International Conference on Renewable Energy, 2011

Prospects of pyrolysis oil from wood as alternative fuel

R.Prakash1, P. Gandhi2, M.V. Saikumar3, R.K.Singh4, S.Murugan5
1,2,3,5
Department of Mechanical Engineering
4
Department of Chemical Engineering
National Institute of Technology Rourkela Orissa, India-769 008

Abstract:

World is finding a major crisis or scarcity of conventional petroleum fuels. There is a lot of scope
for biomass based fuels to replace petroleum based fuels, as biomass based fuels are renewable in
nature are available in large quantity. There are different methods to derive fuels from biomass
like chemical conversion, pyrolysis etc., Pyrolysis is one of a technique to derive fuels from
biomass and waste solid substances. This paper describes the prospects of wood pyrolysis oil as an
alternative fuel for Compression Ignition engines. An attempt was made to use modified bio-oil
blended with diesel fuel in a single cylinder, four stroke, air cooled, and DI diesel engine. The
performance and exhaust emissions such as unburned hydrocarbons [UBHC], carbon monoxide
[CO], carbon-di-oxide [CO2] and nitric oxide [NO] were measured from the diesel engine at
different power outputs. The performance and exhaust emissions were studied from the engine
with three different WPO based fuels such as WPO diesel emulsion, and two WPO diesel
emulsions with addition of 2% and 4% Diethylether. The results were compared with the diesel
fuel data, analysed and it is presented in this paper. It is observed from the results that 1.94%,
3.02% and 2.94% increase in the brake thermal efficiency was achieved with WPO10, WPO10
with 2%DEE and WPO10 with 4%DEE. The NO and HC emissions were lower with only WPO
diesel emulsion. For the other emulsions the HC and NO emissions were higher than diesel fuel
operation.

Keywords: Pyrolysis, diesel engine, ignition improvers, performance, emission

*Author for correspondence (prakasu2000@yahoo.com)

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1. Introduction

Many alternative fuels for diesel engines were introduced in the last two decades for replacement
of diesel fuel. Utilization of Biomass as an alternative fuel for compression ignition engine has a
great scope especially in agriculture based countries and developing countries. The bio mass can
be converted into a source of energy for such engines by adopting different techniques such as dry
combustion, anaerobic digestion, bio photolysis, pyrolysis, liquefaction, gasification, hydrolysis
and solvent extraction (Roy G. D). Out of this pyrolysis have advantages such as simple and low
pressure operation, negligible waste product and high conversion efficiency of the order of 83%. It
is the thermal decomposition process of waste substances in the absence of oxygen. Pyrolysis of
biomass may yield solid, liquid and gaseous products (David Chiaramonti).

Biomass resources that can be used for energy production includes a wide range of materials such
as forest residues, energy crops, organic wastes, agricultural residues etc. Agricultural waste, a
readily available biomass, is produced annually worldwide and is under utilization almost
(Bridgwater A.V and Toft A.J).

Biomass resources can be divided into three categories (Bridgwater A.V). They are;

i) Wastes: Agricultural production wastes, agricultural processing wastes, crop residues,

mill/timber wood wastes, urban wood-wastes and urban organic wastes.

ii) Forest products: Wood, logging residues, trees, shrubs, wood residues, sawdust, bark etc.,
from forest clearings.
iii) Energy crops: Short rotation of woody crops, herbaceous woody crops, grasses, starch crops
(corn, wheat and barley) sugar crops(cane and baggase), oilseed crops (sunflower, soyabean,
safflower).

1.1 Biomass conversion processes

Biomass can be converted into useful products by two main processes.

1.1.1 Thermo-chemical processes

Different methods are used in thermo chemical processes for converting biomass into useful
energy which are a) Combustion b) Gasification c) Liquefaction d) Hydrogenation e) Pyrolysis.
Out of all pyrolysis is advantageous than remaining processes because it can convert biomass
directly into solid, liquid and gaseous products by thermal decomposition of biomass in the

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absence of oxygen (Ralph P. Overend). Pyrolysis process can be classified as slow pyrolysis or
low temperature conversion and flash pyrolysis or fast pyrolysis.

