Accepted Manuscript

An Experimental study of Combustion, Performance, Exergy and Emission

characteristics of a CI engine fueled by Diesel-Ethanol-Biodiesel Blends

Abhishek Paul, Rajsekhar Panua, Durbadal Debroy

PII: S0360-5442(17)31659-6

DOI: 10.1016/j.energy.2017.09.137

Reference: EGY 11631

To appear in: Energy

Received Date: 21 July 2017

Revised Date: 25 September 2017

Accepted Date: 28 September 2017

Please cite this article as: Abhishek Paul, Rajsekhar Panua, Durbadal Debroy, An Experimental
study of Combustion, Performance, Exergy and Emission characteristics of a CI engine fueled by
Diesel-Ethanol-Biodiesel Blends, Energy (2017), doi: 10.1016/j.energy.2017.09.137

This is a PDF file of an unedited manuscript that has been accepted for publication. As a service to
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 ACCEPTED MANUSCRIPT

Highlights

Exergy analysis of an existing diesel engine fuelled with various Diesel-Ethanol-

Biodiesel blends.
Optimal performance, emission & exergy characteristics achieved with Diesel-Ethanol-
Biodiesel blend with 15% ethanol.
Possible frame work for a sustainable use of ethanol in a CI engine.
 ACCEPTED MANUSCRIPT

1 An Experimental study of Combustion, Performance, Exergy and Emission

2 characteristics of a CI engine fueled by Diesel-Ethanol-Biodiesel Blends.
3 Abhishek Paula*, Rajsekhar Panuaa, Durbadal Debroya.

4 Mechanical Engineering Department, NIT Agartala, Barjala,Jirania-799001.

5 *corresponding Author-v1.abhishek@gmail.com

6 Abstract
7 The present work is an attempt to conduct a complete analysis of a CI engine subjected to a number
8 of blends of Diesel-ethanol and Pongamia piata methyl ester (PPME). In this study, the PPME
9 percentage is fixed at 50% and ethanol percentage is increased from 5% to 20% with intervals of
10 5%, thus reducing the diesel participation. A comprehensive analysis of performance, exergy,
11 combustion and emission characteristics was carried out, which lead to a conclusion that the
12 D35E15B50 blend with 15% ethanol showed best engine performance characteristics with 21.17%
13 increase in brake thermal efficiency and 4.61% decrease in BSEC at full load. The combustion
14 analysis also revealed increase in cylinder pressure and heat release rate indicating improvement in
15 combustion condition for the above-mentioned blend. The D35E15B50 blend also showed a
16 substantial improvement in unburned hydrocarbon and carbon monoxide emissions but it was
17 penalized with a marginal increase in NOx emission. The exergy analysis showed a 25.64%
18 increase in exergetic efficiency and 22.02% decrease in exergy destruction rate and 21.06%
19 decrease in entropy generation rate at full load condition for D35E15B50 blend. The tradeoff study
20 involving BSEC, NOx emission and sustainability index indicated a higher sustainability prospect
21 for the D35E15B50 .

22 Keyword- Exergy destruction rate, Sustainability index, Entropy Diesel-Ethanol-Biodiesel, Diesel Engine.

23 Nomenclature
PPME Pongamia piata methyl ester T5,out Outlet temperature of cooling water from the
engine.
BSEC Brake Specific Energy Consumption. Tex,I Exhaust gas temperature at inlet of the
calorimeter.
NOx Oxides of Nitrogen. Tex,O Exhaust gas temperature at outlet of the
calorimeter.
CO Carbon Monoxide T6 Average engine body temperature.
CO2 Carbon Dioxide 1 Mass flow rate of air.
HOME high-oleic methyl ester 2 Mass flow rate of fuel.
1 Exergy transfer rate of intake air. 5 Mass flow rate of cooling water.
2 Exergy transfer rate of fuel. ,3 Mass flow rate of water in the calorimeter.
3 Exergy transfer rate of exhaust gas. CP1 Constant pressure specific heat of air.
4 Exergy transfer rate of shaft work. Chemical exergy factor.
5 Exergy transfer rate due to heat transfer rate to qLHV Lower calorific value of the fuel
coolant
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6 Exergy transfer rate due to heat transfer rate to R Gas constant.

ambient.
Exergy destruction rate. CP3 Constant pressure specific heat of exhaust gas.

3
Physical exergy of exhaust gas. CP,w Constant pressure specific heat of cooling water.

3
Chemical exergy of exhaust gas. mole number per kilogram of exhaust gas
T0 Dead state temperature. xi the molar fraction of each of the component
P0 Dead state pressure. i standard chemical exergy of each component
T1 Intake air temperature. Angular velocity of engine.
P1 Intake air pressure. Engine torque.
T3 Exhaust gas temperature. 6 Heat loss to the environment.
P3 Exhaust gas pressure. Exergetic Efficiency.
TC,I Water temperature at inlet of calorimeter. SI Sustainability index.
TC,O Water temperature at outlet of calorimeter Entropy generation rate.
T5,in Intel temperature of cooling water in the
engine.
24

25 Introduction
26 The global concern regarding the energy insecurity and consistent obligations of complying with
27 ever-stringent emission norms have diverged the attention of fuel industry from fossil based fuels to
28 new and renewable fuel sources for IC engine application. The necessity to reduce the carbon foot
29 print by means of eco-friendly and non-conventional fuels have compelled the researchers to
30 explore different types of fuels and additives along with new and revolutionary fuel injection
31 techniques. Diesel engines have become the prime choice not only for the heavy transportation
32 sector but also for power generation sector as cogeneration system owing to its higher efficiency
33 and greater power output [1-3]. However, constantly converging emission norms have obliged the
34 use of Diesel engines, as it is very much culpable for high emissions of NOX, particulate matters
35 and other polycyclic aromatic hydrocarbons. One way to overcome this situation is incorporate
36 oxygen releasing molecules in fuel. There has been a substantial number of research works on
37 rationalizing the usage of biofuels such as biodiesel, Alcohols etc., rich in reactive oxygen
38 molecules in their structure, as a sustainable, renewable and viable alternative for existing diesel
39 power trains without the necessity to adopt radical changes in the existing diesel platforms.

