Compiled project

PROJECT REPORT
ON
“INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE
CHARGE IN A CI ENGINE”
VISVESVARAYA TECHNOLOGICAL UNIVERSITY
JNANA SANGAMA, BELGAUM
In partial fulfillment of the requirements for the award of the Degree of
BACHELOR OF ENGINEERING in MECHANICAL ENGINEERING
By
ADITHYA K [1DS09ME002]
ARAVIND V [1DS09ME013]
GNANA VISHNU D [1DS09ME031]
HEBBATAM VISWANATHA [1DS09ME037]
Under the guidance of
KAMESH .M.R.
ASSOCIATE PROFESSOR, DEPT. OF MECHANICAL ENGG.,
DAYANANDA SAGAR COLLEGE OF ENGINEERING, BANGALORE
Department of Mechanical Engineering
DAYANANDA SAGAR COLLEGE OF ENGINEERING
SHAVIGE MALLESHWARA HILLS, KUMARSWAMY LAYOUT, BANGALORE-78
2012-2013

Dayananda Sagar College of Engineering
Shavige Malleshwara Hills, Kumaraswamy Layout, Bangalore-560078
Department of Mechanical Engineering
Certificate
Certified that the Project Work entitled, ―INTRODUCTION OF BLENDED PILOT
FUEL TO ENRICH THE CHARGE IN A CI ENGINE‖ is a bonafide work carried out by Mr.
ADITHYA K (1DS09ME002), Mr.ARAVIND V (1DS09ME013), Mr.GNANA VISHNU
D (1DS09ME031), and Mr. HEBBATAM VISWANATHA (1DS09ME037) in partial
fulfillment for the award of Bachelor of Engineering in Mechanical Engineering of the
Visvesvaraya Technological University, Belgaum during the year 2011-2012. It is certified
that all the corrections/suggestions indicated for internal assessment have been incorporated
in the report deposited in the departmental library. The Project Report has been approved as it
satisfies the academic requirements in respect of Project Work prescribed for the said degree.
______________ _______________ __________________
Signature of Guide Signature of HOD Signature of Principal
[Guide‘s Name] [Dr. C.P.S Prakash] [Dr. A.N.N Murthy]
S.No Name of The Examiners Signature With Date
1. ______________________________ ____________________
2. ______________________________ ____________________

DECLARATION
We, Mr.ADITHYA K (1DSO9ME002), Mr.ARAVIND V (1DS09ME013), Mr.
GNANA VISHNU D(1DS09ME031) and Mr.HEBBATAM VISWANATHA
(1DS09ME037), hereby declare that the project work entitled, ―INTRODUCTION OF
BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE‖, has been
independently carried out by us under the guidance of ASSOCIATE PROFESSOR
KAMESH M R, Department of Mechanical Engineering, Dayananda Sagar College of
Engineering, Bangalore, in partial fulfillment of the requirements of the degree of Bachelor
of Engineering in Mechanical Engineering of Visvesvaraya Technological University,
Belgaum.
We further declare that we have not submitted this report either in part of in full to
any other university for the reward of any degree.
NAME USN SIGN
1. ADITHYA K [1DS09ME002]
2. ARAVIND V [1DS09ME013]
3. GNANA VISHNU D [1DS09ME031]
4. HEBBATAM VISWANATHA [1DS09ME037]
Place: Bangalore
Date:

ACKNOWLEDGEMENT
We would like to express our heartfelt Dr.A.N.N.Murthy, Principal,DSCE, who has given us
an opportunuity to successfully complete our project.
It gives us an immense pleasure to thank Dr. C.P.S. Prakash, Head of the Department of
Mechanical Engineering, DSCE, for his valuable advice and guidance which has helped us
complete our project.
We are very glad to thank Associate Professor, Kamesh M.R., Internal guide ,Department of
Mechanical Engineering, DSCE, who has mentored us, and supported us throught the
project.He has been instrumental in completing our project work successfully.
We take this opportunity to thank Assistant Professor, Jacob John, our automotive
engineering subject teacher, whose lectures were influential on our project.
Finally We express our thanks to all the teaching and non teaching staff who indirectly
helped us to complete this project successfully.
Last but not the least we would like to thank our beloved parents for their blessing and love.
We would also like to thank our friends for their support and encouragement to successfully
complete the task by meeting all the requirements.

ABSTRACT
Depletion of fossil fuels in the recent times has called for new measures to save fuel. Most of
the Heavy duty machines use diesel engines. Diesel engines although efficient and gives good
power output, it suffers from the disadvantage of heterogenous combustion. Due to
heterogenous combustion the time allowed for mixing fuel with air in particular oxygen is
very less, so there is a partial mixing of diesel which makes mixture distribution inside the
cylinder non-uniform (having different fuel-air concentrations, varying from rich to lean).
This causes incomplete combustion of diesel and results in wastage of fuel and particulate
formation.
In this study, using pilot fuel blends like 50 (DEE) : 50 (Ethyl Alcohol), 50 (DEE) : 50
(Methyl Alcohol), 70 (DEE) : 30 ( Ethyl Alcohol), 70 (DEE) : 30 (Methyl Alcohol) were used
to enhance the combustion. The tests were conducted on 4-stroke, single cylinder,
3.7KW/5BHP diesel engine. Pilot fuel blends were introduced through gravimetric fuel
introduction into the intake manifold of the engine. The results on various performance
parameters indicated the following on using the blends when compared to the use of neat
diesel- increase in brake thermal efficiency & mechanical efficiency, decrease in brake
specific fuel consumption & mass of fuel consumption, increase in exhaust gas temperature
and decrease in heat unaccounted. Inference drawn from the performance graphs validate
the above test results and shows that using pilot fuel blends siginificantly improves of the
performance of a diesel engine.

INTRODUCTION OF BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
DEPARTMENT OF MECHANICAL ENGG, DSCE 1
CHAPTER 1
OVERVIEW

OVERVIEW
In the current scenario, a major portion of our energy needs is fulfilled by using fossil fuels.
Due to rapid growth in the world economy, fossil fuels are getting depleted at unprecedented
rates. The World is slowly entering a phase called ‗Peak Oil‘. Peak oil is the point in time
when the maximum rate of global petroleum extraction is reached, after which the rate of
production enters terminal decline. The Earth's total endowment of oil, before humans started
using it, was roughly 2 trillion barrels of recoverable oil. Consumption has been rapidly
increasing and about half is used up. Consumption is currently 31 billion barrels each year.
At this rate of consumption oil reserves will be exhausted in the next 30 years.
Oil geologists, oil company executives and most scientists know that an oil crisis is nearly
upon us. World peak oil production is about to happen with profound implications for
everyone. In a few years—within the decade—world oil production will decline—slowly at
first but then accelerating. Hence, this energy crisis necessitates usage of available resource
more effectively by deriving maximum output per unit volume of fuel.

Diesel fuel is one of the important fossil fuels used for transportation, power generation etc.
Diesel powered engines are known for their good power output and efficiency. But Diesel
engine has a major drawback i.e. incomplete combustion of the diesel fuel leading to wastage
of diesel. Hence, absolute power that a diesel engine can produce if the diesel were to
combust completely is greater than the power that is produced by the present day diesel
engine.
To counter this disadvantage of incomplete combustion of the diesel fuel many methods have
been suggested. One of which is introduction of a blended pilot fuel through the intake
manifold of the engine to enhance combustion of the diesel fuel. Pilot fuels are essentially
chemical reagents which are added in minute quantities to enhance combustion and thereby
getting more power for less quantity of fuel utilized. Pilot blends like Diethyl- ether [DEE]
with alcohols like ethanol and methanol are used.
DEE has favorable engine performance characteristics because of its chemical/physical
properties such as a low boiling point & high cetane number. DEE also combusts very clean
or in other words it is soot less, meaning little to no smoke or particulates are emitted. DEE
also has projected lower combustion emissions of carbon dioxide, since it has high oxygen
content.
Alcohols such as ethanol and methanol are used to improve the stability of DEE. Another
important property of alcohols is that they have higher oxygen content in its chemical
structure, which enhances combustion of fuels within the engine cylinders and are known to
reduce emissions.

