Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929

www.springerlink.com/content/1738-494x(Print)/1976-3824(Online)
DOI 10.1007/s12206-016-0351-y

Numerical investigation of the performance and emission parameters of

a diesel engine fuelled with diesel - biodiesel - methanol blends
Ambarish Datta* and Bijan Kumar Mandal
Department of Mechanical Engineering, Indian Institute of Engineering Science and Technology, Shibpur, Howrah - 711103, West Bengal, India

(Manuscript Received July 20, 2015; Revised October 14, 2015; Accepted October 31, 2015)

----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Abstract

A numerical simulation has been conducted in this study to evaluate the effect of methanol addition to the blend of diesel and palm
streain biodiesel. Also the effect of diesel-palm streain biodiesel blend has been considered and compared to that of baseline fuel, diesel
and palm biodiesel. A commercial software Diesel-RK has been used in this study to simulate a single cylinder, naturally aspirated, direct
injection, four stroke diesel engine. The results indicate that except a minor increase in the brake specific fuel consumption, the entire
performance and emission characteristics with methanol blended diesel-biodiesel blends are much better than that of diesel. The diesel-
biodiesel blend also shows better emission characteristics than that of diesel except NOx emission.
Keywords: Biodiesel; Diesel engine; Emission; Methanol; Performance
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nol to diesel/biodiesel improves the cold flow properties of the

1. Introduction
fuel blends [1-4]. A few numbers of experimental studies have
Reduction of the pollutant emission from the internal com- been carried out, by adding methanol to diesel and biodiesel
bustion engine is one of the major research areas in engine blends and the results have been reported in the literature. Qi
development. The increasing concern regarding the environ- et al. [5] observed a slight reduction in torque and power out-
mental protection by several agencies and stringent emission put with methanol blended fuel compared to that of diesel.
norms necessitate the finding for environment friendly fuels From the emission point of view, the blends with biodiesel
for internal combustion engines. Mainly, the compression and methanol significantly eliminated the smoke and CO
ignition engines are in the focus, as the majority of the auto- emissions. The NOx and HC emissions showed a marginal
mobiles use it. The transport sector adds more than 25% GHG reduction with methanol blending compared to diesel-
emission to the environment. The researchers have suggested biodiesel blends. Barabas et al. [5] experimentally observed an
several steps to trim down the pollutant emission. The very increment of brake specific fuel consumption as well as a
basic step is to replace the conventional petro-diesel with reduction of brake thermal efficiency with the addition of
some biofuels. Biodiesel was chosen as the first choice due to ethanol into the diesel-biodiesel blend. They also reported that
its biodegradability and renewable nature. Also, it reduces the the emissions of CO, HC and smoke reduced substantially
harmful emissions of HC, CO and PM. It also reduces the life- with alcohol blending of the fuel. On the other hand, CO2 and
cycle CO2 emission. But, the NOx emission increases with the NOx emissions increased with the addition of oxygenated fuel
use of biodiesel. Also, the higher viscosity and density causes such as ethanol and biodiesel. Kwanchareon et al. [6] found
some injection problem when it is used for long term. Due to that fuel properties of diesel-palm biodiesel-ethanol blends
this problem, the need of another supplementary biofuel was were close enough to the baseline fuel diesel. Only the flash
urged, which could take a significant role to reduce those point differed a bit from the baseline diesel fuel. While inves-
problems to some extent. Methanol is identified as one of the tigating the emission characteristics in a single cylinder, four
prosperous supplementary fuel or an oxygenated fuel for die- stroke diesel engine, it was found that CO and HC emissions
sel engine due to its low price and high oxygen fraction. Quite with the blended fuels were lower compared to those with
a few studies also suggested that addition of methanol could diesel. However, NOx emission increased with the addition of
further reduce the PM emission. Also, the addition of metha- biodiesel as well as ethanol. It was also concluded by the re-
*
Corresponding author. Tel.: +91 33 2668 4561, Fax.: +91 33 2668 2916 searchers that the blend of 80% diesel, 15% biodiesel and 5%
E-mail address: ambarish.datta84@gmail.com ethanol was the most suitable blend from the point of solubil-