40 There are a growing number of works devoted towards production and use of different biofuels. At
41 present, the most common alternative to Petroleum Diesel is biodiesel, chemically known as alkyl
42 ester of fatty acids from different plant and animal sources. Biodiesel is a renewable and sustainable
43 fuel that can be produced from any kind of edible and non-edible vegetable oils, waste vegetable
44 oils, animal fats etc. Due to its organic nature, biodiesel has 10-11% oxygen in its structure that
45 allows widespread oxidation of fuel, resulting in more complete combustion [4, 5]. Due to its higher
46 cetane number it has good self-ignition characteristics, which aids in it combustion and allows
47 achieving similar values of thermal efficiency in comparison with engine powered by diesel fuel
48 [6]. Biodiesel also reduces the formation of CO, HC, and soot particles in engine [7-10]. Biodiesel
49 also decreases the lifecycle emission of CO2 [11]. However, the NOx emission from the engine with
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50 biodiesel is found to be higher [12,36]. This increased NOX emission from biodiesel fueled engines
51 can be countered by incorporating ethanol into the fuel blend. Additionally, due to their high-
52 oxygenated content, ethanol can also have the additional effect of reducing the emission of
53 hydrocarbon, CO and smoke of a CI engine. Ethanol has an oxygen content of 34% and a latent
54 heat of vaporization of 840 kJ/kg [13]. These encouraging aspects of ethanol have been well
55 documented by a number of researchers over the year. Irshad Ahmed [14] studied the effect of
56 ethanol Diesel blends on the performance and emission of a CI engine. The results of this study
57 reported a 41% reduction in particulate emission, 27% reduction in CO, and 5% reduction in NOx
58 emissions. Li et al. [15] studied the effect of ethanol on CI engine combustion and found that
59 simultaneous reduction in smoke, NOx and CO emissions is possible with 15% ethanol blended
60 with Diesel. Hardenberg and Schaefer [16] studied the effect of ethanol on a CI engine. The NOx
61 and smoke emission reducing effect of ethanol was again reported in this study. Based on such
62 encouraging results some previous works conducted by the same researchers [3,17,18] also
63 concluded with reduced emissions of NOx, CO and smoke with marginal increase in performance
64 of the engine using ethanol as an additive. The same researchers also found that a high percentage
65 of biodiesel, as high as 50% by vol. can be to stabilize a Diesel-ethanol-biodiesel blend with high
66 ethanol content in it [18].

67 The exergy and energy analysis of IC engine have been discussed for almost two decades as a tool
68 to assess the different losses occurring during the operation of an IC engine. Exergy represents the
69 amount of useful work that a system can provide when it moves toward the reference environment
70 by a reversible process [19,20]. Exergy analysis can be used to determine the type, location and
71 magnitude of energy losses in different parts of an engine. Hence, exergy analysis opens a window
72 of opportunity to take necessary measures for reducing the losses in different parts of engine.
73 Various investigators conducted a number of studies on exergy analysis of IC engine. Azoumah et
74 al [21] optimized the performance of a DI engine using biofuels by means of exergy analysis. The
75 results showed that the amalgamation of exergy analysis and gas emission analysis is a very
76 effective tool for optimal application of loads on a CI engines. Benjumea et al. [22] applied exergy
77 analysis to a turbocharged (TC) automotive diesel engine fuelled with neat palm oil biodiesel
78 (B100) and diesel fuel (B0). Tests were conducted under steady state operating conditions, at two
79 altitudes above sea level: 500 and 2400 m. It was found from the study that exergy destruction is
80 increased sharply when combustion is started, indicating that this process was the main source of
81 irreversibility. Caliskan et al [23] investigated the effect of varying dead state temperatures on
82 exergy efficiency of a high-oleic methyl ester (HOME) fueled internal combustion engine. It was
83 found that the exergetic efficiency increased with the decrease of dead state temperature. Lpez et
84 al. [24] compared the exergetic performance of a DI diesel engine using olivepomace oil methyl
85 ester, mineral diesel, and their mixtures at full load and at different speeds. The exergetic
86 performance parameters of the applied fuels were found to be identical to base diesel operation.
87 Based on the exergy results, it was resolved that olive pomace oil biodiesel and its blends with
88 diesel fuel can substitute the use of diesel fuel in CI engines without any exergy cost increment.
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89 The present work is an attempt to study the effect of increasing ethanol percentage in Diesel-
90 biodiesel blends by means of in-depth study of combustion, performance, emission and exergy
91 parameters of an engine. In this study, the biodiesel percentage was fixed to 50% and ethanol
92 percentage was increased from 5 to 20% in 5% incrementing intervals, thus reducing the Diesel
93 percentage subsequently. The results of such analysis could be of great interest to researchers in
94 determining optimum fuel blends and engine operating parameters to achieve more economical and
95 eco-friendly operations.

96 2 Experimental Setup and Procedure

97 2.1 Test Fuels and their Properties.

98 The base fuels used in this experimental work are High speed Diesel, Pongamia piata methyl ester
99 (PPME) and Ethanol. The Diesel and Ethanol are collected from local fueling stations and local
100 chemist shop respectively. The PPME (Commercially known as Biodiesel) is produced by trans-
101 esterification of Pongamia pinata seed oil and the whole process is carried in the IC engine
102 laboratory of NIT Agartala. Previous research done by the same researchers showed that ethanol
103 has limited miscibility upto 10% (v/v) in Diesel [25]. It was also witnessed that miscibility of
104 ethanol can be increased by introducing PPME into the blend and a minimum of 45% and 50%
105 PPME is required to stabilize a blend containing 15% and 20% ethanol [18]. Hence, in this
106 experimental work the biodiesel percentage is fixed at 50% by volume. Then the ethanol in
107 introduced into the blend in 5% by volume concentration. Subsequently the Diesel percentage was
108 reduced to 45%. In subsequent blends, the ethanol percentage is increased by 5%, thus producing
109 blends with 10%, 15% and 20% ethanol. These blends are named as D45E5B50 (Containing 45%
110 diesel, 5% ethanol and 50% PPME), D40E10B50 (Containing 40% diesel, 10% ethanol and 50%
111 PPME), D35E15B50 (Containing 35% diesel, 15% ethanol and 50% PPME) and D30E20B50
112 (Containing 30% diesel, 20% ethanol and 50% PPME). These blends are shown in Fig-1. The
113 properties of the base fuels are shown in Table-1 [3].