CHAPTER 2
LITERATURE SURVEY

Studies carried out by earlier researchers with regards to use of Diethyl ether, ethanol and
methanol have been presented.
[1] Brent Bailey, James Eberhardt, Steve Goguen, and Jimell Erwin have conducted an
experimental study on the potential of ― Diethyl Ether (DEE) as a Renewable Diesel Fuel‖.
The basic aim of this paper was to study the viability of DEE as a fuel to be used in the
transportation sector. This was the first major study conducted by the US Dept. of Energy on
the potential of DEE. This paper highlights that DEE has the required properties that a Diesel
like fuel should have like high cetane number, good energy density, reduce emissions etc. It
also highlights the issues of using DEE like that of stability, volatility. Test results on the
effect of DEE on flame speed, ignition delay and emission have also been mentioned. Viable
methods of production of DEE have been illustrated. Concluding, the initial study shows that
DEE can be a potential replacement in CI engines and has lot of potential for further research.
[2] Saravanan D, Vijayakumar T and Thamaraikannan M have conducted an ‗experimental
analysis of combustion and emissions characteristics of a CI engine powered with Diethyl
Ether blended diesel as fuel‘. The study identifies the major disadvantage of CI engine which
being heterogeneous combustion; this causes incomplete combustion thereby leading to
reduction in performance and increase in NOx formations. The analysis is conducted on a 4
stroke, single cylinder 4.4KW diesel engine. The test was done with neat diesel, neat DEE,
5% DEE blend with diesel and 10% DEE-Diesel blend. Various performance graphs were
plotted; from these graphs significant lower of Brake specific fuel conssumption, increase in
brake thermal efficiency and from the emission graphs reduction in NOx formations on using
DEE blends were observed. The overall result shows promising characteristics in
performance improvement and Emission reduction.
[3] Eliana Weber de Menezes, Rosaˆngela da Silva, Renato Catalun˜a , Ricardo J.C. Ortega
have conducted test on ―Effect of ethers and ether/ethanol additives on the physicochemical
properties of diesel fuel and on engine tests‖. This study highlights that use of oxygenated
compounds like alcohols and ethers is an alternative to reduce the emission of particulates
.However, the reduction of particulate emissions through the introduction of oxygenated
compounds depends on the molecular structure of the diesel and the fuel‘s oxygen content.
Therefore, the diesel‘s composition and the use of additives directly affect the properties of
density, viscosity, volatility, behavior at low temperatures, and cetane number (CN). This

study evaluates the effect of ether additives (ETBE and TAEE) in diesel and of
ether/ethanol/diesel blends on the properties of density, volatility, viscosity, characteristics at
cold temperatures, cetane number and performance in engine tests. The formulations were
carried out with 5, 10 and 20% v/v of ethyl ter-butyl ether (ETBE) and ter-amyl ethyl ether
(TAEE) and with 5, 10 and 20% v/v of ether/ethanol blends (50/50% v/v) starting from a
base diesel. The study also shows the difficulty in using ethanol with diesel because of its low
cetane number, low viscosity and lubricity. The solution to this problem is using ether-
alcohol blends along with diesel. Various physiochemical tests indicate that formulations
containing up to 5% v/v of TAEE displayed satisfactory results in the evaluation of
physicochemical properties and greater efficiency in the engine tests and others fail to give
satisfactory results.
[4] Cenk Sayin, conducted an experimental study on ―Engine performance and exhaust gas
emissions of methanol and ethanol–diesel blends‖. The paper highlights the advantage of
using alcohols like it being a good oxygenate, improve thermal efficiency etc. In This study,
different proportions of alcohol- diesel blends are used. The effects of methanol–diesel (M5,
M10) and ethanol–diesel (E5, E10) fuel blends on the performance and exhaust emissions
were experimentally investigated. For this work, a single cylinder, four-stroke, direct
injection, naturally aspirated 7.4KW diesel engine was used. The tests were performed by
varying the engine speed between 1000 and 1800 rpm while keeping the engine torque at 30
Nm. Performance and emission graphs were plotted and the results showed that brake
specific fuel consumption and emissions of nitrogen oxides increased while brake thermal
efficiency, smoke opacity, emissions of carbon monoxide and total hydrocarbon decreased
with methanol–diesel and ethanol–diesel fuel blends.
[5] K.Harshavardhan Reddy and N.Balajiganesh, have conducted an ―Experimental
Investigation On Four Stroke Diesel Engine Using Diesel –Orange Oil Blends‖. This paper
studies the effect of different proportions of orange blends with diesel and its effect on
performance and emissions. The significance of this paper from our project point of view was
the utilization of a gravimetric fuel introduction setup used in this experiment. In this
experiment, orange oil is introduced as a pilot fuel.this technique offers the advantage of easy
conversion of the diesel engine to work in the dual fuel mode with volatile fuels and
vegetable oils.

CHAPTER 3
FUELS

DIESEL
Diesel is a lightweight mixture of liquid hydrocarbons that are derived from petroleum. The
hydrocarbons in diesel oil contain between 13 and 25 carbon atoms. Diesel oil is used as a
fuel for diesel engines. Conventional diesel fuels are distillates with a boiling range of about
149°C to 371°C, obtained by the distillation of crude oil. The components of diesel fuels are
straight run fractions containing paraffinic and naphthenic hydrocarbons, naphtha and
cracked gas oils. The atmospheric gas oils tend to have good ignition quality (cetane
number) but many contain some high melting point hydrocarbons (waxes) that can result in
high cloud and high pour points. These fractions are blended to produce different seasonal
grades of diesel fuels required to meet a wide range of diesel engine uses. Diesel fuel
produces power in an engine when it is atomized and mixed with air in the combustion
chamber. Pressure caused by the piston rising in the cylinder causes a rapid temperature
increase. When fuel is injected, the fuel/air mixture ignites and the energy of the diesel fuel
is released forcing the piston downwards and turning the crankshaft.
Diesel is composed of about 75% saturated hydrocarbons primarily paraffins including n, iso,
and cycloparaffins and 25% aromatic hydrocarbons including naphthalenes and
alkylbenzenes. The average chemical formula for common diesel fuel is C17H34.

PRODUCTION OF DIESEL FROM CRUDE OIL
Process of obtaining crude oil:
1. Crude oil is the parent ingredient from which Diesel and other fuels are obtained.
Crude oil is trapped in areas of porous rock, or reservoir rock, after it has migrated
there from the area of origin. Possible areas of oil concentration may be pinpointed by
looking for the rock types that are commonly found in those areas. Explorers may
examine the surface features of the land, analyze how sound waves bounce off the
rock, or use a gravity meter to detect slight differences in rock formation.
2. After a possible oil reservoir is found, a test drill is setup. Core samples are taken from
the test wells to confirm rock formations, and the samples are chemically analyzed in
order to determine if more drilling is justified. Although the methods used today
include using Satellite, there can be still no certainty in oil exploration.
3. Crude oil is recovered through wells that can reach over 5000ft or 1500m into the
rock. The holes are made by rotary drillers, which use a bit to bore a hole in the ground
as water is added. The water and the soil create a thick mud that helps hold back the oil
and prevent it from ‗gushing‘ due to the internal pressure contained in the reservoir
rock. When the reservoir is reached. The mud continues to hold back the oil while the
drill is removed and the pipe is inserted.

4. To recover the oil, a complicated system of pipes and valves are installed directly into
the drilling well. The natural pressure of the reservoir rock brings the oil out of the
well and into the pipes. These are connected to the recovery system, which consists of
a series of larger pipes taking crude oil to the refinery via an oil (liquid) and a gas
(non-liquid) separator. This method allows the oil to be recovered with minimum
wastage.

5. Eventually, the natural pressure of the well is expended, though great quantities of oil
may still remain in the rock. Secondary recovery methods are now required to obtain a
greater percentage of oil. The pressure is restored by either injecting gas into the
pocket above the oil or by flooding water into the well, which is far more common. In
this process, four holes are drilled around the perimeter of the well and water is added.
The petroleum will float on the water and come to the surface.
6. Crude oil is not a good fuel, since it is a proper fluid and requires very high
temperatures to burn. The long chains of molecules in the crude oil must be separated
from the smaller chains of refined fuels, including Diesel, in a petroleum refinery.
Diesel can be produced effectively in the refinery from these two methods:-
i) Fractional distillation
ii) Chemical processing

FRACTIONAL DISTILLATION OF CRUDE OIL
The various components of crude oil have different sizes, weights and boiling temperatures
which need‘s to be separated. As these components have different boiling point temperatures;
they are separated by the method of Fractional Distillation.
The steps of fractional distillation are as follows:
1. The crude oil mixture is subjected to heating by using high pressure steam of around
600ºC.
2. As the mixture boils and vapors formed are sent into the fractional distillation tower.
3. The vapor enters the bottom of a long column (fractional distillation column) that is
filled with trays or plates. The trays have many holes or bubble caps in them to allow
the vapor to pass through. They increase the contact time between the vapor and the
liquids in the column and help to collect liquids that form at various heights in the
column. There is a temperature difference across the column (hot at the bottom, cool
at the top). As the vapor rises in the column, it cools.
4. When a substance in the vapor reaches a height where the temperature of the column
is equal to that substance's boiling point, it will condense to form a liquid. (The

substance with the lowest boiling point will condense at the highest point in the
column; substances with higher boiling points will condense lower in the column.).
5. The trays collect the various liquid fractions. The collected liquid fractions may pass
to condensers, which cool them further, and then go to storage tanks, or they may go
to other areas for further chemical processing.
CHEMICAL PROCESSING
Diesel can also be produced by cracking. Cracking is am process where larger Hydrocarbon
chains are broken down into smaller ones. Production of diesel is done a two stage process. In
the first stage, coking residues from the distillation tower is subjected to heating using
superheated steam of around 490ºC and also high pressures. The mixture cracks into heavy
oil, gasoline and naphtha. The heavy oil fraction is further subjected to treatment in the
second stage. In the second stage, the Heavy oil fraction is broken down catalytically.
Catalysts include Zeolite, Aluminum hydrosilicate, bauxite and silica-alumina. Fluid catalytic
cracking is employed in which; a hot, fluid catalyst 538ºC cracks heavy gas oil into diesel oils
and gasoline.