The pyrolysis oil has high oxygen content which burns smoothly and cleanly and has the potential
for alternative source of fuel. But pyrolysis oil also contains many reactive components that can
form higher molecular weight species. So these reactions result in increase in viscosity and
decrease in volatility, which is unfavorable for fueling in diesel engines. Hence it is necessary to
modify the fuel so that it can be used as an alternative fuel. The hydroscopic nature of the
pyrolysis oil weakens the stability of pyrolysis oil when it is blended with diesel fuel (Stefen
Czernik).

1.1.2 Bio-chemical processes

Anaerobic digestion and alcoholic fermentation are widely used in bio-chemical processes for
obtaining energy from biomass. High moisture content such as animal manure and bio-sludge can
be the products of these processes. These processes are due to biological actions that convert semi-
solid or liquid biomass into a biogas or liquid fuel (ethanol) (Ralph P. Overend).

2. Pyrolysis Process for Production of Bio-Oil (Zhang Qi)

2.1 Pyrolysis

Pyrolysis is the conversion of one substance into another by means of heat with or without the aid
of a catalyst. It involves heating in the absence of air or oxygen. Pyro gas, pyrolytic oil and char
are the products of pyrolysis process. Pyrolysis process can be classified as slow pyrolysis and fast
pyrolysis. The pyrolytic breakdown of wood produces a large number of chemical substances.
Some of these chemicals can be used as substitutes for conventional fuels (Dinesh Mohan).

2.2 Bio-oil

The liquid product from biomass pyrolysis is known as pyrolysis oil or bio-oil or bio crude oil.
Bio-oil is not a product of thermodynamic equilibrium during pyrolysis but it is produced with
short reactor times and rapid cooling or quenching from pyrolysis temperature.

2.3 Factors affecting pyrolysis reaction

1. Type of biomass feed stock

2. Particle size

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3. Feedstock moisture

4. Process parameters like vapour phase residence time, heating rate & temperature

5. Reactor and recovery unit design.

2.4 Properties of bio-oil

Bio oils are mixtures of multi-component of different size molecules derived from
depolymerization and fragmentation of cellulose, hemicelluloses and lignin. The various properties
of bio-oil are described as follows:

2.4.1 Water content

Bio-oil has high water content in the order of 15-30% since it is derived from the original moisture
in the feedstock and product of dehydration during the pyrolysis reaction and storage. The
presence of water in bio-oil lowers the heating value and flame temperature. But on the other hand
presence of water reduces the viscosity and enhances the fluidity, which is good for atomization
and combustion of bio-oil in engine.

2.4.2 Oxygen content

Bio-oil has 35-40% oxygen content distributed in more than 300 compounds depending on the
biomass resource and pyrolytic process temperature, residence time and heating rate. The high
oxygen content leads to the lower energy density than the conventional fuel by 50% and
immiscibility with hydrocarbon fuels also.

2.4.3 Viscosity

The viscosity of bio-oils vary depends on the biomass feedstocks and pyrolysis process. Reduced
viscosity is found with bio-oils with higher water content and less water insoluble compounds.

2.4.4 Acidity

Bio-oils contain carboxylic acids such as acetic acids and formic acids which leads to low pH
values of 2-3. Acidity makes bio-oil very corrosive and extremely severe at high temperature
which requires suitable materials when using bio-oil in transport application.

2.4.5 Heating value

Bio-oils have lower heating value than vegetable oils due to more water content present in the bio-
oil. Fuel consumption will be more to produce the same power output.
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2.4.6 Ash content

Ash content in the bio-oil varies between 0-0.2%. The presence of ash in bio-oil can cause erosion,
corrosion and kicking problems in the engines and the valves and even deterioration takes place
when ash content is more than 0.1wt%. Alkali metals specifically Sodium, Pottasium, and
Vanadium are problematic components of the ash. They are responsible for high temperature
corrosion and deposition and calcium is responsible for hard deposits. Hot gas filtering will reduce
the alkali metals present in the bio-oil.

3. Upgrading of Bio-Oil (Zhang Qi)

3.1 Hydrodeoxygenation

The hydro-process is performed by hydrogen providing solvents activated by the catalysts of Co-
Mo, Ni-Mo and their oxides loaded on Al2O3 under pressurized conditions of H2 and/or Co.
Oxygen is removed as H2O and CO2, and then the energy density is elevated.