Property Diesel Ethanol Biodiesel

Density (kg/m3 ) 820 789 886
Kinematic Viscosity(cSt) 2.51 1.09 4.06
Calorific Value (kJ/kg) 42650 26950 35866
Flash Point ( C) 52 12.77 217
Fire Point (C) 64 13.5 220
Cetane Number 48 7 55
114

115 Fig-1: Tested diesel-biodiesel-ethanol Blends Table:1: Properties of the Base Fuel
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116 2.2 Experimental Setup and methodology

117 The experimental work has been conducted on a single cylinder, 4 stroke, water cooled, naturally
118 aspirated, stationary DI engine that can produce a maximum brake power of 3.6 kW at 1500 RPM.
119 The engine has a compression ratio of 18:1. An eddy current dynamometer (Model-AG10, Make
120 Saj test plant Pvt. Ltd.) is used to apply load to the engine. The load cell used along with the
121 dynamometer is a 'S' type universal load cell (Model-60001, Make: -Sensortronics ). The
122 dynamometer can cope up to a speed of 10000 RPM. A Kublar DE1 8.3700.1321.0360 Crank angle
123 sensor has been fitted to the crankshaft of the engine to measure the engine rotational speed by
124 synchronizing it with the rotation of the crankshaft. The crank angle sensor can measure engine
125 rotational speed with 1 degree precision. A piezoelectric pressure sensor (Model-HSM111A22,
126 make-PCB Piezotronics, INC.) is installed in the cylinder head to measure the cylinder pressure.
127 The piezoelectric pressure transducer is a polystable quartz crystal, which produces an electric
128 charge that is proportional to the pressure developed in the cylinder. A piezo powering unit (Model-
129 AX-409, make- Cuadra) powers the transducers. A differential pressure transducer (Model-
130 EJA110A-DMS5A-92NN, make- Yokogawa) used to measure the liquid fuel flow into the engine.
131 The flow rate of fluid is calculated by measuring the difference of fluid pressure in the pipe.
132 Differential pressure flow meters have a primary and a secondary element. The primary element is
133 designed to produce a difference in pressure as the flow increases. The present experimental set up
134 uses a burette tube of 12.4mm diameter for this purpose. The indicted air is routed through an air
135 surge tank fitted with an orifice meter, a manometer and a pressure transducer (Model-SL-1, make
136 WIKA) to measure the flow rates and the associated drop values needed for the computation of the
137 volumetric efficiency of the engine under different operating modes. Two types of temperature
138 sensors are used for measuring temperature at different point of the engine test bed. The high
139 temperatures of the flue gas at the exhaust manifold before and after the calorimeter is measured by
140 two K-type thermocouples as these thermocouples can handle temperatures up to 1260C. Three
141 more resistance temperature detectors (RTDs) are connected at the inlet water at pump outlet, the
142 Engine outlet water on the engine head and calorimeter water outlet. All the instruments are
143 interfaced to a computer through a centralized data acquisition system synchronized to the crank
144 angle encoder. GUI-based post-processing software Engine soft (Developed by Apex Innovation
145 Pvt. Ltd.) was used to analyze the data stream.

146 The emission from the engine primarily consists of carbon dioxide, carbon monoxide, oxides of
147 nitrogen, unburned hydrocarbon , water vapour etc. An AVL Digas 444 5-gas analyzer is used to
148 measure the emissions of NOx, unburned hydrocarbon (UBHC), CO, CO2, and O2. The emissions of
149 CO, CO2, and O2 are measured in terms of volume percentage. The emission of UBHC and NOx is
150 measured in terms of ppm (Vol.). CO, CO2, and UBHC emissions are measured on the basis of Non-
151 Dispersive-Infrared (NDIR) detection principle, while NOx and O2are measured by means of pre-
152 calibrated electrochemical sensors. The major details of the engine is given in Table -2 and the
153 circuit diagram of complete experimental set up is shown in Fig-2.
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154 The experiments are carried out at 20%, 40%, 60% , 80% ,100% and 120% load conditions. The
155 engine is first operated on all the above-mentioned load conditions with Diesel to get a baseline
156 data set. Before testing a new fuel sample, the engine worked for sufficient time to consume the
157 remaining fuel from the previous experiment. Special care is taken to keep a constant speed of the
158 engine (10rpm) during data acquisition for each case of engine operation at different loads. The
159 authenticity of the reading increased by taking six consecutive readings at the same condition and
160 averaging them. The whole experimentation is done at an ambient temperature of 30-31C and at a
161 relative humidity of 70%.

162

163 Fig-2: Complete Experimental Setup

164 Engine type Kirloskar, Model TV-1, 4 stroke Water cooled,

VCR Engine.
Bore and stroke 87.5 mm and 110mm
165 Max. power 3.6 kW(1500 RPM)
Compression ratio 18
166 Swept volume 661 cc
Fuel injection pressure 205 BAR
Operating Speed 1500 RPM.
167
Injection Timing 23O BTDC
168
169 Table-2: Specifications of Test Engine
170
171
172 2.3 Theoretical considerations
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173 The complete thermodynamic analysis of the working of the engine was done based on a number of
174 postulates and assumptions. It was assumed that the engine was operated at steady state condition
175 and the intake air and the exhaust gases behaved like ideal gases. Further, the kinetic and potential
176 exergies of the engine were neglected, as they didnt pose any significant effect on the total exergy
177 of the engine.

178 The total exergy balance equation of the engine as a control volume can be written as,

179 1 + 2 = 3 + 4 + 5 + 6 + . (1)
180 Where, , , and are exergy transfer rate of intake air, intake fuel, exhaust gas and shaft
181 work respectively. and are exergy transfer rate due to heat transfer rate to coolant and
182 ambient respectively. is the exergy destruction rate.

183 The exergy transfer rate of intake air is given by,

184
[ [
1 = 1 1 1 0 0 ( )] + ( )]
1
0 0
0
1
(2)

185 Where, , Cp1, T1 and P1 are the mass flow rate, constant pressure specific heat, temperature
186 and pressure of intake air respectively. R is the gas constant (0.287 kJ/kg K) and T0 and P0 are dead
187 state temperature given as 31 C (304 K) and 101.315 kPa respectively.