PROPERTIES OF DIESEL
PROPERTIES VALUES
DENSITY (Kg/ m³) 850
API GRAVITY 35
FLASH POINT (ºC) 60-80
CLOUD POINT (ºC) -35 TO 5
CETANE NUMBER 40-55
BOILING POINT(ºC) 180-340
KINEMATIC VISCOSITY (mm2
/s) 1.3-4.1
AUTO IGNITION TEMPERATURE(ºC) 210
CALORIFIC VALUE (KJ/Kg) 42500
ADVANTAGES
The lifespan of diesel engines is generally up to two times longer than that of
gasoline-powered engines due to greater parts strength, less waste heat, and diesel's
increased lubrication properties, which helps parts last longer.
Diesel generators require less fuel because diesel offers greater efficiency than
gasoline through its combination of higher energy content and more efficient
combustion. In the long term, this helps recoup the increased costs of diesel over
gasoline. By some estimates, diesel costs as much as 50% less per kilowatt produced
than gas.
Diesel engines require less maintenance because they use compression ignition rather
than an electrical ignition system, thereby avoiding tuning requirements.
Diesel does not ignite readily, making it safer to use for many applications. In
addition, diesel fumes contain less carbon monoxide than gas.
DISADVANTAGES
Diesel engines, owing to their greater weight and the greater cost of diesel, require
higher initial outlay of capital, although costs may be recouped with long-term usage,
as noted above.
Diesel engines produce more soot, which can cause a number of respiratory problems.
Although technological advancements have helped reduce much of the noise
associated with diesel engines, they still tend to be louder than gasoline engines.
Diesel fuel is in many areas less readily available than gasoline.

DIETHYL ETHER
Diethyl ether, also known as ethyl ether, simply ether, or ethoxyethane, is an organic
compound in the ether class with the formula (C2H5)2O. It is a colorless,
highly volatile flammable liquid with a characteristic odor. Diethyl ether has a high cetane
number of <125 and is used as a starting fluid, in combination with petroleum distillates for
gasoline and diesel engines because of its high volatility and low flash point. For the same
reason it is also used as a component of the fuel mixture for carbureted compression ignition
model engines.

PRODUCTION OF DIETHYL ETHER
Dry (anhydrous) or nearly dry ethyl alcohol is allowed to flow into a mixture of alcohol and
sulfuric acid heated to 130°c-140°c. The vapors are collected, and ether and some alcohol and
water condense out. The sulfuric acid is a catalyst, but since it becomes more and more
diluted as a consequence of the water produced by the reaction, the process becomes
inefficient. Ethanol is mixed with a strong acid, typically sulfuric acid, H2SO4. The
acid dissociates in the aqueous environment producing hydronium ions, H3O+
.
A hydrogen ion protonates the electronegative oxygen atom of the ethanol, giving the ethanol
molecule a positive charge:
CH3CH2OH + H3O+
→ CH3CH2OH2
+
+ H2O
A nucleophilic oxygen atom of unprotonated ethanol displaces a water molecule from the
protonated (electrophilic) ethanol molecule, producing water, a hydrogen ion and diethyl
ether.
CH3CH2OH2
+
+ CH3CH2OH → H2O + H+
+ CH3CH2OCH2CH3
This reaction must be carried out at temperatures lower than 150 °C in order to ensure that an
elimination product (ethylene) is not a product of the reaction. At higher temperatures,
ethanol will dehydrate to form ethylene. The reaction to make diethyl ether is reversible, so
eventually an equilibrium between reactants and products is achieved. Getting a good yield of
ether requires that ether be distilled out of the reaction mixture before it reverts to ethanol,
taking advantage of Le Chatelier's principle.
PROPERTIES OF DIETHYL ETHER
PROPERTIES VALUES
DENSITY (Kg/ m³) 713.4
FLASH POINT (ºC) -45
CETANE NUMBER <125
BOILING POINT(ºC) 34.6

ADVANTAGES
DEE has a very high cetane number of around 125 which indicates good ignition
behavior
It is a clean burning synthetic fuel
It has reasonable energy density when compared to dimethyl ether
It is an oxygenate, hence it prevents a diesel engine from emitting soot and particulate
matter to a greater extent than diesel fuel does.
DISADVANTAGES
It is highly volatile and hence there are stability and storage issues
DEE has a viscosity lower than that of diesel
Lubricity is also low causing wearing of engine parts(if used alone but effect lesser
when compared to dimethyl ether)
It is found to react with some rubber components

ETHANOL
Ethanol also known as ethyl alcohol, pure alcohol, grain alcohol, or drinking alcohol, is
a volatile, flammable, colorless liquid. Ethanol is a 2-carbon alcohol with the empirical
formula C2H6O. Its molecular formula is CH3CH2OH. An alternative notation is CH3–CH2–
OH, which indicates that the carbon of a methyl group (CH3–) is attached to the carbon of a
methylene group (–CH2–), which is attached to the oxygen of a hydroxyl group (–OH). It is a
constitutional isomer of dimethyl ether.
METHOD OF PRODUCTION OF ETHANOL
The two common methods of producing ethanol are:
1. Production of ethanol from wood
2. Production of ethanol from Sugar cane

PRODUCTION OF ETHANOL FROM WOOD
To produce ethanol from wood, the then follows the hydrolysis process of feed stock
preparation
1. Pretreatment- In the first step, wood material is sheared and shredded into small bits.
These bits are then steeped into hot Sulfuric acid. This causes cellular walls and
contents dissolve. The acid pushes lignin out of the way to free hemicellulose, then
decomposes hemicelluloses into its four
sugars: xylose, mannose, arabinose and galactose. Cellulose is now freed.
2. Hydrolysis- the acid is washed off, and the mixture goes to tanks with enzymes called
cellulases, which turn cellulose into glucose.
3. Fermentation- the glucose produced and the four hemicelluloses sugar are mixed
with microbe additives and are sent to the fermentation tank where these sugars are
converted into ethanol.
4. Distillation- in this process the sillage is removed from the alcohol. The alcohol
obtained is hydrated alcohol.
5. Dehydration- the hydrated alcohol is processed to get fuel grade alcohol.

PRODUCTION OF ETHANOL FROM SUGARCANE
Production of ethanol from sugarcane requires a fairly simple process since fermentable sugar
is directly obtained from the sugar cane. Sugar cane is first cut and ground; the cane sugar is
extracted; the extracted liquid is further processed to get molasses. Molasses is the mother
liquor left after the crystallization of sugarcane juice. It is a dark coloured viscous liquid.
Molasses contains about 60% fermentable sugar.
The process is as follows:
1. Dilution- Molasses is first diluted with water in 1:5 (molasses : water) ratio by
volume.
2. Addition of ammonium sulphate-If nitrogen content of molasses is small, it is now
fortified with ammonium sulphate to provide adequate supply of nitrogen to yeast.
3. Addition of acid- Fortified solution of molasses is then acidifies with small quantity
of sulphuric acid. Addition of acid favours the growth of yeast but unfavours the
growth of useless bacteria.
4. Fermentation- The resulting solution is received in a large tank and yeast is added to
it at 30O
C and kept for 2 to 3 days. During this period, enzymes sucrase and zymase
which are present in yeast, convert sugar into ethyl alcohol.

C12H22O11 + H2O C6H12O6 + C6H12O6
C6H12O6 C2H5OH + 2CO2
5. Fractional distillation- Alcohol obtained by the fermentation is called WASH, which
is about 15% to 18% pure. By using fractional distillation technique, it is converted
into 92% pure alcohol which is known as rectified spirit or commercial alcohol.
PROPERTIES OF ETHANOL
PROPERTIES VALUES
DENSITY (Kg/ m³) 789
FLASH POINT (ºC) 14
CETANE NUMBER 5

METHANOL
Methanol, also known as methyl alcohol, wood alcohol, wood naphtha or wood spirits, is
a chemical with the formula CH3OH. Methanol acquired the name "wood alcohol" because it
was once produced chiefly as a byproduct of the destructive distillation of wood. Modern
methanol is produced in a catalytic industrial process directly from carbon monoxide, carbon
dioxide, and hydrogen.
Methanol is the simplest alcohol, and is a light, volatile, colorless, flammable liquid with a
distinctive odor very similar to, but slightly sweeter than, that of ethanol (drinking
alcohol). At room temperature, it is a polar liquid, and is used as an antifreeze, solvent, fuel,
and as a denaturant for ethanol.