3.2 Catalytic Cracking of Pyrolysis Vapours

Oxygen containing bio-oils are catalytically decomposed to hydrocarbons with the removal of
oxygen as H2O, CO2 or CO. ZnO a mild catalyst on the composition and stability of bio-oils in the
conversion of pyrolysis vapours and liquid yields were not reduced.

3.3 Emulsification

This is the simplest way to use bio-oil as transport fuel by combine it with diesel directly.
Although the bio-oils are immiscible with hydrocarbons, they can be emulsified by the aid of a
surfactant. Emulsification does not demand redundant chemical transformation, but the high cost
and energy consumption input cannot be neglected.

3.4 Steam Reforming

Production of hydrogen from steam reforming of bio oil is possible way of upgrading bio-oil.

3.5 Chemicals Extraction

Chemicals like phenols, volatile organic acids, levoglucosm etc can be extracted from bio-oil.

4. Design and Fabrication of Pyrolysis Setup

In this study pyrolysis oil was obtained through vacuum pyrolysis process in a fixed bed reactor.
Thick wood obtained from packing container box taken as sample, cut into small chips, washed,
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dried. The schematic diagram of the pyrolysis process for deriving wood pyrolysis oil was given in
Figure 1.The chips were fed into an externally heated mild steel reactor unit. The fed chips were
heated up in the reactor unit in the absence of oxygen. The reactor used for production of wood
pyrolysis oil is cylindrical in shape with inner diameter 200mm and outer diameter 250mm and a
height of 250mm. The reactor is fully insulated by glass wool with thickness 50mm and refractory
lining. The heat input to the electrical heater was 3kW. The temperature of the reactor was
measured with the help of a temperature indicator provided in a temperature controller unit. The
temperature of the reactor was controlled by a PID controller. The pyrolysis process for deriving
wood pyrolysis oil was carried out at 5000C. The products of pyrolysis in the form of vapour were
sent to a water cooled condenser and the condensed liquid was collected in a container.The
properties of wood pyrolysis oil is compared with diesel fuel and given in Table 1.

Table 1- Comparison of Fuel Properties (Zhang Qi and Yrjo Solantausta)

Properties ASTM Standard Diesel Fuel WPO

Specific gravity at 15 °C ASTM D 4052 0.83 1.2
Net calorific value[MJ/kg] ASTM D 4809 43.8 18
Flash point[°C] ASTM D 93 50 66
Pour point[°C] ASTM D 97 30 -27
Kinematic viscosity ASTM D 445 2.58 13
at 40 °C[cst]
Moisture content (wt %) - 0.025 15-30
Ash (wt%) - 0.13 0.01

Fig.1 - Schematic diagram of pyrolysis setup

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5. Analysis of Wood Pyrolysis Oil

5.1 GC-MS Analysis

GC-MS chromatogram was considered to be a good approximation technique because it indicates

the amount of various chemical compounds in the bio-oil. The mass spectra obtained from GC-MS
– QP2010 (SHIMADZU) instrument were interpreted through an automatic library search. The
chromatogram obtained from wood pyrolysis oil sample is shown in Figure 2.

Fig.2 - Gas chromatogram of wood pyrolysis oil sample

The GC-MS report of the pyrolysis oil is noted in the following Table 2.

The GC–MS of pyrolysis oil shows that the pyrolysis oil contents like Oleic acid, 1,3-Dimethoxy-
2-hydroxybenzene,Methoxyphenol are large in proportion. Most of the components identified are
the phenols with ketones and aldehydes groups attached, and nearly all the functional groups
showed the extensive existence of the oxygen. On the other hand, the analysis proved that the
abundant aldehydes and ketones make the pyrolysis oil hydrophilic and hydrated in nature that
makes unseperation of water from pyrolysis oil (Zhang Qi ).