188 The specific heat Cp1 of the intake air can be found by the following equation [26],

9.4537812 4.4903112 7.9298112

189 1 = 1.04841 0.0003831 + +
107 1010 1014

190 . (3)

191 The fuel exergy includes the chemical exergy only, which is measured by the following equation
192 [27],

193 2 = 2 .. (4)

194 Where, m2 and qLHV are the mass flow rate and lower calorific value of the fuel. is a chemical
195 exergy factor of the fuel and determined by following equation [28],

196 = 1.0401 + 0.1728 + 0.0432 + 0.2169 (1 2.0628 ). (5)
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197 Where, H, C, O, S are the mass fraction of Hydrogen, Carbon, Oxygen and Sulphur respectively
198 present in the fuel.

199 The exergy rate of the exhaust gas was calculated as summation of its physical and chemical exergy
200 rates as,

201 3 =
3 + .. (6)
3
202 The physical exergy of the exhaust gas is calculated by the following equation [24]

203 [ [
3 = (1 + 2) ,3 3 0 0
( )]
3
0 + 0( )] (7)
3
0

204 Where, Cp,3, T3 and P3 are the specific heat of exhaust gas at constant pressure, exhaust
205 temperature and exhaust pressure respectively. The specific heat of exhaust gas is determined by the
206 following equation,
,3 , (, ,)
207 ,3 = ( ... (8)
1 + 2 ) (, ,)

208 Where, mw,3 and Cp,w are the water flow rate in calorimeter and specific heat of water. Tc,I and
209 Tc,O are the water temperature at inlet and outlet of calorimeter. Tex,I and Tex,O are the exhaust
210 gas temperature at inlet and outlet of the calorimeter.

211 The chemical exergy of the exhaust gas is calculated by the equation no.9,

3 = (1 + 2)( + 0 ln ())

212 (9)

213 Where,n is the mole number per kilogram of exhaust gas. xi is the molar fraction of each of the
214 component, i is the standard chemical exergy of each component and R is the gas constant
215 (0.008314 kJ/mol K).

216 The standard molar percentage of different species in dead state is given as,

217 (N2)=75.67; (O2) = 20.34; H2O(g)=3.03; (CO2)=0.03; (Ar)=0.00052; (Ne)=0.0018;

218 (kr)=0.000076.[29].

219 During combustion process, the above standard molar percentage of different species changes and
220 new combinations appear. Hence, the molar percentages of different species generated through the
221 combustion process were recalculated for the exhaust gas to determine its chemical exergy. Then,
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222 the chemical exergy of the exhaust gas was calculated by using the standard chemical exergy of the
223 exhaust gas components [27] .

224 The exergy rate of the shaft work produced is equal to the energy rate of the work done,

2
i.e;
4=
225 ...(10)
60

226 Where, and are angular velocity and torque of the engine.

227 The exergy loss rate to the cooling water is calculated by equation 11,

228 [
5 = 5, 5, 5, 0 ( )] ...(11)
5,
5,

229 Where, 5 , Cp,w, T5,out and T5,in are the cooling water mass flow rate, specific heat of water,
230 outlet temperature and inlet temperature of the cooling water of the engine.

231 The exergy loss to the environment is calculated as following,

(
0
232 6 = 6 1 )
6
. (12)

233 Where, is the heat loss to the environment and T6 is the average engine body temperature. The
6
234 heat loss to the environment is calculated by equating the total input energy to the total output
235 energy as presented by equation 13,

236 6 = 11(1 0) + 2 [(1 + 2),3(3 0)]

2
237 5,5(5, 5,) 60
..(13)

238 The exergetic efficiency of the engine is calculated by equation no 14 as shown below,

4
239 = ...(14)
1 + 2

240 Exergy analysis of any heat engine can be used to improve its efficiency and sustainability. A
241 sustainable use of the energy resources along with their efficient use is vital for sustainable
242 development. Exergy analysis establishes a relation between efficiency and sustainability of a
243 system. Sustainability of any such system can be measured by means of sustainability index of the
244 machine, which can be derived from the following equation [30],
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1
245 = 1 ..(15)

246 Entropy generation rate () is expressed as the ratio of exergy destruction rate and dead state
247 temperature. It is an important parameter in analyzing the losses of an engine as it allows more
248 exact calculation of the losses than the traditional approach involving loss correlations. It is a
249 relatively new tool for improving the overall efficiency of the engine [31] .

250 = 0
. (16)

251

252 3 Measured Data Uncertainty Analysis

253 There are a number of physical and operational parameters that causes some degree of uncertainty
254 during working with an instrument. Hence, an uncertainty analysis with respect to the repeatability
255 and precision of the experimentation is of prime importance for assuring accuracy. To this end, a
256 comprehensive error estimation was conducted by means of a combined uncertainty analysis for the
257 performance parameters. The analysis was conducted on basis of the root mean square method,
258 where the total uncertainty U of a quantity Q has been estimated, depending on the independent
259 variables x1, x2,.,xn (i.e., Q=f [x1,x2,.,xn]) having individual errors x1, x2,..,xnas given by Eq. -17
260 [18]. The percentages of uncertainty of the performance parameters are shown in Table 3.