PRODUCTION OF METHANOL
Methanol is produced from synthesis gas; synthesis gas is a mixture of carbon monoxide and
hydrogen. The gas is either obtained from natural gas or from gasification of wood. The
production process of methanol is a multistage process which is as follows:
1. Production of Synthesis gas- From wood, moist wood is first dried. The dry wood is
then subjected to pyrolysis at around 500ºC.
Raw dry wood + heat charcoal+CO+CO2+H2+CH4+ tar + pyroligenous acid
Charcoal+O2+H2O CO +H2 +CO2
2. Purification- The raw gas contains about hydrogen (18%), carbon monoxide (23%),
carbon dioxide (9%), methane (3%), other HC (1%), oxygen (0.5%) and nitrogen
(45.5%). The raw gas is then purified to remove all gases but hydrogen and carbon
monoxide. The gas is processes with hot potassium carbonate solution to remove CO2 and
then passed through monoethanoloamine (MEA) to remove water vapor, CH4, HC‘s and
nitrogen. The purified gas is approximately 44% hydrogen and 56% Carbon monoxide.
3. Synthesis- the synthesis gas obtained is compressed to 14000-28000 KPa and passed into
the methanol synthesis reactor. In the reactor, zinc- chromium catalyst is used. The gases
react and form methanol; which then purified by distillation.

PROPERTIES OF METHANOL
PROPERTIES VALUES
DENSITY (Kg/ m³) 791.3
FLASH POINT (ºC) 12
CETANE NUMBER 0-1
ADVANTAGES OF ALCOHOLS
Alcohols are oxygenates i.e. they contain oxygen, , hence it prevents a diesel engine
from emitting soot and particulate matter to a greater extent than diesel fuel does.
It is a clean burning Fuel
Helps solve stability issues of Diethyl ether
Can be produced easily.
DISADVANTAGES OF ALCOHOLS
Has very low Cetane number
Low viscosity and lubricity

BLENDED PILOT FUEL
To achieve the objective of enhanced combustion of diesel in the engine; Diethyl Ether has
been identified as a viable pilot fuel [1][2].
Diethyl Ether has high cetane number, it is a good oxygenate, it has relatively good energy
density, it is volatile and hence mixes easily, but, it has a major disadvantage of low auto
ignition point when compared to diesel. As a result, if only neat Diethyl ether is introduced
into the intake manifold, because of its low auto ignition point, it will combust in the intake
manifold itself or just as it enters the engine cylinder due to the prevailing high temperatures,
prior to when it is actually required to combust, hence, it becomes necessary to raise it‘s auto
ignition temperature close to that of diesel but slightly lower than it. This is achieved by
blending DEE with suitable alcohols like ethanol and methanol in suitable proportions.
From experimentation, it can be determined that pilot fuel blends within the proportion
ranges of 70 (DEE) : 30 (Alcohol) and 50 (DEE) : 50 (Alcohol) function effectively as
combustion enhancers. In this project the following blends have been used for combustion
enhancement.
The Proportions of the pilot fuel blends are:
50 (DEE) : 50 (Ethyl Alcohol)
50 (DEE) : 50 (Methyl Alcohol)
70 (DEE) : 30 ( Ethyl Alcohol)
70 (DEE) : 30 (Methyl Alcohol)
If blends outside the proportion ranges are used, then the efficiency of the blends decreases
leading to unsatisfactory results. If
Percentage of alcohol is increased beyond 50%, the tendency of the engine to knock
increases. Also, the calorific value of the entire fuel decreases and it may sometimes
lead to corrosion of internal parts.
Percentage of DEE is increased beyond 70%, then the auto ignition temperature of the
blend will drop below the required value.
Hence, the proportions of 70 (DEE) : 30 (Alcohol) and 50 (DEE) : 50 (Alcohol) serve as the
borderline for the effective functioning of the blended pilot fuel.

PRINCIPLE OF ENHANCEMENT OF DIESEL FUEL COMBUSTION
WITH THE HELP OF BLENDED PILOT FUEL
Normally in diesel engines, fuel is often injected into the engine cylinder near the end of the
compression stroke, just a few crank angle degrees before top dead center .The liquid fuel is
usually injected at high velocity as one or more jets through small orifices or nozzles in the
injector tip. It atomizes into small droplets and penetrates into the combustion chamber. The
atomized fuel absorbs heat from the surrounding heated compressed air, vaporizes, and mixes
with the surrounding high-temperature high-pressure air. As the piston continues to move
closer to top dead center (TDC), the mixture (mostly air) temperature reaches the fuel‘s
ignition temperature. Instantaneous ignition of some premixed fuel and air occurs after the
ignition delay period. This instantaneous ignition is considered the start of combustion (also
the end of the ignition delay period) and is marked by a sharp cylinder pressure increase as
combustion of the fuel-air mixture takes place. Increased pressure resulting from the
premixed combustion compresses and heats the unburned portion of the charge and shortens
the delay before its ignition. However, this process does not facilitate complete combustion
of the diesel fuel. As a result, some amount of the diesel remains unburnt and comes out with
the exhaust gases; thereby resulting in the wastage of the unburnt diesel fuel.
To facilitate better combustion of diesel and to reduce wastage; the pilot fuel blend is
introduced gravimetrically, in low quantities, into the intake manifold. Pilot fuel because of
its high volatility readily mixes with air. During the suction stroke, this mixture of pilot fuel
and air is drawn into the engine cylinder and forms a uniform mixture in the cylinder volume.
As the piston rises up during the compression stroke, the uniform charge in the cylinder gets
heated. Just before the diesel fuel is injected, the charge which is uniformly distributed
throughout the cylinder reaches its autoignition temperature and begins to combust at
multiple points. During this period Diesel fuel is injected. As combustion is initiated at
multiple points; the burning of this mixture provides additional heat and oxygen for enhanced
combustion of the injected diesel fuel. Also, the prior combustion of the mixture, provides the
necessary heat for the preflame reactions of the diesel fuel thereby reducing the ignition delay
period, which ensures smoother combustion of the diesel fuel. Therefore, this process of
introduction of the blended pilot fuel results in enhanced combustion of the diesel fuel

thereby reducing producing more power output compared to the normal operation and also
reduces the wastage of the unburnt diesel.

CHAPTER 4
EXPERIMENTAL SET UP

RIG PHOTO <tomorrow from my camera>

ENGINE RIG SPECIFICATIONS
Parameter Specification
Manufacturer Kirloskar oil engine ltd
Model AV1
Type 4 stroke, single cylinder, water cooled CI engine
Rated power 3.7 KW/ 5 Hp
Compression
ratio
16.5 : 1
Bore 80mm
Stroke 110mm
Injection
Pressure
175 bar
The Engine Rig of above mentioned specifications present at Energy Conversion Lab in
Mechanical Engineering Department, DSCE, Bangalore-78 was used for the project work.

RECONDITIONING
The First operation or process taken up on the single cylinder four stroke engine was
Reconditioning the engine, which involved fitting of thermocouples at various positions on
the rig. And then these sensors/ Thermocouples were connected to an Electronic Display, the
Engine Electronic Display System.The Calorimeter was dismantled and cleaned, for a better
heat exchange, and ultimately to obtain better performance from the rig.The Sensors with
various range were checked and fitted. Engine was run for 2 to 3 days for 45 mins/day
regularly to condition the engine.
Engine Electronic Display Front View Engine Electronic system Wiring
Sensors pic will come here

GRAVIMETRIC FUEL INTRODUCTION SET UP
After the reconditioning of engine, Gravimetric Pilot Fuel introduction system was set up to
introduce the pilot blends into the intake air manifold. From Literature survey, the set up was
It consists of :
Burette
Pilot fuel line
Wall Mounting pad for Burette
SPECIFICATIONS OF FUEL INTRODUCTION SET-UP
Burette : Height= 0.65m ; Dia= 0.015m ; Volume=50ml
Pilot Fuel line : Length=1m ; Dia=0.005m
<Temporary pic><new pic tomo>
Gravimetric Fuel Introduction Set up

OPERATING PROCEDURE
1. Switch on the Engine Electronics mains.
2. Switch on the engine electronic display by using the key and switch.
3. Open Cooling water valves and Set the cooling water. (Here it was set to 2.85 LPM for
engine cooling water, 1.17 LPM for Calorimeter cooling water.)
4. Open Fuel tank valve and allow the burette on the rig to be full and then close the valve.
5. Now put the decompression lever in vertical postion and crank the engine and then put
the lever in horrizontal position to start the engine.
6. Switch on the Dynamometer on display unit and set it to zero torque condition.
7. Run the engine only on diesel for 15 mins at zero torque, which is required for the rig to
attain steady state conditions.
8. Now Introduce a set quantity of a pilot fuel blend from the burette in the gravimetric
pilot fuel introduction set up (DEE-ETHANOL 50:50 @ 1.5cc/min) into the intake
manifold.
9. Note down the Temperatures (T1 to T8), head of water from manometer, Speed from
electronic display, and finally the time taken for 10cc of Diesel fuel consumption.
10. Increase the torque in steps of 3 N-m and repeat the above steps.
11. Feed the Values to Engine Performance Calculator.xls on the computer and obtain the
graphs on the computer.
12. Similarly conduct the above test for various blends and obtain the performance results.

