when comparing measured flash points of the two fuels.
Farag et al. [16] studied the effect offuelvolatility on spray combustion, comparing heavy fuels to
volatile fuels like gasoline and Kerosene; they found that fuel volatility deeply affects flame
stability for swirl numbers less than 0.5. Wider and shorter flameswere obtainable as the swirl
strength was increased. Concentrations of NOx were found highest in heavy oil flames, and that

was due to nitrogen content in the heavy fuels and lower evaporation rate.
Legg et al.[17] compared Hydro treated diesel withfive other fuels: a 50/50 blend hydro
treated diesel & F-76 military diesel, Ethanol, #2 diesel, Waste Vegetable Oil (WVO), and F-76
diesel. All fuels powered a combustor model, with an air blast atomizer; an ensemble laser
diffraction unit was used to measure the droplet size distributionand average drop size. Tests
showed that at high atomizing air flow rates all fuels had almost similar Sauter mean diameter
except for theWVO biodiesel, and #2 diesel fuels.
From the previous studies those we had got, there is a few researches concerned with the
combustion of Waste Vegetable Oils biodiesel.
In this study the effect of blended mixtures of the biodiesel and the commercial diesel is
experimentally studied at different air swirl numbers (S= 0.5, 0.87, and 1.5) and at two air fuel
mass ratios (A/F= 20 and 30).
Experimental Test Rig
To achieve the goals of this study a swirl stabilized combustor unit was designed and
built to facilitate measurements for different axial and radial distributions. The Experimental
Test rig arrangement is shown in Fig. 1. Combustion air for this combustor arrangement was
supplied by a 2.2 kW blower, controlled with an air gate valve to give a wide control range. Air
passes through an orifice disc between the two air ducts, where the differential pressure is
measured by means of a U-tube manometer, and calibrated against air mass flow rates at 20C by
the means of a vane anemometer.
Flame stabilization was achieved by means of air swirls of swirl numbers S= 0.5, 0.87, and 1.5.
Air swirlers were designed upon Beer and Chigier expression [18]:
2 1 ( / )3
= tan
3 1 ( / )2
WhereRi, Ro, and are inner radius, outer radius, and vane angle.
Fuel is supplied by means of a gear pump, and is atomized by a pressure swirl atomizer
of an orifice diameter of 0.4mm.

The combustor consists of two concentric pipes of diameters 250, and 200 mm flanged
and welded together to serve as a fire pipe, and a water coolingjacket cylinder. The combustor
was fitted on one side with 19 openings to facilitate axial and radial measurements throughout
the combustor. The combustor was designed to have L/D = 5, where L is the combustor length
100 cm, while D is the combustor diameter of 20 cm. Residence time, flame stability, and
reference velocity, were considered in the selection of combustor size, and dimensions according
to Lefebvre [19], in addition to other empirical correlations provided by Farag [16, 23, and
24].Temperature measurements were done by a bare R-type [Pt-Pt/Rh (13%)] thermocouple
wires
1- Air blower. 2- Control valve. 3- Air duct. 4- U-tube Manometer. 5- Orifice disc. 6- Fuel tank. 7- Tank valve. 8- Oil filter. 9-
Gear pump. 10- Fuel line. 11- Pressure gauge. 12- Burner body. 13- Nozzle holder. 14- Air swirler. 15- Nozzle. 16- Combustor.
17- Flame pipe. 18- Measurement tapings. 19- Cooling jacket.
Fig.1Schematic diagram of the experimental test rig arrangement

Fuel Properties
The neat dieseland Waste Vegetable Oil WVO biodiesel were analyzed to obtain the
physical and chemical properties that would provide an expectation for the fuels behavior given
in table 1.
Table 1Fuels properties
Analysis/Fuel Biodiesel (WVO) 100% Commercial Diesel

Carbonweight % 77.21 88
Hydrogenweight% 10.6 11.3
nitrogenweight% 2.03 Nil
sulfurweight% Nil 0.7
Oxygenweight% 10.16 Nil
Ash weight % NiL Nil
Density g/L @ 25C 850 800
Flash PointC 150 64
Heat of Combustion (lower 42 MJ/Kg 43.5 MJ/Kg
heating value) MJ/Kg
Experimental Results and Discussions
The experimental study was carried out into two sections: in the first section, the spray
behavior, mainly the measured spray cone angle, at different injection pressures for different
blended fuels B20, B50, and commercial Diesel has been investigated.
On the other hand, the second section of the study is concerned with the effect of swirl
number and air to fuel mass ratio on the radial & axial temperature distributions, as well as the
flame length.
Spray Cone Angles
Pictures of spray cone angles as shown in table 3 were taken for commercial Diesel, B20,
and B50 from a fixed side view. A black card board has been used in the background to enhance