U U U
261 U ( X 1 ) 2 ( X 2 ) 2 ... ( X n ) 2 .(17)
X 1 X 2 X n

Computed
Performance
Parameter Measured Instrument Involved % Uncertainty of Calculation Total %
Variables in Measurement the Measuring Uncertainty of
Instrument [5] the Computed
Parameters
BP (Brake Power) Load, RPM Load Sensor, 0.2,
Load Indicator, 0.1, 1.02.
Speed measuring Unit. 1.0.
(0.2) 2 (0.1) 2 (1.0) 2

Fuel flow SFC (Liquid Fuel) Fuel Measuring Unit, 0.065,

Fuel Flow Transmitter 1.501
1.5. (0.065) 2 (1.5) 2

262 Table-3: Uncertainty analysis of Performance Parameters

263
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264 The measuring range and accuracy of the AVL Digas 444 emission analyser is given in Table-4
265 [18]

Instrument Measuring Range Accuracy

Carbon Monoxide (CO) 0-10% Vol < 0.6% vol: 0.03% vol> 0.6% vol: 5%
Carbon Dioxide(CO2) 0-20% Vol < 10% vol: 0.5% vol> 10% vol: 5% vol
Hydrocarbon (HC) 0-20000 ppm Vol < 200 ppm vol: 10 ppm vol> 200 ppm vol: 5%
NOx 0-5000 ppm Vol. < 500 ppm vol: 50 ppm vol . 500 ppm vol: 10%
Oxygen (O2) 0-22% Vol < 2% vol: 0.1% vol 2% vol: 5% vol
266 Table: -4: Accuracy of Emission Measuring instruments.
267
268 4. Result and Discussion.

269 The effect of the fuel blends at the tested load conditions has been analyzed with reference to the
270 performance, combustion and emission characteristics of the test engine.

271 4.1 Performance Analysis.

272 4.1.1 Brake Thermal Efficiency

273
274 Fig-3: Variation of Brake thermal efficiency with load for different fuel blends

275 The brake thermal efficiency of an engine is a function of the thermal input from the fuel. It is used
276 to evaluate how well an engine converts the heat from a fuel to mechanical energy. The variation of
277 brake thermal efficiency (bth) for the tested blends at different load conditions is shown in Fig-3. It
278 can be seen that at 20% load condition, all fuel samples produced very low efficiency. This is due to
279 very low BMEP, which degrades the combustibility of fuel inside combustion chamber. At 40%
280 load, it can be seen that Diesel produced comparatively higher bth as compared to other fuel
281 samples. This may be because the whole system being calibrated for diesel operation , can perform
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282 optimum with Diesel. It can also be seen from the figure that the brake thermal efficiency of the
283 engine is increased with increase in ethanol percentage upto 15% (v/v). This consistent
284 improvement is due to superior combustion quality with increase in ethanol percentage. As the
285 ethanol percentage increases, is brings down the viscosity of the biodiesel, allowing better injection
286 of the blends. The improved injection facilitates better atomization of the charge. This allows the
287 large and small chain hydrocarbons of diesel and biodiesel to dissociate quickly into smaller
288 elements during combustion. This dissociation also allows the fuel bound oxygen of ethanol and
289 biodiesel to participate in the combustion process and improve the combustion behavior of the
290 charge. Traces of this improved combustion are also evident in the cylinder pressure development
291 curves shown in Fig 5a-f. However, Fig-3 also displays a decrease in brake thermal efficiency with
292 D30E20B50 blend. This decrease is due to a number of reasons, such as over dilution of the blends
293 due to higher percentage of ethanol that not only affects its injection behavior, causing lower
294 injection pressure and decreased atomization, but also decreases the calorific value low enough to
295 prohibit effecting and significant conversion of energy to work. Side by side, the cooling effect
296 caused by such large percentage of ethanol may also reduce the combustion chamber temperature
297 during vaporization, thus decreasing combustibility

298 4.1.2 Brake Specific Energy Consumption

299

300 Fig: 4: Variation of Brake specific energy consumption with load for different fuel blends

301 Brake specific energy consumption indicates the efficiency of the engine with which the input
302 energy content of the fuel is utilized by the engine during combustion and it has been expressed in
303 Eq-18.
()() ()() ()()
304 ( )=

+ +
(18)
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305 Where, mD is the mass flow rate of Diesel, mB is the mass flow rate of biodiesel, mE is the mass flow
306 rate of ethanol. The lower calorific value of Diesel, biodiesel and ethanol are represented as LHVD,
307 LHVB and LHVE respectably.

308 The BSEC of the engine at tested load conditions for the tested blends is shown in Fig-4. Apart
309 from 40% load condition, the increment of ethanol upto 15% showed a decreasing trend of BSEC.
310 This consistent decrease in BSEC indicates better utilization of the chemical energy of the fuel into
311 useful work. The improved combustion behavior of engine subjected to the tested ethanol enriched
312 blends ensures higher percentage of fuel energy release during oxidation. This observation is
313 consistent with improved cylinder pressure generation, regarded as an index of combustion quality
314 and shown in Fig-5a-f. It is also worth noticing that a consistent increase in BSEC is observed with
315 D30E20B50 blend. This increase indicated higher fuel energy consumption for the said bend in
316 comparison to its predecessor fuel combinations. This increase indicates a depletion in combustion
317 quality as indicated by reduced brake thermal efficiency (Fig-3) and reduced cylinder pressure (Fig-
318 5a-f).

319 4.2 Combustion Analysis

320 4.2.1 Cylinder Pressure

321

322
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323
324 Fig: 5a-f: Variation of Cylinder Pressure for different blends at tested load conditions

325 Variation of in cylinder pressure for the tested blends at different load conditions has been shown in
326 Fig-5a-f. The in-cylinder pressure is an index of quality of combustion inside combustion chamber.
327 As the fuel oxidizes, it releases heat and subsequently the gas mixture expands inside the
328 combustion chamber and increases the cylinder pressure. The cylinder pressure profiles shown in
329 Fig-5a-f clearly show an increase in cylinder pressure, except D45E5B50 blend at all tested load
330 conditions. The maximum cylinder pressure is achieved invariably with D35E15B50 blend,
331 indicating better quality of combustion. The viscosity plays an important part in combustibility of
332 the fuel as proper injection would be achieved from an injector designed for diesel injection if the
333 fuel viscosity is not very high as compared to diesel. Biodiesel has a higher viscosity compared to
334 diesel. Hence, the injection deteriorates causing improper atomization and incomplete combustion.
335 Addition of ethanol reduces the viscosity of the blend and eventually the fuel viscosity reaches an
336 ideal condition with 15% ethanol. As a result, D35E15B50 blend delivers good atomization
337 characteristics and improved combustion, which subsequently leads to high in-cylinder pressure
338 profile. Further, the presence of 15% of ethanol in the blend also improves the combustibility, by
339 means of the high oxygen content of the blends due to inclusion of oxygen rich ethanol and
340 biodiesel. It is also seen that as the ethanol percentage in the blend goes beyond 15%, the in-
341 cylinder pressure of the engine gradually decreases. This indicates that the combustion quality
342 degrades with percentage increase in ethanol beyond 15% concentration. This retardation in
343 combustion is due to excessive decrease in fuel viscosity, which hampers injection and atomization.
344 With the higher percentage of ethanol, the cumulative viscosity decreases beyond proper injection
345 range and hinder the injection process. As a result, the combustion drags towards incompleteness
346 and causes subsequent decrease in cylinder pressure.