CHAPTER 5
OBSERVATION
&
TABULAIONS

FORMULAE USED IN CALCULATIONS
1. Brake power,
2. Mass of fuel consumed,
3. Specific fuel consumption,
-
4. Brake thermal efficiency,
5. Head of air,
6. Actual volume, Vact
7. Theoretical volume,
8. Volumetric effieciency,
9. Indicated power,
10. Indicated thermal efficiency,
11. Mechanical efficiency,
12. Heat Input,
13. Heat Loss to Water, -
14. Heat Loss to Exhaust -
15. Heat Unaccounted , -

STANDARDS USED
QUANTITY UNIT
Brake power (BP) KW
Friction power(FP) KW
Indicated power (IP) KW
Mass of fuel consumed (mf ) Kg/s
Specific fuel consumed (sfc) Kg/ KWhr
Brake thermal efficiency (ηbth ) %
Head of air (Ha ) M
Actual volume (Vact ) m³/s
Theoretical volume (Vtheo ) m³/s
Volumetric efficiency (ηvol) %
Mechanical efficiency (ηmech) %

STANDARDS USED
QUANTITY UNIT
Speed (N) Rpm
Torque (T) Nm
Volume (V) m³
Calorific value (CV) KJ/Kg
Density of water (ρw) Kg/ m³
Density of air (ρa) Kg/ m³
Co-efficient of discharge (Cd) 0.62 (Constant)
Diameter of orifice (d0 ) m
Diameter of bore (dbore ) m
Stroke length (L) M

OBSERVATIONS & TABULATIONS FOR NEAT DIESEL
OBSERVATION
SL.
NO
Torque
(N-m)
Speed
(rpm)
Time For 10cc of fuel Consumption
(sec)
T1
(0
c)
T2
(0
c)
T3
(0
c)
T4
(0
c)
T5
(0
c)
T6
(0
c)
T7
(0
c)
T8
(0
c)
Hm
(cm)
1 0 1571 56 30 40 30 37 129 109 30 32 2.1
2 3 1555 52 30 40 30 38 140 121 30 32 2
3 6 1536 48 30 40 30 39 153 133 30 33 1.8
4 9 1530 45 30 40 30 40 162 142 30 33 1.6
5 12 1525 41 30 40 30 41 174 150 30 34 1.8
6 15 1522 38 30 40 30 42 184 159 30 35 1.6
7 18 1520 35 30 40 30 43 194 170 30 36 1.4
TABULATION
SL.
NO
Torque
(N-m)
mf
(Kg/S)
BP
(KW)
IP
(KW)
Q
(KW)
BTH
(%)
IPTH
(%)
Vact
(m3
/S)
Vtheo
(m3
/S)
Vol. Eff
(%)
SFC
(Kg/KW-
hr)
FP
(KW)
HAIR
(m)
Mechanical
Efficieny
(%)
1 0
0.0001
5 0 4.7 6.375 0
73.7254
902
0.00336
4814
0.00723
8648
46.4840
0401 #DIV/0! 4.7
16.241
2993 0
2 3
0.0001
61538
0.48851
7658
5.1885
17658
6.8653
84615
7.1156
6336
75.5750
4711
0.00328
3722
0.00716
4926
45.8305
0811
1.19041441
5 4.7
15.467
9041 9.4153608
3 6
0.0001
75
0.96509
7263
5.6650
97263 7.4375
12.976
09766
76.1693
7497
0.00311
5212
0.00707
738
44.0164
5927
0.65278394
6 4.7
13.921
1137 17.03584631
4 9
0.0001
86667
1.44199
1028
6.1419
91028
7.9333
33333
18.176
3575
77.4200
5497
0.00293
705
0.00704
9734
41.6618
5741
0.46602231
7 4.7
12.374
3233 23.47758278
5 12
0.0002
04878
1.91637
1519
6.6163
71519
8.7073
17073
22.008
74853
75.9863
3957
0.00311
5212
0.00702
6696
44.3339
5505
0.38487368
9 4.7
13.921
1137 28.96408573
6 15
0.0002
21053
2.39075
2009
7.0907
52009
9.3947
36842
25.447
78049
75.4757
917
0.00293
705
0.00701
2873
41.8808
4221
0.33286157
3 4.7
12.374
3233 33.71648037
7 18
0.0002
4
2.86513
25
7.5651
325 10.2
28.089
53431
74.1679
6569
0.00274
7359
0.00700
3657
39.2274
8794
0.30155673
4 4.7
10.827
5329 37.87286607

HEAT BALANCE SHEET FOR NEAT DIESEL
For Torque = 0 N-m
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) %
1 HEAT INPUT 6.375 100
2 HEAT EQUIVALENT TO BP 0 0
3 HEAT LOSS TO WATER 1.391845 21.83286275
4 HEAT LOSS TO EXHAUST 0.163254 2.560847059
5 HEAT UNACCOUNTED 4.819901 75.6062902
6 TOTAL 6.375 100 6.375 100
For Torque = 3.0 N-m
1 HEAT INPUT 6.865384615 100
2 HEAT EQUIVALENT TO BP 0.488517658 7.11566336
6 TOTAL 6.865384615 100 6.865384615 100
1 HEAT INPUT 7.4375 100
6 TOTAL 7.4375 100 7.4375 100

HEAT BALANCE SHEET CONTINUED….
SL.NO PARTICULARS INPUT (KW) % OUTPUT (KW) `
1 HEAT INPUT 7.933333333 100
6 TOTAL 7.933333333 100 7.933333333 100
1 HEAT INPUT 8.707317073 100
6 TOTAL 8.707317073 100 8.707317073 100
1 HEAT INPUT 9.394736842 100
6 TOTAL 9.394736842 100 9.394736842 100

6 TOTAL 10.2 100 10.2 100

CALCULATIONS
FOR TORQUE = 18 N-m :
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf = 0.00024
3. Specific Fuel Consumption,
sfc 0.301556734
4. Heat Input,
5. Brake Thermal Efficiency = 28.08953431
6. Head of air, 10.8275329
0.002747359
8. Theoretical volume, 0.007003657
9. Volumetric effieciency, 39.2274879
10. Indicated power, 7.5651325
11. Indicated thermal efficiency, 74.16796569
12. Mechanical efficiency, 10.8275329
2.584855
0.489762
15. Heat Unaccounted, -
- 4.2602505

OBSERVATIONS & TABULATIONS FOR DEE-ETHANOL 50:50
OBSERVATION
SL.
NO
Torque
(N-m)
Speed
(rpm)
Time For 10cc of fuel
Consumption
(Sec)
T1
(0
c)
T2
(0
c)
T3
(0
c)
T4
(0
c)
T5
(0
c)
T6
(0
c)
T7
(0
c)
T8
(0
c)
Hm
(cm)
Bcr
(cc/min)
1 0 1560 66 30 47 30 38 127 108 30 32 1.8 1.7
2 3 1542 58 30 47 30 42 142 118 30 34 1.6 1.5
3 6 1536 53 30 47 30 43 155 127 30 34 1.7 1.5
4 9 1529 48 30 47 30 44 166 137 30 35 1.5 1.5
5 12 1521 45 30 46 30 44 167 152 30 35 1.4 1.4
6 15 1519 40 30 40 30 46 182 161 30 35 1.2 1.3
7 18 1515 38 30 37 30 47 198 167 30 35 1 1.3
TABULATIONS
SL.
NO
Torque
(N-m)
mf
(Kg/S)
BP
(KW)
IP
(KW)
Q
(KW)
BTH
(%)
IPTH
(%)
Vact
(m3
/S)
Vtheo
(m3
/S)
Vol. Eff
(%)
SFC
(Kg/KW-
hr)
FP
(KW)
HAIR
(m)
1 0
0.00012
7273 0 3.8
5.40909
0909 0
70.2521
0084
0.00311
5212
0.00718
7964
43.3392
8298 #DIV/0! 3.8
13.9211
137
2 3
0.00014
4828
0.48443
3587
4.28443
3587
6.15517
2414
7.87034
9596
69.6070
4427
0.00293
705
0.00710
5026
41.3376
4062
1.07626581
7 3.8
12.3743
233
3 6
0.00015
8491
0.96509
7263
4.76509
7263
6.73584
9057
14.3277
745
70.7423
4032
0.00302
7442
0.00707
738
42.7763
0943
0.59120055
5 3.8
13.1477
185
4 9
0.00017
5
1.44104
855
5.24104
855 7.4375
19.3754
4269
70.4678
7967
0.00284
3787
0.00704
5126
40.3653
0253
0.43718166
2 3.8
11.6009
281
5 12
0.00018
6667
1.91134
497
5.71134
497
7.93333
3333
24.0925
8366
71.9917
4332
0.00274
7359
0.00700
8265
39.2016
9735
0.35158488
4 3.8
10.8275
329
6 15 0.00021
2.38603
962
6.18603
962 8.925
26.7343
3748
69.3113
683
0.00254
356
0.00699
905
36.3415
0569 0.31684302 3.8
9.28074
246
7 18
0.00022
1053
2.85570
7722
6.65570
7722
9.39473
6842
30.3968
8892
70.8450
6819
0.00232
1942
0.00698
0619
33.2626
951
0.27866628
9 3.8
7.73395
205