the spray images. Pictures of the three fuels were taken at injection pressure range of 1 to 4bar.
Pictures were further processed with an instant digital filter for better spray visualization, and
then cone angles were measured by pro-field protractor application.
Results of cone angles measurements as illustrated in Fig. 2 showed that at fixed pressure
diesel has the highest atomization cone angle followed by B20, and B50 respectively.
Fig.2 Effect of injection pressure on spray cone angle of the three fuels
The spray cone angles for the studied fuels at different injection pressures are shown in Fig. 3.
Increasing the injection pressure for all fuels caused the spray cone angles to increase. The spray
cone angles were determined from the spray configuration photos.
The percentage spray cone angle reduction for the blended biodiesel fuels B20 and B50
with respect to the commercial diesel cone angle is given in table 2. It has been observed that the
percentage reduction decreases with the increase in the injection pressure.
Table 2 Relative Reduction in Cone Angle with respect to diesel
Fuel Type /Injection Pressure 1bar 2bar 3bar 4bar

B20 14.3% 12.5% 11.1% 10%
B50 57.1% 25% 22.2% 20%

Table 3Spray configuration for different injection pressures and fuels

Temperature Maps:
Temperaturemeasurements were plotted against dimensionless axial and radial positions. Axial
dimensionless positions were divided into 19 positions, which referred in terms of the ratio
between the distance xseparating the position of the measurement and the nozzle tip, and the
combustor diameterD. or the following discussion the mass flow rate was kept constant at 1.3 g/s
for all fuels by means of keeping the injection pressure between 2 and 2.2 bar. For this injection
pressures the spray cone angle as indicated by Fig 2 were 40, 35, and 30 respectively.
Ra
dial
dis
tan
ce
r/R
Axial distance x/D
Rad
ial
dist
anc
e
r/R
Axial distance x/D
Rad
ial
dist
anc
e
r/R
Axial distance x/D
Kelvin
Fig.3Temperature maps of Diesel, B20, and B50 at S=0.5

Rad
ial
dist
anc
e
r/R
Axial distance x/D
Ra
dia
l
dis
tan
ce
r/R
Axial distance x/D
Ra
dia
l
dis
tan
ce
r/R
Axial distance x/D
Kelvin
Fig.4Temperature maps of Diesel, B20, and B50 at S=0.87

Radi
al
dist
anc
e
r/R
Axial distance x/D
Rad
ial
dist
anc
e
r/R
Axial distance x/D
Ra
dia
l
dis
tan
ce
r/R
Axial distance x/D
Kelvin
Fig.5 Temperature maps of Diesel, B20, and B50 at S=1.5

Figures 3, 4, and 5 show temperature maps of the three fuels flames at swirl numbers (S=
0.5, 0.87, and 1.5) respectively. Each map is divided into two halves the upper half shows the
flames A/F=20 and the lower half represents the flames at A/F=30. It can be seen that for all
fuels flames at A/F= 20 high temperature regions of (T>1300 Kelvin) are shifted upstream with
the increase of swirl number from S= 0.5 to S= 0.87, and further to S=1.5.The orange region
representing temperature range of 1400-1500 Kelvin was shifted to start at the dimensionless
axial position x/D = 0.25 instead of starting at x/D= 0.5 for S=0.5 while occupying very small
area of the map compared to that of S=1.5 at x/D= 0.25.
The flames of the three fuels at A/F=30 responded in a similar manner compared to those
ofA/F=20.In other words, as the swirl number increased the high temperature regions shifted
upstream towards the nozzle tip. The increase in the air-fuel ratio from A/F=20 to A/F=30
resulted in an increase in the near-nozzle zone temperature, while the High Temperature
Regionsof A/F = 30 filled less volume of the combustor than that of A/F=20. It can also be
observed that for the yellow temperature representation of range (1500-1600 Kelvin) existed in
all runs on A/F=30, except for B50 at S=0.5, while for A/F=20 it only existed starting from runs
at S=0.87. However, from the temperature maps I has been observed that in general regions
representing high temperature shrunk in size compared to that of A/F=20.
High Temperature Regions Volume
High temperature regions, in this work, are defined similar to the definitions adopted in [15, 22,
and 23], which are the regions whose temperatures exceed 1300 K. Figures 7 and 8 show the
percentage of volume occupied by high temperature regions to the total combustor volume for
both air fuel ratios. It is also significant from figures 7 and 8 that the increase in either of the
swirl number, air-fuel ratio, or percentage of biodiesel in blend decrease the volume of high
temperature region in the combustor.