347

348

349
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350 4.2.1 Heat Release Rate

351

352

353

354 Fig:6a-f: Variation of heat release rate for different blends at tested load conditions.
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355 The heat release rate from the engine is calculated from the measured cylinder pressure data by
356 using the First Laws of Thermodynamics applicable to the closed part of engine cycle expressed as
357 per Eq. 19 [32]

358 = = (
= . + .

)+

.. (19)

359 The heat release rate from the engine for the tested blends at the 6 tested load conditions is shown in
360 Fig.6a to f. It can be seen from the graphs that the heat release rate for the engine decreased for
361 D45E5B50 blend, which may be due to retardation of combustion process caused by higher
362 viscosity of the blend owing to high percentage of biodiesel in it. It is also observed that further
363 increase of ethanol percentage the heat release rate is increased up to ethanol percentage of 15%
364 concentration. The heat released from a fuel depends upon several factors such as the calorific value
365 of the fuel, combustion quality, equivalence ratio etc. The improvement in heat release rate is an
366 indicative of increase in burning rate of the charge inside the combustion chamber. This increase in
367 burning rate may be due to a number of reasons. The decrease in blend viscosity due to ethanol
368 addition improves the injection characteristics of the engine. Side by side it also provides excess
369 oxygen during combustion process to elevate the burn rate. It is further observed that D30E20B50
370 blend with 20% ethanol again produced marginally reduced heat release rate. This decrease may be
371 due to over thinning of the charge due to higher percentage of ethanol in the charge.

372 4.3 Exergy Analysis.

373 The exergy analysis of the engine for the tested blends is analysed based on its exergetic efficiency,
374 exergy destruction rate, entropy generation and sustainability index.

375 4.3.1 Exergetic Efficiency

376
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377 Fig: 7: Variation of exergetic efficiency with load for different fuel blends
378
379 Exergetic efficiency of any heat engine indicates the efficiency of the engine taking the second law
380 of thermodynamics into account. This parameter compares the system to a thermodynamically
381 perfect one operating under the same conditions. Fig-7 presents the effect of different engine loads
382 on the exergy efficiency of the diesel engine fueled with various fuels. It can be seen from the
383 figure that the exergetic efficiency of the engine follows the trend of thermal efficiency shown in
384 Fig-3. Additionally, the exergetic efficiency was found to be lower than the brake thermal
385 efficiency. This may be due to the fact that a portion of the energy supplied to the engine is lost due
386 to thermodynamic irreversibilities such as severe chemical reactions, friction, heat transfer through
387 walls etc [21].

388 It is also observed that exergetic efficiency of the engine is increased with the increase in ethanol
389 percentage in the blends upto it 15% (v/v) concentration. This is because of the increment of fuel
390 flow rate owing to consistent decrease in blend calorific value and inverse relation between fuel
391 exergy and exergetic efficiency [33]. The decrease in exergetic efficiency with D30E20B50 blend
392 may be due to degraded combustion quality due to lower viscosity, high latent of vaporization of
393 biodiesel and reduced calorific value of the blend due to higher participation of ethanol.

394 4.3.2 Exergy Destruction Rate

395

396 Fig: 8: Variation of exergy destruction rate for different fuel blends at tested load conditions.
397
398 In any actual process, exergy is always destroyed due to the internal irrevesibilites of the system.
399 Thus, the rate of exergy destruction has a profound effect on the efficiency of a system. Fig-8
400 shows the rate of exergy destruction of the engine at different load conditions for the tested fuels
401 blends. It can be seen from the figure that the exergy destruction rate gradually increases with load
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402 for all tested fuel samples. This is because, as the load increases, the increased BMEP improves the
403 combustibility inside the combustion chamber and subsequently the heat release and cylinder
404 temperature increases. This increased in-cylinder temperature widens the temperature gradient
405 between the engine and the surrounding and consequently the exergy destruction rate increases.

406 It is also observed from the figure that increasing ethanol percentage reduced the exergy destruction
407 rate. The heat absorption during vaporization of ethanol increases with percentile increase in
408 ethanol in the tested blends. As a result, the thermal gradient between the engine and the
409 surrounding decreases with increasing ethanol percentage and it leads to lower exergy destruction
410 rates. However, with D30E20B50 blend, the drop in blend calorific value is such that it increases
411 fuel flow rate to produce necessary brake power at a certain load level. This led to a higher entropy
412 generation (as shown in Fig-9) and exergy destruction due to the massive thermochemical
413 transformation of the fuel and subsequent mixing of the combustion products with intake air [21].

414 4.3.3 Entropy Generation

415
416 Fig: 9: Variation of entropy generation for different fuel blends at tested load conditions.
417
418 Rate of entropy generation determines the performance of a heat engine. It is an index of
419 irreversibility of an actual system. Fig -9 shows the variation of entropy generation rate of the
420 engine at different load conditions for the tested fuel combinations. It is seen from the graph that the
421 entropy generation rate has a similar trend with that of exergy destruction rate as they are linearly
422 correlated to each other. Hence, the exergy destruction can be interpreted as the reason for entropy
423 generation during the combustion process.