HEAT BALANCE SHEET FOR DEE- ETHANOL 50:50
For Torque = 0 N-m
1 HEAT INPUT 5.409090909 100
6 TOTAL 5.409090909 100 5.409090909 100
1 HEAT INPUT 6.155172414 100
6 TOTAL 6.155172414 100 6.155172414 100
1 HEAT INPUT 6.735849057 100
6 TOTAL 6.735849057 100 6.735849057 100

1 HEAT INPUT 7.4375 100
6 TOTAL 7.4375 100 7.4375 100
1 HEAT INPUT 7.933333333 100
6 TOTAL 7.933333333 100 7.933333333 100
6 TOTAL 8.925 100 8.925 100

1 HEAT INPUT 9.394736842 100
6 TOTAL 9.394736842 100 9.394736842 100

CALCULATIONS
FOR TORQUE = 18 N-m:
1. Brake Power, BP =
2. Mass of Fuel Consumed, mf 0.000221053
3. Specific Fuel Consumption, sfc
0.278666289
4. Heat Input, 9.394736842
6. Head of air, 7.73395205
0.002321942
2.656714667
0.390693333
- 3.49162112

OBSERVATIONS & TABULATIONS FOR DEE-ETHANOL 70:30
OBSERVATION
Sl.
No
Torque
(N-m)
Speed
(rpm)
Consumption
(Sec)
T1
(0
c)
T2
(0
c)
T3
(0
c)
T4
(0
c)
T5
(0
c)
T6
(0
c)
T7
(0
c)
T8
(0
c)
Hm
(cm)
Bcr
(cc/min)
1 0 1554 61 30 69 30 35 135 109 30 35 2 1.2
2 3 1539 55 30 67 30 40 144 117 30 36 1.8 1.2
3 6 1535 52 30 64 30 41 157 133 30 37 1.7 1.5
4 9 1528 47 30 58 30 42 173 158 30 38 1.6 1.5
5 12 1525 43 30 40 30 44 177 163 30 34 1.5 1.3
6 15 1522 40 30 36 30 45 185 159 30 34 1.4 1.3
7 18 1518 37 30 38 30 46 204 162 30 35 1.3 1.3
TABULATION
SL.
NO
Torque
(N-m)
mf
(Kg/s)
BP
(KW)
IP
(KW)
Q
(KW)
BTH
(%)
IPTH
(%)
Vact
(m3
/s)
Vtheo
(m3
/s)
Vol.
Eff
(%)
BSFC
(Kg/KW
-hr)
FP
(KW)
HAIR
(m)
Mechanical
Efficieny
(%)
1 0
0.0001
37705 0 3.9
5.8524
59016 0
66.638
65546
0.0032
83722
0.00716
0318
45.860
00007 #DIV/0! 3.9
15.467
9041 0
2 3
0.0001
52727
0.4834
91109
4.3834
91109
6.4909
09091
7.4487
42582
67.532
7762
0.0031
15212
0.00709
1203
43.930
65721
1.137183
644 3.9
13.921
1137 11.02981841
3 6
0.0001
61538
0.9644
68945
4.8644
68945
6.8653
84615
14.048
28715
70.855
00984
0.0030
27442
0.00707
2772
42.804
17674
0.602962
35 3.9
13.147
7185 19.82680855
4 9
0.0001
78723
1.4401
06072
5.3401
06072
7.5957
44681
18.959
37966
70.303
91748
0.0029
3705
0.00704
0519
41.716
38864
0.446775
601 3.9
12.374
3233 26.96774283
5 12
0.0001
95349
1.9163
71519
5.8163
71519
8.3023
25581
23.082
34602
70.057
13594
0.0028
43787
0.00702
6696
40.471
17874
0.366972
587 3.9
11.600
9281 32.94788706
6 15
0.0002
1
2.3907
52009
6.2907
52009 8.925
26.787
13736
70.484
61635
0.0027
47359
0.00701
2873
39.175
94065
0.316218
494 3.9
10.827
5329 38.00423234
7 18
0.0002
27027
2.8613
62589
6.7613
62589
9.6486
48649
29.655
57865
70.075
74672
0.0026
47421
0.00699
4442
37.850
35632
0.285632
202 3.9
10.054
1377 42.3193188

HEAT BALANCE SHEET FOR DEE- ETHANOL 70:30
For Torque = 0 N-m
1 HEAT INPUT 5.852459016 100
6 TOTAL 5.852459016 100 5.852459016 100
1 HEAT INPUT 6.490909091 100
6 TOTAL 6.490909091 100 6.490909091 100
1 HEAT INPUT 6.865384615 100
6 TOTAL 6.865384615 100 6.865384615 100

1 HEAT INPUT 7.595744681 100
6 TOTAL 7.595744681 100 7.595744681 100
1 HEAT INPUT 8.302325581 100
6 TOTAL 8.302325581 100 8.302325581 100
6 TOTAL 8.925 100 8.925 100

1 HEAT INPUT 9.648648649 100
6 TOTAL 9.648648649 100 9.648648649 100

CALCULATIONS
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf
0.000227027
3. Specific Fuel Consumption, sfc
4. Heat Input, 9.648648649
5. Brake Thermal Efficiency =
6. Head of air,
0.002647421
8. Theoretical volume,
10. Indicated power,
3.18136
0.408135
- 3.19779106

OBSERVATIONS & TABULATIONS FOR DEE-METHANOL 50:50
OBSERVATION
Sl.
no
Torque
(N-m)
Speed
(rpm)
Consumption
(Sec)
T1
(0
c)
T2
(0
c)
T3
(0
c)
T4
(0
c)
T5
(0
c)
T6
(0
c)
T7
(0
c)
T8
(0
c)
Hm
(cm)
Bcr
(cc/min)
1 0 1561 60 30 44 30 40 138 110 30 31 2.2 1.7
2 3 1550 53 30 43 30 42 151 120 30 34 2 1.5
3 6 1541 50 30 44 30 44 160 134 30 35 1.9 1.7
4 9 1534 46 30 44 30 45 172 146 30 36 1.7 1.7
5 12 1529 43 30 45 30 46 179 161 30 36 1.6 1.7
6 15 1516 38 30 44 30 48 193 171 30 36 1.4 1.8
7 18 1511 36 30 44 30 49 208 172 30 36 1.3 1.7
TABULATION
SL.
NO
Torque
(N-m)
mf
(Kg/s)
BP
(KW)
IP
(KW)
Q
(KW)
BTH
(%)
IPTH
(%)
Vact
(m3
/s)
Vtheo
(m3
/s)
Vol.
Eff
(%)
SFC
(Kg/KW-
hr)
FP
(KW)
HAIR
(m)
Mechanical
Efficieny
(%)
1 0
0.0001
4 0 4.1 5.95 0
68.907
56303
0.0034
43997
0.0071
92572
47.882
68608 #DIV/0! 4.1
17.014
6945 0
2 3
0.0001
58491
0.4869
46861
4.5869
46861
6.7358
49057
7.2291
83095
68.097
53043
0.0032
83722
0.0071
41887
45.978
34846
1.1717213
58 4.1
15.467
9041 10.6159255
3 6
0.0001
68
0.9682
38856
5.0682
38856 7.14
13.560
76829
70.983
73748
0.0032
00576
0.0071
00418
45.075
8816
0.6246392
58 4.1
14.694
5089 19.10404942
4 9
0.0001
82609
1.4457
60939
5.5457
60939
7.7608
69565
18.628
85244
71.457
98409
0.0030
27442
0.0070
68165
42.832
08037
0.4547026
32 4.1
13.147
7185 26.06965852
5 12
0.0001
95349
1.9213
98067
6.0213
98067
8.3023
25581
23.142
88988
72.526
64338
0.0029
3705
0.0070
45126
41.689
10519
0.3660125
54 4.1
12.374
3233 31.90950084
6 15
0.0002
21053
2.3813
27231
6.4813
27231
9.3947
36842
25.347
46073
68.988
91731
0.0027
47359
0.0069
85227
39.330
99055
0.3341789
67 4.1
10.827
5329 36.74135168
7 18
0.0002
33333
2.8481
679
6.9481
679
9.9166
66667
28.721
02084
70.065
55865
0.0026
47421
0.0069
62188
38.025
70543
0.2949264
33 4.1
10.054
1377 40.99163896