A/F= 20 A/F= 30
Fig.7 Effect of swirl number on the high temperature regions Fig.8 Effect of swirl number on the high temperature regions
of the three fuels at A/F= 20 of the three fuels at A/F= 30
Fig.7shows that the volume of the High Temperature Regions HTRs are increased with
the increase of the swirl number except for B50 at S=1.5, and decreases when changing from
Diesel to B20, and further to B50. However the increase in high temperature regions volume
with the increase in swirl number can be justified by the increase in mixing rate, and the increase
in recirculation zone happening at high swirl number, while the decrease in HTRs volume when
changing from Diesel to B20, and Further to B50 can be explained by the lower Heating values
of the biodiesel blends. As shown in Fig.11 for all fuels the high temperature regions were
increased in volume with the increase of the swirl number, and decreased with increase of
biodiesel volumetric percentage in the fuel mixture. When comparing figures 10 and 11 with
each other, it can be recognized that the increase of air fuel ratio decreased the high temperature
regions volume, while the increase in swirl number increased it excluding B50 on S=1.5.

Mean Combustion Temperature
MeanCombustionTemperature(MCT) across the entire combustor in each run was

calculated and shownin figures 9 and 10 with respect to the fuel type and swirl number. It was
noticed that MCT increases when increasing the swirl intensity inside the combustor similar
trends were reported by Saeed [4] however, that excluded B50 at S=1.5.Results showed
Biodiesel blends burnt with less MCT than that of diesel at both air fuel ratios A/F= 20 and 30.
The lower MCT of biodiesel blends can be explained by both the lower calorific value of
biodiesel and the lower atomization quality. However, the percentage of reduction in MCT when
using the biodiesel blends instead of diesel was calculated and shown in Table 4 and it shows
that the increase of swirl number decrease the difference in MCT between biodiesel blends and
Diesel.
A/F=20 A/F= 30
Fig.10Effect of swirl numbers on MCT of the three fuels at Fig.9 Effect of swirl numbers on MCT of the three fuels at
A/F= 20 A/F= 30

Table 4 Percentage reduction in MCT with respect to MCT of Diesel
Percentagereduction in MCT with respect to MCT of Percentagereduction in MCT with respect to

diesel at A/F= 20 MCT of diesel at A/F=30
Fuel type/Swirl no. 0.5 0.87 1.5 0.5 0.87 1.5
B20 2.4 1.9 1.4 4.2 3.6 2.9
B50 3.1 2.5 9.2 6.2 6.3 12.0
Effect of air fuel ratio increasing on MCTof the three fuels

The rate of reduction in MCT caused by the increase of air fuel ratio from A/F=20, to
A/F=30 was calculated for each fuel, at the studied swirl numbers.Calculations present at Fig.11
show that the increase of air fuel ratio decreased the MCT the most at S=0.87, while it affected
the MCT the least at S=1.5, as the effect of air fuel ratio on MCT was increased to maximum
values when the swirl number was increased from S=0.5 to S=0.87, then decreased to lower
values than that at S=0.5 when the swirl number was increased from S=0.87 to S=1.5, and that
trend was repeated in all fuels. It was found that the highest reduction rates with respect to the
increase in air-fuel ratio, and fuel type was achieved at B50 followed by B20 and the least of the
three fuels to be affected by the increase of the air-fuel ratio was diesel.
Fig.11 Effect of air fuel ratio increase on MCT of the three fuels

Flame Length
Records of the visual flame length were recorded for each run. Figures 12 and 13 show
the effect of swirl number on the visual dimensionless flame length of the three fuels. It can be
seen from Fig. 12 with the fuels flames at A/F= 20 that the dimensionless flame length decreases
with the increase in swirl number which agrees with Syred and Beer [17] and Gad et al. [23]. On
the other the effect of swirl number on the flames of the three fuels at A/F=30 was not significant
except for the case of B50 at S= 1.5.
A/F= 20
Fig.12Effect of swirl number on flame length of the three fuels at A/F= 20
A/F= 30
Fig.13 Effect of swirl number on the flame length of the three fuels at A/F= 30

Conclusions
From the experimental results, the following conclusions are obtained.
1- Biodiesel blends B20 and B50 have lower spray cone angles than that of diesel indicating
lower atomization quality. The higher biodiesel content in the fuel mixture, the lower the
spray cone angle.
2- The higher injection pressure applied, the wider the spray angle was obtained. However,
the relative difference in spray cone angle with respect to that of diesel was reduced with
the increase in injection pressure. The relative reduction in spray cone angle was
observed to reduce from 25% at 2 bar injection pressure to 20% at 4 bar for B50.
3- The increase of air swirl numbers increased the mean combustion temperatures for all
studied cases except for B50 which experienced decrease in MCT for both air fuel ratios
investigated when the swirl number was changed from S=0.87 to S=1.5.An approximate
reduction of 6% was observed for A/F=20. On the other hand, higher percentages of
biodiesel in the fuel mixtures yielded lower mean combustion temperatures.
4- The increase of either the air swirl number or the air fuel ratio decreases the flame
length.At A/F=30 the flame length was observed to be independent of the biodiesel
content in the fuel mixture.
5- The increase of air swirl number shifts the high temperature regions in the flame
upstream. However, the biodiesel content played insignificant role on shifting the
location of the high temperature regions. A similar trend was also observed when
increasing the air fuel ratio from A/F=20 to A/F=30.
6- The increase of air swirl number increases the volume of high temperature regions, but
the biodiesel content in the fuel blend cause an opposite trend.
7- The air fuel ratio reduces the overall mean combustion temperature. Moreover, the
increase in air fuel ratio affects the mean combustion temperature of biodiesel with
higher rates than that of diesel.