424
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425 4.4 Emission Analysis

426 4.4.1 NOx Emission

427
428 Fig-10: Variation of NOx emission with load for different loads.
429
430 The increase in NOX emission from a CI engine is primarily due to increased combustion
431 temperature and equivalence ratio [18]. The NOX emission from the engine is shown in Fig. 10. It
432 can be seen from the graphs that the NOX emission from the engine increases with load irrespective
433 of the fuel used. This is because, increase in load increases the BMEP of the engine and thus
434 improves the combustion quality of the engine. Improvement in combustion quality gives rise to
435 higher cylinder temperature, which in terns increases NOX emissions. It is also seen that other than
436 120% load condition, the fuel blends showed reduced or similar NOX emission as compared to base
437 Diesel operation. Despite of improvement in combustion quality, this decrement in NOX emission is
438 due to high latent heat of vaporization of ethanol. Ethanol has a latent heat of vaporization of
439 846kJ/kg [18] .Hence during vaporization ethanol absorbs significant amount of heat from the
440 combustion chamber and drops its temperature. As a result, the temperature of combustion
441 chamber is reduced and this restricts the NOX formation mechanism. At 120% load condition, the
442 cooling effect of ethanol in over powered by the high cylinder temperature and consequently a
443 sharp spike in NOX emission is observed.

444

445

446

447

448
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449 4.4.2 Unburned HC Emission

450

451 Fig-11: Variation of unburned HC emission with load for different loads.

452 Unburned hydrocarbon emission from a CI engine is due to improper injection causing
453 incompleteness in combustion process. The HC emission from the engine is shown in Fig.11. It is
454 seen that the HC emission from the engine decreased with increasing ethanol percentage upto 15%
455 concentration. Addition of ethanol improves the injection characteristics of the engine and adds up
456 extra oxygen inside the combustion chamber as it dissociates. As a result, the breaking of long
457 chain hydrocarbons of Diesel and biodiesel happens effectively and their oxidation happens at a
458 higher oxygen concentration. This ensures burning of higher percentage of hydrocarbons and
459 reduces the unburned hydrocarbon emission. It is also observed that the HC emission again
460 increases with D30E20B50 blend. As the percentage of ethanol increases, it reduces the cumulative
461 cetane number of the blend due to its very low cetane content. As a result, the ignition delay period
462 may increase causing accumulation of charge inside combustion chamber. Consequently, a fuel rich
463 environment is created inside the combustion chamber and this leads to incompleteness in
464 combustion that results in increased HC emission. It may also be noticed that the unburned
465 hydrocarbon emission from the engine is relatively higher at 120% load condition as compared to
466 full load condition for some of the fuel samples. This may be because, 120% load is overload
467 condition for engine. At such high load, the constant RPM test engine draws higher amount of fuel
468 to produce more power in order to cope up with the load. However, the oxygen supply remains
469 more or less same, as the air intake is consistent irrespective of the load. Hence, because of the
470 limited oxygen available inside the combustion chamber, all the injected fuel does not burn properly
471 and produces unburned HC and CO. Hence, higher amount of HC and CO is detected in the
472 exhaust. Fig.12 is also in accordance with this finding.

473
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474 4.4.3 CO Emission

475 The CO emission from the engine is shown in Fig.12. It is evident from the Figure that the CO
476 emission from the engine decreases with the increasing load. This is because, as the load increases,
477 the BMEP of the engine increases along with it. This increase in the BMEP is conducive to better
478 combustion inside the combustion chamber. As the CO emission is a result of the incomplete
479 combustion of the fuel carbon, any improvement in the quality of combustion reduces the CO
480 emission.

481 It is also observed from the graph that addition of ethanol gradually decreased the CO emission
482 from the engine. This is because during oxidation ethanol releases OH. These 'OH' radical is
483 conducive for oxidation of CO into CO2 [34]. Therefore, much of the CO is oxidized to CO2 and
484 subsequently the CO emission gets reduced. The lowest CO emission is invariably shown by
485 D35E15B50 blend. This indicates that ethanol-biodiesel percentage ratio in this blend is most
486 suitable in terms of oxidation of CO into CO2. As the load increased, the higher BMEP improved
487 the combustibility of the charge, which in terms aided the oxidative effect of D35E1B50 blend and
488 produced lowest CO emission. However, the blend D30E20B50 showed an increasing trend in CO
489 emission from the engine. This sudden increase is due to retardation of combustion due to over
490 thinning of the charge, that caused partially incomplete combustion, giving rise to unburned carbon
491 and CO emission.

492

493 Fig-12: Variation of unburned CO emission with load for different loads.

494

495

496
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497 4.5 Comparison of Energy Efficiency and Exergy Efficiency

498 Fig-13 (a-f): Comparison of exergy efficiency and brake thermal efficiency in increasing ethanol percentage.
499
500
501 Fig. 13(a-f) shows a comparison between exergy efficiency and brake thermal efficiency in
502 correlation with increasing ethanol and engine load percentages. It is noticed from the figures that
503 the exergy efficiency of the engine for different ethanol percentages in consistently lower than the
504 brake thermal efficiency of the engine. This reduction in exergy efficiency is due to the fact that, a
505 portion of the input energy is lost due to thermodynamic irreversibilities, that occur during
506 processes such as fuel burning, intensive chemical reactions, severe heat transfers, mechanical
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507 friction etc. [27]. Further, it is also noticed that both exergy efficiency and brake thermal efficiency
508 of the engine was highest for D35E15B50 blend with 15% ethanol in it. This non-trivial increase in
509 exergy efficiency and brake thermal efficiency indicates a substantial improvement in chemical
510 energy utilization of the fuel and conversion of that energy into effective work.

511 4.6 NOX-Sustainability Index-BSEC Tradeoff

512
Fig-14: Tradeoff between NOx emission- sustainability Fig-15: Tradeoff between NOx emission- sustainability
513 index and BSEC at 20% & 40% load. index and BSEC at 60% & 80% load.

514 Exergy has high potential in improving the efficiency of a system by minimizing the detrimental
515 losses to the environment and maximizing efficient use of the resource. Therefore, the exergy
516 analysis can be applied to adjust the sustainability of the thermal system [35]. Keeping this in mind
517 with the impending contingencies of the diesel engine, a comprehensive NOx-Sustainability Index-
518 BSFC tradeoff analysis has been undertaken in the present study to visualize the effectiveness of the
519 Diesel-ethanol-biodiesel blends and have been summarized in Fig-14, 15 and 16 corresponding to
520 20%-40% load, 60%-80% load and 100%-120% load conditions. The effect of a particular fuel
521 sample at a particular load on NOx emission, Sustainability Index and BSFC is represented in a
522 symbolic manner. For example, effect of D30E20B50 blend at 20% load condition is represented by
523 20 E20.