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Table 2 - Main components obtained from GC-MS analysis

Area % Compound Name

1.20 Tetrahydro-2-furanmethanol
4.86 3-Methlcyclopentane-1,2-dione
7.24 0-Methoxyphenol
1.48 Ethylcyclopentenolone
3.17 1-hydroxy-2-methoxy-4-methylbenzene
4.63 1-hydroxy-2-methoxy-4-ethylbenzene
15.29 1,3-Dimethoxy-2-hydroxybenzene
3.98 1,2,4-Trimethoxybenzene
4.58 (E)-Isoeugenol
7.34 1,2,3-Trimethoxy-5-methylbenzene
1.50 2-Propanone, 1-(4-Hydroxy-3-Methoxyphenyl)
1.90 2,6-Dimethoxy-4-(2-Propenyl)Phenol
1.52 2,4-Hexadienedioc acid, 3-Methyl-4-Propyl, Dimethyl ester, (Z,E)
0.88 N-[2-(2-Isopropyl-phenoxy)-ethyl]-2-methylsulfanyl-benzamide
1.50 1,3-Diphenylpropane
4.48 2,6-Dimethoxy-4-(2-Propenyl)Phenol
4.59 N-Methylene-1,2-diphenylethanamine
2.78 1-(2,6-Dihydroxy-4-methoxyphenyl)-1-butanone
6.65 n-Hexadecanoic acid
16.70 Oleic Acid
1.95 2-(Acetyloxy)-1-[(Benzyloxy)Methyl]Ethyl acetate
1.76 Glycine, N-butoxycarbonyl-, propyl ester

5.2 FT-IR Analysis

Fourier Transform Infrared Spectroscopy is a measurement technique where spectra are collected
based on measurements of the coherence of a radiative source, using time-domain or space-domain
measurements of the infrared radiation (wikipedia). FT-IR test was carried out with Perkin Elmer
Spectrum ONE equipment which has a scan range of 450-4000 cm-1 with a resolution of 1.0 cm-1.
Fourier Transform Infrared absorption is related to covalent bonds and it provides detailed
information about the structure of molecular compounds. The results of FT-IR analysis are in the
form of graph plotted between wave number and percentage transmittance which will give the
information about the position of various bond vibrations distinguished by several modes such as
stretching, distortion, bending etc. The following bonds are found with the pyrolysis oil collected
from saw dust and listed in the Table 3.

Table 3 - Various bonds present in the WPO

Bond Wave number Wave length
N-H Stretch 3428 2.7 – 3.3
C≡C, C≡N Stretch 2125 4.2-4.8
C=O, Stretch 1714 5.4-6.1
C=C, Stretch 1514 5.9-6.3
C-H, Bend in plane 1372 6.8-7.7
O-H, Bending 1273 6.9-8.3
Sulphates 1107 8.9-9.3
C-Cl 752 13-14
The Figure 3 shows the FT-IR graph arrived with wood pyrolysis oil sample.

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Fig.3 - FT-IR graph of wood pyrolysis oil sample

From the FT-IR graph it is observed that the wood derived pyrolysis oil has a few strong bonds of
carbon that may result to high carbon deposit on the piston, combustion chamber etc, when it is
used in the compression ignition engine.

6. Utilization of Wood Pyrolysis Oil in Diesel Engine

Pyrolysis oil derived from biomass has become attractive but it is still under development. Flash
pyrolysis oil was used as fuel in a small diesel power plant (Yrjo Solantausta). The pyrolysis oil
obtained from hard wood was tested for its physio-chemical properties. The pyrolysis oil was used
in Petter AVB test engine that had a capacity of 4.8kW at 2000 rpm. Different fuels such as diesel,
ethanol and pyrolysis oil were used as fuel with certain proportion of ignition improver added by
volume to pyrolysis oil and ethanol. For ethanol, 3% and 5% of ignition improver was added
whereas for pyrolysis oil 3%, 5% and 9% of ignition improver was added. From the engine tests it
was observed that the injector nozzle coked very fast and the bore for the cylinder pressure
transducer was clogged. By fueling ignition improved ethanol as an intermediate fuel the problem
of miscibility of pyrolysis oil with diesel fuel was rectified. The best emission results except for
the smoke number were obtained with 5% ignition improver addition.