HEAT BALANCE SHEET FOR DEE- METHANOL 50:50
For Torque = 0 N-m
6 TOTAL 5.95 100 5.95 100
1 HEAT INPUT 6.735849057 100
6 TOTAL 6.735849057 100 6.735849057 100
6 TOTAL 7.14 100 7.14 100

1 HEAT INPUT 7.760869565 100
6 TOTAL 7.760869565 100 7.760869565 100
1 HEAT INPUT 8.302325581 100
6 TOTAL 8.302325581 100 8.302325581 100
1 HEAT INPUT 9.394736842 100
6 TOTAL 9.394736842 100 9.394736842 100

1 HEAT INPUT 9.916666667 100
6 TOTAL 9.916666667 100 9.916666667 100

CALCULATIONS
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf =
0.000233333
3. Specific Fuel Consumption, sfc 0.294926433
4. Heat Input, 9.916666667
6. Head of air, 10.0541377
0.002647421
3.777865
0.489762
- 2.800871767

OBSERVATIONS & TABULATIONS FOR DEE-METHANOL 70:30
OBSERVATION
SL.
NO
Torque
(N-m)
Speed
(rpm)
Consumption
(Sec)
T1
(0
c)
T2
(0
c)
T3
(0
c)
T4
(0
c)
T5
(0
c)
T6
(0
c)
T7
(0
c)
T8
(0
c)
Hm
(cm)
Bcr
(cc/min)
1 0 1561 64 30 53 30 40 140 108 30 33 1.8 1.5
2 3 1551 59 30 51 30 41 145 117 30 35 1.6 1.2
3 6 1545 55 30 53 30 42 155 125 30 36 1.4 1.3
4 9 1523 50 30 54 30 44 163 136 30 35 1.3 1.3
5 12 1517 42 30 37 30 47 185 165 30 36 1.2 1.2
6 15 1509 40 30 37 30 48 195 173 30 38 1 1.2
7 18 1500 36 30 37 30 49 214 178 30 39 1 1.3
TABULATION
SL.
NO
Torque
(N-m)
mf
(Kg/s)
BP
(KW)
IP
(KW)
Q
(KW)
BTH
(%)
IPTH
(%)
Vact
(m3
/s)
Vtheo
(m3
/s)
Vol.
Eff
(%)
SFC
(Kg/KW-
hr)
FP
(KW)
HAIR
(m)
Mechanical
Efficieny
(%)
1 0
0.0001
3125 0 4.3
5.5781
25 0
77.086
83473
0.0031
15212
0.0071
92572
43.311
51918 #DIV/0! 4.3
13.921
1137 0
2 3
0.0001
42373
0.4872
61021
4.7872
61021
6.0508
47458
8.0527
73169
79.117
19894
0.0029
3705
0.0071
46495
41.097
77037
1.0518846
19 4.3
12.374
3233 10.17828396
3 6
0.0001
52727
0.9707
5213
5.2707
5213
6.4909
09091
14.955
56503
81.202
06363
0.0027
47359
0.0071
18849
38.592
73895
0.5663836
99 4.3
10.827
5329 18.41771546
4 9
0.0001
68
1.4353
93683
5.7353
93683 7.14
20.103
55299
80.327
64263
0.0026
47421
0.0070
1748
37.726
09383
0.4213478
2 4.3
10.054
1377 25.02694257
5 12 0.0002
1.9063
18422
6.2063
18422 8.5
22.427
27556
73.015
51085
0.0025
4356
0.0069
89834
36.389
41802
0.3776913
61 4.3
9.2807
4246 30.71576887
6 15
0.0002
1
2.3703
31657
6.6703
31657 8.925
26.558
3379
74.737
6096
0.0023
21942
0.0069
52973
33.394
95233
0.3189427
09 4.3
7.7339
5205 35.5354393
7 18
0.0002
33333
2.8274
33388
7.1274
33388
9.9166
66667
28.511
93333
71.873
27786
0.0023
21942
0.0069
11504
33.595
32205
0.2970892
27 4.3
7.7339
5205 39.66972729

HEAT BALANCE SHEET FOR DEE- METHANOL 70:30
For Torque = 0 N-m
1 HEAT INPUT 5.578125 100
6 TOTAL 5.578125 100 5.578125 100
1 HEAT INPUT 6.050847458 100
6 TOTAL 6.050847458 100 6.050847458 100
1 HEAT INPUT 6.490909091 100
6 TOTAL 6.490909091 100 6.490909091 100

6 TOTAL 7.14 100 7.14 100
6 TOTAL 8.5 100 8.5 100
6 TOTAL 8.925 100 8.925 100

1 HEAT INPUT 9.916666667 100
6 TOTAL 9.916666667 100 9.916666667 100

CALCULATIONS
FOR TORQUE = 18 N-m :
1. Brake Power, BP=
2. Mass of Fuel Consumed, mf = 0.00024
3. Specific Fuel Consumption,
sfc 0.301556734
4. Heat Input,
6. Head of air, 10.8275329
0.002747359
13. Heat Loss to Water,
- 2.584855
14. Heat Loss to Exhaust
- 0.489762
- 4.2602505

CHAPTER 6
PERFORMANCE
GRAPHS

BRAKE THERMAL EFFICIENCY vs TORQUE
Here pilot fuel blend is introduced into the intake air manifold and they vaporize, mix with
air and enter the cylinder as a mixture. These blends ( like DEE-Alcohol(Ethanol/Methanol)),
which contain oxygen in them provide additional oxygen for combustion to that from the
usual air intake. Due to this, combustion of diesel improves. And as combustion gets better,
the thermal efficiency increases.Hence Brake Thermal Efficiency increases. From the graph it
can be seen that NEAT DIESEL has produced low brake thermal effficiencies at most loads
than when blends are used. DEE-ETHANOL taken in ratio of 50:50 has produced the best
result here.
0
3
6
9
12
15
18
21
24
27
30
33
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BRAKETHERMALEFFICIENCY(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

MECHANICAL EFFICIENCY vs BRAKE POWER
Addition of Blends, has resulted in smoother combustion due to reduction in friction loses,
producing more power output. Mechanical Efficiency is ratio is a ratio of output power to the
power input. As power output is Brake Power and it is increasing with the addition of blend
and friction power being constant for each blend and neat diesel, mechanical efficiecny
increases.
Mechanical Efficiency =
;
Here, Brake Power is increasing, so Mechanical Efficiency also increases. From the graph it
can seen that Mechanical efficiency has increased with the use of blends than with NEAT
DIESEL.
0
5
10
15
20
25
30
35
40
45
50
0 0.5 1 1.5 2 2.5 3 3.5
MECHANICALEFFICIENCY(%)
BRAKE POWER (KW)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

MASS OF FUEL CONSUMED vs TORQUE
Blends enhance combustion of diesel fuels, thereby producing higher power output for the
same quantity of the diesel fuel, compared to the normal combustion of diesel fuel where
only neat diesel is used without the blend.
Conversely, to produce a given power output, the required quantity of diesel fuel (with blend)
is much lesser compared to neat diesel. Hence the mass of fuel consumed for a particular load
is higher in case of ‗neat diesel‘ than ‗diesel with blend‘.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 5 10 15 20
MASSOFFUELCONSUMED(Kg/hr)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

VOLUMETRIC EFFICIENCY vs TORQUE
As blends enhance combustion of diesel fuels, higher heat release takes place in the engine
cylinder resulting in higher temperatures inside the cylinder. Therefore the temperature of the
residual gases will also be higher. During the succeeding suction stroke when the charge is
drawn in, this excessive heat of the residual gases is transferred to the incoming charge
thereby reducing charge density.
Hence lesser volume of the charge enters the cylinder leading to lower volumetric
efficiencies (when blends are used).
However this reduction in volumetric efficiency will not serve as a negative point because
although lesser charge enters the cylinder, due to higher heat release, the required power
output is obtained.
0
5
10
15
20
25
30
35
40
45
50
55
0 5 10 15 20
VOLUMETRICEFFICIENCY(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