524 The tradeoff between NOx-Sustainability Index-BSFC footprints at 20% and 40% load points is
525 sown in Fig.-14. Evaluation of tradeoff signatures at 20% point reveals a marginally higher BSEC
526 for all tested blends, with base diesel operation being the one with highest BSEC. It also reveals that
527 the BSEC of the engine gradually decreases with ethanol addition at the expanse of higher NOx
528 emission. However, the D35E15B50 blend (represented here as E15) registered a marginally higher
529 sustainability index as compared to rest of the fuel samples. Further increase in ethanol percentage
530 in E20 blend showed a marginal decrease in sustainability with appreciably lower NOx emission.
531 At 40% load conditions, it is seen that the base diesel operation has the lowest sustainability in
532 terms of energy with NOx emission on the higher side of the graph. The BSEC of the engine at this
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533 load point is low for all fuel samples except D45E5B50 blend. Similar to 20% load condition, here
534 also it is seen that the increasing the ethanol percentage upto 10% sowed a marginal increase in
535 BSEC and NOx emission but at 15% ethanol concentration, both BSEC and NOx emission
536 decreased. Additionally, the sustainability index also higher for E15 blend as compared to E5 or
537 E10 blends. It also worth mentioning that E20 blend again showed marginally lower sustainability,
538 similar BSEC and marginally lower NOx emission as compared to E15 blend.

539 The tradeoff comparison at 60% load condition shown in Fig.15 reveals very high BSEC and
540 appreciably low sustainability, along with significantly high NOx emissions for base diesel and E20
541 blends. E5 blend also showed minimal NOx emission at the expanse of moderate rise in BSEC and
542 very low sustainability. The advantage of ethanol at this load condition is witnessed with E10 and
543 E15 blends. Although, E15 showed slightly higher NOx emission then E10 blend, but the BSEC
544 and sustainability index associated with E15 was found to be much better than that of E10,
545 indicating a higher acceptability. The same trend was also observed with 80% load condition, with
546 E15 blends showing the highest sustainability and lowest BSEC but at a penalty of very high NOx
547 emission.

548 Fig.16 maps the tradeoff front achieved at high load conditions, i.e. at 100% and 120% load
549 conditions. The study of the contour plot reveals both base diesel operation and E20 blends shares
550 similar BSEC footprints, which were far lower than other D-E-B blend operations. Along with that,
551 they also portrayed appreciably low sustainability index at both of the load conditions. E5 blend at
552 both the load conditions demonstrated a lower BSEC, noticeably higher sustainability index and a
553 drastic reduction in NOx emission as compared to base diesel operation. As the ethanol percentage
554 is increased from 5%, it is found that both NOx emission and sustainability index increased along
555 with marginal decrease in BSEC. The best tradeoff characteristics was shown by E15 blend, as it
556 brought the tradeoff to a low BSEC, lower NOx emission and reasonably high sustainability index.
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557

558 Fig-16: Tradeoff between NOx emission- sustainability index and BSEC at 100% & 120% load.

559 5. Conclusion
560 In course of the present study, an experimental investigation was carried out on an existing diesel
561 engine to explore the effect of ethanol and biodiesel on performance, combustion exergy and
562 emission characteristics of the engine. The ethanol percentage was steadily elevated with an
563 incremental factor of 5 %, culminating into 4 blends with maximum ethanol percentage of 20%.
564 The biodiesel percentage was fixed at 50% and subsequently, diesel percentage was decreased
565 steadily with ethanol percentile share. The effects of increasing ethanol percentage ware compared
566 to baseline diesel operation. Based on the experimental results, following observations were made,

567 The cylinder pressure of the engine initially decreased with ethanol inclusion, but with 10% and
568 15 ethanol addition is proportionally increased. However, further increase in ethanol percentage
569 again caused a decrease in cylinder pressure. Since cylinder pressure is a direct index of
570 combustion quality, hence it is clear that very low (i.e. 5% concentration by volume) and very
571 high concentration (i.e. above 15% concentration by volume) retards the combustion process. It
572 is also concluded that D35E15B50 blend with 15% ethanol and 50% biodiesel is the best blends
573 among the tested blends in terms of combustion quality. Further, the high heat release rate for
574 the above-mentioned blend also certified the improvement in combustion quality.
575 The results of improvement in combustion are observed in terms of improved brake thermal
576 efficiency and reduced brake specific energy consumption of the engine for D35E15B50 blend.
577 Further, the higher degree of completeness in combustion also ensured lower HC emission for
578 the D35E15B50 blend. However, the actual advantage of ethanol addition was observed, as the
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579 blend was also able to reduce NOx emission along with HC emission, although in general the
580 emission of HC and NOx remain inversely proportionate to each other.
581 The exergetic efficiency of the engine for base diesel operation was poor as compared to the D-
582 E-B blends. Increase in ethanol percentage gradually increased the exergetic efficiency of the
583 blends and eventually D35E15B50 blend produced maximum exergetic efficieny. It is also
584 observed that the exergy destruction rate and entropy generation rate of the above mentioned
585 blend is lowest among the tested blends. This indicates a better usability of the chemical energy
586 of the fuel s compared to base diesel operation.
587 Sustainable development requires efficient use of sustainable, clean and affordable energy
588 resources. Exergy analysis is a powerful tool to indicate the sustainability of a system. Keeping
589 this in mind, a tradeoff study was conducted with sustainability index to investigate the
590 sustainability of the tested fuel blends in the light of two major performance and emission
591 characteristics, i.e. BSEC and NOx emission respectively. It was revealed in the study that
592 D35E15B50 blend is the best suited among the tested blends that can enable a normal CI engine
593 to effectively use the chemical energy of the fuel by minimizing the engine losses with reduced
594 NOx emission.

595 Based on the findings of the present study, it is understood that the combustion characteristics of the
596 Diesel-biodiesel fuel blends can be significantly improved by the inclusion of limited amounts of
597 ethanol. In general the outcomes of the study identifies the potential of ethanol for achieving a more
598 cost-effective and eco-friendly combustion process. Further the exergy analysis established the fact
599 that ethanol addition in Diesel-biodiesel blends upto 15% concentration by volume can reduce the
600 losses and improve the energy utilization in the engine.

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