AKNOWLEDGEMENT
This research paper is made possible through the tremendous efforts of:
Dr. EssamAbd el Mawla Dean of the Aqua cultural center and his crew for their effort in
providing the Biodiesel oil for this study.
The Expert Crew of the Industry Service Complex workshops to name a few Mr.
Mohamed al Zoghby, Mr. Sayed Hassan, Mr. Saeed Kinawy, and the rest of the crew for
their brilliant assistance in building the Experimental rig of this study.
The product of this research paper would have never been possible without their expertise and
devotion, and this is a very small acknowledgement compared to their massive efforts
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Experimental Study of Biodiesel Blends Combustion

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Experimental Study of Biodiesel Blends Combustion

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International Journal of Advanced Scientific and Technical Research Issue 4 volume 3, May-June 2014

Available online on http://www.rspublication.com/ijst/index.html ISSN 2249-9954

Experimental study of Biodiesel Blends Combustion

Khalil M. A.,AnanyM. N., HanafyA.,Teama A.M., Farag T.M.

R S. Publication, rspublicationhouse@gmail.com Page 382

R S. Publication, rspublicationhouse@gmail.com Page 383

Experimental Test Rig

R S. Publication, rspublicationhouse@gmail.com Page 384

Fig.1Schematic diagram of the experimental test rig arrangement

R S. Publication, rspublicationhouse@gmail.com Page 385

Table 1Fuels properties

Analysis/Fuel Biodiesel (WVO) 100% Commercial Diesel

Experimental Results and Discussions

Spray Cone Angles

R S. Publication, rspublicationhouse@gmail.com Page 386

Table 2 Relative Reduction in Cone Angle with respect to diesel

Fuel Type /Injection Pressure 1bar 2bar 3bar 4bar

R S. Publication, rspublicationhouse@gmail.com Page 387

Table 3Spray configuration for different injection pressures and fuels

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Axial distance x/D

Axial distance x/D

Axial distance x/D

Fig.3Temperature maps of Diesel, B20, and B50 at S=0.5

R S. Publication, rspublicationhouse@gmail.com Page 389

Axial distance x/D

Fig.4Temperature maps of Diesel, B20, and B50 at S=0.87

R S. Publication, rspublicationhouse@gmail.com Page 390

Axial distance x/D

Axial distance x/D

Axial distance x/D

Fig.5 Temperature maps of Diesel, B20, and B50 at S=1.5

R S. Publication, rspublicationhouse@gmail.com Page 391

High Temperature Regions Volume

R S. Publication, rspublicationhouse@gmail.com Page 392

R S. Publication, rspublicationhouse@gmail.com Page 393

Mean Combustion Temperature

MeanCombustionTemperature(MCT) across the entire combustor in each run was

R S. Publication, rspublicationhouse@gmail.com Page 394

Table 4 Percentage reduction in MCT with respect to MCT of Diesel

Percentagereduction in MCT with respect to MCT of Percentagereduction in MCT with respect to

Effect of air fuel ratio increasing on MCTof the three fuels

R S. Publication, rspublicationhouse@gmail.com Page 395

Fig.12Effect of swirl number on flame length of the three fuels at A/F= 20

R S. Publication, rspublicationhouse@gmail.com Page 396

From the experimental results, the following conclusions are obtained.

R S. Publication, rspublicationhouse@gmail.com Page 397

[3] S. B. Hosseini, M. Ahmadvand, H. R. Khoshkhoo and H. Khosravi , "The Experimental

[4] O. zener, Y. Levent and A. T. E. Ergen, "Effects of soybean biodiesel on a DI diesel

[6] K. S. Rao, P. V. Rao and B. S. Rao, "Performance, Combustion & Emission

R S. Publication, rspublicationhouse@gmail.com Page 398

[8] B. Tesfa, G. Fengshou and R. Mishra, "Emission Characteristics of a CI Engine Running

[9] S. Patil and M. M. Akarte, "Effect of Injection Pressure on CI Engine Performance

[10] C. T. Chong and S. Hochgreb, "Spray combustion characteristics of palm biodiesel,"

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