WILLIANS LINE GRAPH
This is a willians line graph (without extrapolation). Willians line graph gives the Friction
Power. As blends are oxygenates,they aide in better and smoother combustion. Thereby
reducing friction loses, hence reducing friction power. From the graph it is evident that all
blends will definitely give less friction powers than NEAT DIESEL. Thus addition of blend
reduces friction power.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 0.5 1 1.5 2 2.5 3 3.5 4
MASSOFFUELCONSUMED,mf(Kg/hr)
Brake Power (KW)
NEAT DIESEL
DEE-ETHANOL 50-50
DEE-ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30
FRICTION POWERS
•NO BLEND = 4.7 KW
•DEE-METHANOL 70-30 = 4.3 KW
•DEE-METHANOL 50-50 = 4.1 KW
•DEE-ETHANOL 70-30 = 3.9 KW
•DEE-ETHANOL 50-50 = 3.8 KW

BRAKE THERMAL EFFICIENCY vs BRAKE POWER
Blends being oxygenates, result in better combustion of diesel fuel. Better Combustion leads
to higher power output, ie Higher Brake Power. Brake Thermal efficiency is the percentage
ratio of Brake Power to Heat Input. So Brake Power Increases, it is natural that Brake
Thermal Efficiency increases. As seen from the graph, with the use of blend Brake Power
obtained is more compared to NEAT DIESEL and hence the Brake Thermal Efficiency is
more.
0
3
6
9
12
15
18
21
24
27
30
33
0 1 2 3 4
BRAKETHERMALEFFICIENCY(%)
BRAKE POWER (KW)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

SPECIFIC FUEL CONSUMPTION vs BRAKE POWER
Specific Fuel Consumption is the amount of fuel consumed to produce 1 Kilowatt for 1 hour.As
Blend results in better combustion, an effective utilization of diesel fuel is made. Therefore
Specific fuel consumption reduces with blends for a given output.
0
0.2
0.4
0.6
0.8
1
1.2
1.4
0 0.5 1 1.5 2 2.5 3 3.5
SPECIFICFUELCONSUMPTION(Kg/KW-hr)
BRAKE POWER (KW)
NEAT DIESEL
DEE -ETHANOL 50-50
DEE -ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

SPECIFIC FUEL CONSUMPTION vs TORQUE
As Blends result in better combustion, diesel consumed to produce 1KW for 1hr reduces.
Therefore for a given output, Specific fuel consumption reduces with blend. From the graph it
is evident that use of blends reduce SFC than when compared with NEAT DIESEL.
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
1.2
1.3
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
SPECIFICFUELCONSUMPTION(Kg/KW-hr)
TORQUE (N-m)
NO BLEND
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

EXHAUST GAS TEMPERATURE vs TORQUE
As Blends result in better combustion, higer output is otained.Due to higher output
production, combustion temperatures increase or in other words there is higher heat release
and therefore exhaust gas temperature also increases. From the graph it can be seen that
Exhaust Gas Temperature increases with blends when compared to NEAT DIESEL.
0
20
40
60
80
100
120
140
160
180
200
220
0 3 6 9 12 15 18 21
EXHAUSTGASTEMPERATURE(T5
OC)
TORQUE (N-m)
NEAT DIESEL
DEE -ETHANOL 50-50
DEE -ETHANOL 70-30
DEE -METHANOL 50-50
DEE -METHANOL 70-30

HEAT UNACCOUNTED vs TORQUE
This graph is an Inference from heat balance sheet, and it points out that most of the heat
unaccounted is reducing for a given torque with the use of blend. This is due to increase in
engine exhaust gas temperature which ultimately results in higher heat exchange between
exhaust gases and cooling waters,(Engine cooling water and Calorimeter Cooling Water).
Previously unaccounted heat is now accounted as cooling effect on the Engine Rig. Thus
engine is cooled more efficiently.
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
0 3 6 9 12 15 18 21
HEATUNACCOUNTED(%)
TORQUE (N-m)
NEAT DIESEL
DEE- ETHANOL 50-50
DEE- ETHANOL 70-30
DEE-METHANOL 50-50
DEE-METHANOL 70-30

INTRODUCTION OF A BLENDED PILOT FUEL TO ENRICH THE CHARGE IN A CI ENGINE
CHAPTER 7
CONCLUSION,
FUTURE SCOPE
&
BIBLIOGRPAHY

CONCLUSION
Experiment was carried out on a 4 stroke, single cylinder Diesel engine using the following
blends 50 (DEE) : 50 (Ethyl Alcohol), 50 (DEE) : 50 (Methyl Alcohol),
70 (DEE) : 30 ( Ethyl Alcohol), 70 (DEE) : 30 (Methyl Alcohol).
Graph only
Diesel
Diesel+blend
Load vs ηbth
(%) 26 31
BP vs ηmech
(%) 37 43
Load vs ηvol
(%) 39 33
Load vs mf
(Kg/hr) 0.86 0.7
William’s line (FP) (KW) 4.7 3.8
BP vs ηbth
(%) 27 31
Load vs SFC (Kg/KWhr) 1.2 1.05
BP vs SFC (Kg/KWhr) 1.2 1.05
Torque vs Exhaust gas
temperature (ºC)
194 216
Torque vs Heat
unaccounted (%)
42 26

From the graphs and the table above it is clearly evident that, pilot fuel blends have resulted
in enhanced combustion of the diesel fuel.
The blends 70 (DEE) : 30 (Methyl Alcohol) and 50 (DEE) : 50 (Ethyl Alcohol) have shown
significant increase in performance and hence can be used as effective combustion enhancers.
Large scale implementation of the above system a solution can be obtained for the current
energy crisis and the longevity of the fossil fuels can be increased…

FUTURE SCOPE
There is lot of potential for further research on this topic. Some of which are:
Using other Pilot fuels like Dimethyl Ether, Ethylene Glycol, Ethers blended with
peroxides etc. Different blends can be used at various proportions for further study.
Emission study for the above project. Effect of pilot fuel blends on combustion
products like carbon monoxide. Carbon dioxide, NOx, unburnt Hydrocarbons and
other particulates can be studied.
Using pilot fuels along with Exhaust gas recirculation and pre-heater systems. Both
EGR and pre heater systems result in better vaporization of the pilot fuel particles;
hence, their effect can be studied.
Changing the injector pressure of diesel injection. Increasing injector pressure helps
distribute fuel particles in the cylinder more uniformly. The effect of this can be
studied.
Currently the gravimetric system is feasible only for stationary diesel engines; with
modification in the method of introduction of blended pilot fuels, enhanced
performance can be obtained also in mobile engines.

BIBLIOGRAPHY
1. Brent Bailey, James Eberhardt, Steve Goguen, and Jimell Erwin,― Diethyl
Ether (DEE) as a Renewable Diesel Fuel‖, National Research Laboratory, US
Departmemt of Energy, Jul 2007.
2. Saravanan D, Vijayakumar T, and Thamaraikannan M, “Experimental
analysis of combustion and emmisions characteristics of CI Engine Powered
with Diethyl Ether blended Diesel as Fuel”, School of Mechanical and
Building Sciences, VIT University, Vellore-632014, TamilNadu, INDIA
,School of Mechanical Engineering, Veltech Dr RR and SR Technical
University, Chennai, TamilNadu, INDIA
3. Eliana Weber de Menezes, Rosaˆngela da Silva, Renato Catalun˜a *, Ricardo
J.C. Ortega, ―Effect of ethers and ether/ethanol additives on the properties of
diesel fuel and on engine tests‖, Department of Physical Chemistry, Institute
of Chemistry, Federal University of Rio Grande do Sul,Avenida Bento
Gonc¸alves, 9500, 91501-970 Porto Alegre, RS, Brazil ,Received 20 April
2005.
4. Cenk Sayin, ―Engine performance and exhaust gas emissions of methanol
and ethanol–diesel blends‖, Department of Automotive Engineering
Technology,Marmara University, 34722 Istanbul, Turkey,Received 18
December 2009
5. K.Harshavardhan Reddy & N.Balajiganesh, “Experimental investigation on
four stroke diesel engine using diesel–Orange oil blends”, Department of
Mechanical Engineering, Aditya College of Engineering &
Technology,Madanaalli, Andhra Pradesh, India, received on June 2, 2012.
6. Deepali Bharti, Professor Alka Agrawal, Assistant Professor Nitin
Shrivastava, Bhupendra Koshti,“Experimental Investigation and Performance
Parameter on the Effect of N-Butanol Diesel Blends on an Single Cylinder
Four Stroke Diesel Engine”, UIT RGPV, Bhopal, received on 8 August 2012.
7. Ismet Sezer*, ―Thermodynamic, performance and emission investigation of a
diesel engine running on dimethyl ether and diethyl ether‖, Mechanical
Engineering Department, Gümüs¸ hane University, 29100 Gümüs¸ hane,
Turkey, Received 12 August 2010.

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