An experimental study was conducted to determine the feasibility of using flash pyrolysis oil of
wood in diesel power plants (Frigo. S). The study includes the spray analysis, engine tests, thermo
gravimetric analysis (TGA), single-drop reactor tests and corrosion tests. It was reported that the
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flash pyrolysis oil needs to be modified or to be mixed with another substance to make the self
ignition possible. The engine was found to have difficulties such as build up of carbonaceous
injection system fault and engine seizing. Char generation was noticed in a TGA apparatus and in
the single droplet atmospheric reactor. Fast erosion of steel components in the diesel engines was
also noticed when it was fueled with wood pyrolysis oil. The high oxygen content reduces the
heating value drastically and also the stoichiometric air/fuel ratio. This requires more fuel
consumption than diesel fuel to obtain the same power.

Experiments were performed on a single cylinder engine with blends of wood pyrolysis oil with
different percentage of oxygenated compounds and micro emulsions of WPO in diesel fuel
(Bertoli. C). Two different fuels like Diethylene glycol dimethyl ether (Diglyme) WPO blends at
different percentages and two different emulsions with 30% of WPO in No.2 diesel fuel. Diglyme
is added with the pyrolysis to improve the self ignition characteristics. Lower NO emissions were
found with increasing the percentage of WPO. Hydro carbon emissions were also found to be
lower than diesel upto 30% WPO and beyond that it increased. Carbon monoxide emissions were
found to be more due to the poor self ignition characteristics of the WPO. It was noticed that
residuals were occasionally found to stick on nozzle stem and sac volume with no trace of
corrosion in the injection system. Pyrolysis oil contains many reactive components that can form
higher molecular weight species. Also the higher viscosity and poor volatility of wood pyrolysis
oil is unfavourable for fueling it in diesel engines. The hydroscopic nature of the pyrolysis oil also
weakens the stability of pyrolysis oil when it is blended with diesel fuel (Stefen Czernik). Hence,
it is necessary to modify the wood pyrolysis oil so that it can be used as an alternative fuel in
diesel engines.

Emulsion is one of the techniques used while a fuel has to be mixed with another fuel of
hydroscopic nature. An emulsifier is required to mix a certain proportion of alcohol with pyrolysis
oil and a little ignition improver (Michio Ikura). The emulsifier generally extends the water
tolerance of alcohol/pyrolysis oil fuel blends. An emulsion was prepared for pyrolysis oil with
diesel fuel using a surfactant ranging from 0.8 to 1.5% by volume. The stable emulsion was
prepared using two surfactants namely hypermer and CANMET. The price of the earlier one was
higher for 30% emulsion than the later one. Further the fuel properties such as heating value
cetane number, viscosity and corrosivity were determined. The heating value and cetane number
of pyrolysis oil were too low compared to that of diesel fuel. It was observed that the viscosity was
found to reduce when the emulsion was prepared with a maximum of 20% pyrolysis oil.
Increasing the emulsifier content results in higher viscosity, but it offers stability to the emulsion.
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Emulsifier upto 4% by volume can be used with additives like n-octanol, to reduce the viscosity of
the emulsion. It was also mentioned that the feed stock and pyrolysis process must be precisely
defined in order to allow the exact identification of the most appropriate emulsification technique.

Alahmer et al have studied the performance of a variable speed diesel engine operating with diesel
water emulsion. It was observed that a surfactant can be used to stabilize water in diesel mixture
which cannot be maintained by natural mixing of diesel with water because of their different
densities and forces of surface tension. Surfactants reduce the surface tension forces so that they
permit two different densities of liquid to form a stable emulsion. Polysorbate 20 [C58H114O26]
commercially known as Tween-20 is used as a surfactant whose stability and non toxicity make to
use it as detergent and emulsifier in a number of domestic, scientific and pharmalogical
applications. It is a poly oxyethylene derivative of sorbitan monalurate, and is distinguished by the
length of the poly oxythene from the other members of the tween range. Emulsion prepared with
an addition of Tween 20 surfactant 2% by volume with six different percentages of water as fuels
were tested in a diesel engine. It was observed from the results that the 5% by volume of water
diesel emulsion gave an optimum brake power and a brake thermal efficiency compared with the
other water diesel emulsions

