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Abstract
This paper presents the results of investigations carried out in studying the fuel properties of karanja methyl ester (KME)
and its blend with diesel from 20% to 80% by volume and in running a diesel engine with these fuels. Engine tests have been
carried out with the aim of obtaining comparative measures of torque, power, speci4c fuel consumption and emissions such
as CO, smoke density and NOx to evaluate and compute the behaviour of the diesel engine running on the above-mentioned
fuels. The reduction in exhaust emissions together with increase in torque, brake power, brake thermal e:ciency and reduction
in brake-speci4c fuel consumption made the blends of karanja esteri4ed oil (B20 and B40) a suitable alternative fuel for
diesel and could help in controlling air pollution.
? 2004 Published by Elsevier Ltd.
Keywords: Alternative fuel; Pongamia glabra; Karanja methyl ester; Biodiesel blend; Emissions; Engine performance
1. Introduction
Many researchers have reported that with the use
of vegetable oil ester as a fuel in diesel engines, a
reduction in harmful exhaust emissions as well as
a comparable engine performance with diesel were
achieved [17]. Most of the esteri4ed oils tried in
diesel engines were soybean, sun>ower, sa?ower,
and rapeseed. These oils are essentially edible oils in
the Indian context and use of biodiesels from these
oils as a substitute to diesel fuel may lead to a concept of self-su:ciency in vegetable oil production,
which India has not attained yet. With the abundance
of forest and tree-borne non-edible oils available in
Corresponding
author. Tel.: +91-3222-283160; fax:
+91-3222-282244.
E-mail address: hifjur@agfe.iitkgp.ernet.in (H. Raheman).
India, not much attempt has been made to use esters of these non-edible oils as a substitute for diesel.
Karanja (Pongamia glabra) is one such forest-based
tree-borne non-edible oil with a production potential
of 135,000 million tones [8]. Hence, a study was undertaken at Indian Institute of Technology, Kharagpur
to run a diesel engine with esteri4ed karanja oil and
its blend with diesel.
2. Experiments
2.1. Composition of karanja oil
The basic composition of any vegetable oil is
triglyceride, which is the ester of three fatty acids and
one glycerol. The fatty acid composition of karanja
oil is summarized in Table 1 [9].
394
Table 1
Fatty acid composition of karanja oil
Sl. no.
Fatty acid
Structure
Formula
Wt %
1
2
3
4
5
Palmitic
Stearic
Lignoceric
Oleic
Linoleic
16:0
18:0
24:0
18:1
18:2
C16 H32 O2
C18 H36 O2
C24 H48 O2
C18 H34 O2
C18 H32 O2
3.77.9
2.48.9
1.13.5
44.571.3
10.818.3
395
Table 2
Fuel properties of karanja oil, karanja methyl ester and its blends
Sl. no.
Fuel
Speci4c
gravity
Kinematic
viscosity (mm2 =s)
Calori4c
value (MJ/kg)
Flash
point ( C)
1
2
3
4
5
6
7
Karanja oil
B100
B20
B40
B60
B80
Diesel
0.912
0.876
0.848
0.856
0.864
0.869
0.846
27.84
9.60
3.39
4.63
5.42
6.56
2.60
34.00
36.12
38.28
37.85
37.25
36.47
42.21
205
187
79
81
84
92
52
396
Torque, Nm
10
8
B20
B40
B60
B80
B100
Diesel
6
4
2
0
0
20
40
60
Load %
80
100
120
0.3
0.2
0.1
0.0
0
measured varied between 260 C and 336 C as compared to 262 C and 335 C for diesel indicating no
much variation in exhaust temperature. This could be
due to nearly the same quantity of fuel being consumed per hour for both diesel and biodiesel blends in
each load setting of the engine. Since heat loss to the
exhaust on percent basis was approximately constant
throughout the entire load range hence same quantity
of fuel consumed means same heat was dejected, resulting in little variation in exhaust temperature.
3.3. Engine performance
3.3.1. Torque
The variation of torque of the engine with load for
diMerent fuels is presented in Fig. 5. The torque in-
20
40
60
Load %
80
100
120
creased with increase in load. This was due to an increase in fuel consumption with an increase in load.
The torques produced in case of B20 and B40 were
0.113% higher than that of diesel due to complete
combustion of fuels. In case B60 to B100, it reduced
by 423% from that of diesel due to a decrease in the
calori4c value of fuel with an increase in biodiesel
percentage in the blends.
3.3.2. Brake-speci3c fuel consumption
The variation of brake-speci4c fuel consumption
with load for diMerent fuels is presented in Fig. 6.
For all fuels tested, brake-speci4c fuel consumption
decreased with increase in load. One possible explanation for this reduction could be due to the higher
percentage of increase in brake power with load as
30
25
20
B20
B40
B60
B80
B100
Diesel
15
10
5
0
0
20
40
60
80
100
120
Load %
397