Generally pyrolysis oil can be used as an alternative fuel in compression ignition engines by
adopting techniques such as blending, preheating, increasing injection pressure and improving
ignition quality (Michio Ikura). But, in case of wood pyrolysis oil the pilot injection, addition of
ignition improver and emulsification has been reported (Yrjo Solantausta, Bertoli. C, Michio
Ikura). Blending of WPO with diesel fuel exhibited a draw back as wood pyrolysis oil does not
miscible in diesel fuel and form stability. Therefore different emulsions of wood pyrolysis oil with
diesel using various surfactants have been carried out (Chiramonti. D). Many surfactants such as
Ampholak, Armotan, Carbopol, Hypermer, Tween 20, Span 20 have been reported to form stable
emulsions (Michio Ikura, Alahmer. A, Chiramonti. D). In the present investigation Polysorbate
20 [Tween 20] was used to emulsify the wood pyrolysis oil with diesel fuel. The properties of the
surfactant polysorbate 20 are given in the Table 4. Three percentages by volume of surfactant was
used to emulsify 10% of WPO with 90% of diesel fuel.

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Table 4 - Properties of Polysorbate 20 (wikipedia)

Properties Polysorbate 20

Molecular formula C58H114O26

Molar mass (g/mol) 1227.54
Density (g/mL) 1.1
Boiling point (oC) >100
HLB Number 16.7

In the present study, the surfactant Tween 20 was used to prepare an emulsion of WPO and diesel.
The emulsion of WPO and diesel was used as fuel in a single cylinder, air cooled, direct injection
diesel engine with addition of different percentages of ignition improver. The performance and
emission parameters of the engine was analysed, compared with diesel operation and presented in
this report.

7. Experimental Setup

Figure 4 shows the schematic diagram of the experimental setup. The engine [1] was coupled to an
alternator [2] to provide the loading. A control panel [3] located near the engine helps to operate
the alternator to provide the load to the engine by a load switch [4]. The exhaust gas temperature
was measured with the help of a temperature thermocouple [5] fitted on the exhaust pipe. Fuel was
admitted from fuel tank [6] to the engine through a fuel filter [9] and fuel pump [10]. The fuel
consumption was measured with the help of a burette [7] and a fuel sensor [8]. Air enters to an air
filter [11] and then to air box [12]. Air intake was measured by air flow sensor [13] that was fitted
in the air box. A speed sensor [14] was connected near the flywheel of engine to measure the
speed. The exhaust pipe [15] had a provision to access the probes of an AVL 444 exhaust gas
analsyer[16] that measured unburnt hydrocarbon [HC], carbon monoxide [CO] and nitric oxide
[NO] emissions. HC and NO emissions were measured in ppm and CO and CO2 were measured in
percentage. An AVL 437 C diesel smoke meter [17] was used to measure the smoke density of the
engine exhaust. Data collected like fuel consumption, speed, air flow and exhaust gas temperature
for the corresponding loads were fed to the data acquisition system [18] and displayed in the
monitor of the computer [19]. The specifications of the engine used are given in Table 5.

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1. Engine 5. Thermocouple 9. Fuel filter 13. Air flow sensor 17. Smoke meter
2. Alternator 6. Fuel tank 10. Fuel p 14. Speed sensor 18. Data acquisition system
3. Control panel 7. Burette 11. Air filter 15. Exhaust pipe 19. Computer
4. Load switch 8. Fuel sensor 12. Air box 16. Gas analyser

Fig.4 - Schematic diagram of the Experimental Setup

Table 5 - Engine Specifications

Make/Model Kirloskar TAF 1

Brake power, kW 4.4

Rated speed, rpm 1500

Bore [mm] 80
Stroke [mm] 110
Compression Ratio 17.5:1

Nozzle Opening Pressure [bar] 200

Injection Timing [oCA] 23

The performance and exhaust emissions were studied from the engine running with three different
WPO based fuels which are WPO diesel emulsion, and two WPO based fuels which are WPO
diesel emulsions addition of 2% and 4% DEE. Diethyl ether [DEE] an ignition improver was
added at 2% and 4% by volume basis with the emulsion of WPO and diesel. All tests were carried
out by starting the engine with diesel fuel only. After running the engine with different emulsions
again the engine was run with diesel fuel to flush out the emulsion present in the fuel line.

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8. Results and Discussion

8.1 Performance Parameters

Performance parameters of the diesel engine such as brake thermal efficiency, brake specific
energy consumption and exhaust gas temperature were determined for the tested fuels, compared
with diesel fuel operation, analysed and presented in this section.

8.1.1 Brake Thermal Efficiency

Figure 5 shows the variation of the brake thermal efficiency with brake power for different WPO
and diesel emulsions. It is observed from the figure that the brake thermal efficiency of diesel
fueled operation at full load is 28.64%.

35
24

30 Diesel
Brake thermal efficiency (%)

Specific Energy Consumption (MJ/kW hr)

22

WPO Emulsion
25
20
WPO Emulsion + 2% DEE
20 18
WPO Emulsion + 4% DEE
15 Diesel 16

WPO Emulsion
10 14
WPO Emulsion + 2% DEE

5 WPO Emulsion + 4% DEE 12

0 10
0 1 2 3 4 5
0 1 2 3 4 5

Brake Power (kW) Brake Power(kW)

Fig.5 - Variation of Brake Thermal Efficiency with Brake Power Fig. 6 - Variation of Basic Specific Energy Consumption with Brake Power

In case of WPO-diesel emulsions the brake thermal efficiencies of three blends WPO10, WPO10
with 2% DEE and WPO10% with 4%DEE at full load are 30.58%, 31.66% and 31.58%
respectively. The brake thermal efficiency is higher for the emulsions compared to that of diesel.
The reason for higher thermal efficiency in case of WPO 10 may be due to lower viscosity of the
WPO diesel emulsion that leads to better fuel atomization (Murugan. S). It is evident from the
graph the increase in the addition of DEE increases the brake thermal efficiency of the remaining
emulsions as it is an ignition improver.

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8.1.2 Brake Specific Energy Consumption

When two different fuels are blended together the brake specific fuel consumption will not be
more reliable because the calorific value and density of two fuels are different. In such a case
brake specific energy consumption will be more appropriate. The variations of the brake specific
energy consumption for the tested fuels are shown in Figure 6. The BSEC of a blended fuel is the
product of the BSFC and calorific value of the corresponding blend. The BSEC of diesel fuel
varies from 21.61MJ/kWh at low load to 12.57 MJ/kW h at full load. It can also be observed from
the figure that the BSEC values for WPO diesel emulsions are 11.72MJ/kWh, 11.36MJ/kWh
and11.39MJ/kWh respectively. The energy consumption is higher in the case of emulsions
because of this lower energy content. Therefore the energy required to produce the same power
output at the corresponding load is more than that of diesel operation.

8.1.3 Effect on Exhaust Gas Temperature

Exhaust gas temperature measured from the engine is an indication for the conversion of heat into
work. It is observed from the Figure 7 that exhaust gas temperature varies from 1180C to 2690C at
full load for diesel operation. It is evident from the figure that the exhaust gas temperatures of the
different WPO diesel emulsions are higher than diesel fuel operation. This is due to heat release in
the later part of the combustion process (Shailendra Sinha P).

400

350
Exhaust Gas Temperature (deg C)

300

250

200

Diesel
150
WPO Emulsion
100
WPO Emulsion + 2% DEE

50 WPO Emulsion + 4% DEE

0
0 1 2 3 4 5

Brake Power (kW)

Fig.7 - Variation of Exhaust Gas Temperature with Brake Power

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8.2 Exhaust emissions

8.2.1 NO emissions

Figure 8 shows the formation of NO at various brake power for the different emulsions and diesel
fuel. Nitric oxide constitutes more than 90% of the oxides of nitrogen in an engine exhaust (Paul
Degobert). The formation of oxides of nitrogen is due to thermal root leading to thermal NO,
hydrocarbon fragment related root leading to prompt NO and fuel bound nitrogen that results fuel
bound NO. Two principles factors that affect formation of NO are temperature and oxygen
fraction (Mukunda .H.S).

400
0.025
Diesel
350
N O e m is s io n s ( p p m )

Diesel
WPO10
300 WPO10+DEE2% 0.02 WPO Emulsion

250
C O em issions (% )

WPO10+DEE4% WPO Emulsion + 2% DEE

0.015
200 WPO Emulsion + 4% DEE

150 0.01
100
50 0.005

0
0
0.0 1.0 2.0 3.0 4.0 5.0 0.0 1.0 2.0 3.0 4.0 5.0

Brake power(Kw) Brake Power (kW)

Fig.8 - Variation of NO emissions with Brake Power Fig. 9 - Variation of CO emissions with Brake Power

It is observed that the NO emissions are lower for WPO diesel emulsion due to more water content
in the wood pyrolysis oil which reduces the combustion temperature. Addition of DEE improved
the combustion that results in higher NO emissions.

8.2.2 CO emissions

CO emissions from WPO-diesel emulsions are compared with diesel fuel and shown in the Figure
9.The CO emission is an indication for incomplete combustion of fuel air mixture that takes part in
the combustion. Carbon monoxide emission from engine exhaust is lower in the compression
ignition engines compared to spark ignition engines since the compression ignition are always
operated with lean mixture (Ganesan.V). The CO emissions of WPO-diesel emulsions are slightly
higher than diesel fuel due to poor atomization of the emulsion.

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8.2.3 Carbon-di-oxide

Carbon-di-oxide is the major product of complete combustion. Generally more the oxygen
available for combustion then more the Carbon-di-oxide will be formed (Pundir .B.P). It is
observed from the Figure 10 that in the WPO diesel emulsion, wood pyrolysis oil has more water
content in it, so it produces less carbon-di-oxide gases due to incomplete combustion. On addition
of DEE with the WPO diesel emulsion more CO2 were found in the exhaust which indicates the
improved combustion.

2.5 16

Diesel Diesel
14
WPO Emulsion

UBHC emissions(ppm)
2 WP O E mulsion
12 WPO Emulsion + 2% DEE
WP O E mulsion + 2% DE E
C a r b o n -d i-o x id e (% )

WPO Emulsion + 4% DEE

1.5 WP O E mulsion + 4% DE E 10

1
6

4
0.5
2

0 0
0.0 1.0 2.0 3.0 4.0 5.0 0.0 1.0 2.0 3.0 4.0 5.0

Brake Power (kW) Brake Power(kW)

Fig.10 - Variation of CO2 with Brake Power Fig.11 - Variation of HC emissions with Brake Power

8.2.4 Unburned Hydrocarbon emissions

Diesel exhaust hydrocarbons are composed of fuel molecules pyrolysis products of fuel
compounds and partially oxidized hydrocarbons (Pundir .B.P). Unburnt hydrocarbon is the direct
result of incomplete combustion of in the combustion chamber (Ganesan.V). It can be observed
from the Figure 11 that unburnt hydrocarbon emissions are more in the case of WPO diesel
emulsions due to more water content which leads to longer ignition delay and incomplete
combustion.

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9. Conclusions

Pyrolysis process is a feasible method for bio-mass conversion into bio-oil. The bio-oil is a
complex mixture of several organic compounds. Preliminary tests were conducted with an
emulsion of WPO - diesel in a single cylinder diesel engine and the following results were
obtained from the experimental study:

• The brake thermal efficiency is higher for WPO-diesel emulsions compared to that of
diesel oil due lower viscosity of the emulsion and addition of ignition improver.

• The specific energy consumption is higher in the case emulsions; this is because of the
lower energy content of emulsion. Availability of more oxygen content in the fuel reduces
the heating value.

• The exhaust gas temperatures of different WPO diesel emulsions are higher than diesel fuel
operation. This is due to more oxygen availability in the pyrolysis oil and increased
combustion duration.

• The NO emissions are lower for WPO diesel blend due to more water content in the wood
pyrolysis oil which reduces the combustion temperature and with DEE addition operation
due to improved combustion rate the NO emissions are high.

• The CO emissions of WPO-diesel emulsions are slightly higher than diesel fuel due to poor
atomization of the emulsion.

• The unburnt hydrocarbon emissions are more in the case of WPO diesel emulsions due to
more water content and incomplete combustion.

10. Acknowledgements

The authors sincerely thank the Department of Science and Technology, Ministry of Science and
Technology, New Delhi for their financial grant (No.SR/S3/MERC/061/ 2009, Dt.02.09.2009) to
carryout this research work.

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