Recommended by Associate Editor Kyung Doug Min

ity, fuel properties and emission reduction. Shi et al. [8] ob-
KSME & Springer 2016
1924 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929
Table 1. Properties of palm biodiesel, diesel and methanol.
Property Palm biodiesel Diesel Methanol
Mass fractions (%)
Carbon 0.77 0.87
Hydrogen 0.115 0.126
Oxygen 0.115 0.004
Low heating value (MJ/kg) 36.22 42.5
Sp. vaporization heat (kJ/kg) 320 250
Cetane number 60 48
Density at 323 K (kg/m3) 865 830
Molecular mass 279 190
served an increase in brake specific fuel consumption with the
addition of ethanol and methyl soyate to the base fuel, diesel.
From the environmental point of view, a large reduction in
smoke and PM emission were observed. About 90% and
48% reductions of smoke and PM were noted respectively
with BE20 (a blend of 20% by volume ethanol with methyl
soyate). Also, the HC and CO emission decreased with
BE20 by 23% and 20%, respectively. However, a maximum
increase in NOx emission by 30% was also observed with
BE20 blend.
From the available literature, it is clear that some research
works have been carried out and are still ongoing on etha-
nol-biodiesel blending to diesel in compression ignition en-
gine. However, only a few experimental works on CI using
blends of methanol-diesel-biodiesel as fuel has been reported.
Also, experimental works are not always feasible from the
aspect of time, manpower and cost involvement. Thus, nu-
merical simulation using proper mathematical modeling can
prove to be an alternative way of study. This motivates the
authors to study numerically the effect of using methanol-
palm stearin biodiesel-diesel and biodiesel-diesel blend on
the performance and emission characteristics of a compression
ignition engine.
2. Properties of fuels
The fuels used in this study are neat (100%) biodiesel de-
rived from palm stearin oil, neat diesel, a blend of 15% bio-
diesel and 85% diesel and a blend of 15% methanol, 15%
palm biodiesel and 70% diesel. In the literature, it is reported
that methanol has poor miscibility to diesel and biodiesel [5].
For that purpose, the percentage of methanol in the blended
fuel is restricted to 15% only. Some of the important fuel
properties of the three fuels are shown in Table 1. It can be
seen that the specific vaporization heat of methanol is 1110
kJ/kg, which is much higher than those of other fuels. The
energy density (lower calorific value) of methanol and bio-
diesel are 33% and 18% lower than that of diesel. Also, the
density of biodiesel is higher than methanol as well as diesel.
The oxygen content of methanol is higher than those of bio-
diesel and diesel.
Table 2. Engine specifications.
Manufacture Kirloskar
Ignition type CI (4-stroke)
0.375 No of cylinder 1
0.126 Type TV1
0.499 Type of cooling Water cooled
19.9 RPM 1500
1110 BP 3.5 kW
5 Bore diameter 87.5 mm
764 Stroke length 110 mm
32 Connecting rod length 234 mm
3. Methodology and simulation model
In this work, simulation has been carried out using a com-
mercial software Diesel-RK. For the simulation, the engine
model has to be chosen and incorporated into the software. The
engine has been considered in the work is the Kirloskar made
TV1 engine. The details of the engine are given in Table 2.
The simulation has been performed at constant speed of
1500 rpm, at the compression ratio of 17.5:1 keeping the static
injection timing constant at 23bTDC. In order to predict the
different performance and emission parameters for the differ-
ent blended fuels, the fuel gallery needs to be developed by
embedding the different fuel properties.
The basic model used by this software is based on the solu-
tion of mass, momentum, energy and species conservation
equations. The details of the equation can be obtained from
the previous works of Fiveland and Assanis [9]. The combus-
tion model used for the calculation of heat release rate consists
of four stages, namely ignition delay period, premixed com-
bustion phase, diffusion combustion phase and late combus-
tion phase. Each phase has unique physical and chemical
characteristics which control the speed of the burning process.
The details of the equations describing the above-said four
stages can be obtained in the work of Kuleshov [10]. The
emission parameters that are evaluated by this software use
some basic equations derived by different researchers. NO
formation modeling was described by Kuleshov [11]. Usually,
nitric oxide (NO) and nitrogen dioxide (NO2) are grouped
together and known as NOx. Out of these oxides of nitrogen,
NO is predominant in diesel engine [12] and hence only NO
formation is considered in this simulation work. The model
used here for NO formation is based on thermal or Zeldovich
mechanism. The oxidation process of nitrogen follows the
chain reaction mechanism and the most important basic reac-
tion is,
N + O 2 NO + O . (1)
The reaction rate depends upon the concentration of the
atomic oxygen. Volume concentration of nitric oxide (NO)
during combustion is calculated using the following equation
 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929 1925

0.9

Brake specific fuel consumption (kg/kWh)

as there in the work of Kuleshov [11]:
Diesel
0.8 PSME
38020 DP 15
-
TZ 0.7 DPSM 15
d NO p.2.333 * 107 .e N 2 e .O e .A 1
= (2)
d 3365 0.6
T
2365 NO

R.TZ .1 + .e z . 0.5
T O 2 e
z
0.4

0.3
2

(
where A = 1 - NO NOe .

) 0.2
0 1 2 3 4
NO concentration in a cylinder is given by, rNO = rNO rbc , C
Brake power (kW)
rbc being the burnt gas fraction. NO concentration in dry
burnt gas within the cylinder is obtained as, Fig. 1. Variation of brake specific fuel consumption with brake power
for diesel and various fuel blends.
rNOdry = rNO /(1 - rH2O ) (3)
4. Results and discussions
where rH O is a volume fraction of water vapour in a combus-
2
Alternative and supplementary fuels are generally evaluated
tion chamber. on the basis of both engine performance and its environmental
Specific NO emission in g/kWh unit is defined as: impacts. The effects of methanol addition to the blended fuel
on different performance and emission parameters have been
30rNO M bg evaluated using the numerical results obtained from the simu-
e NO = (4) lation and are discussed in this section. The predicted results
L C M
from this software have been validated with experimental
observations for some of the important parameters and the
where M bg is the mass of burnt gas in a cylinder at the end of details can be obtained in the authors earlier work [14].
combustion in kmol, L C is the work (in a cycle) in kJ and M
is the mechanical efficiency of the engine.
4.1 Brake specific fuel consumption
In case of soot formation modeling, the burning of soot par-
ticles and reduction of their volumetric concentration owing to Brake specific fuel consumption (BSFC) is defined as the
the expansion in the burning zone is calculated by the follow- fuel consumed to produce unit power and its variations with
ing equation, brake power for four tested fuels have been shown in Fig. 1. It
can be seen that with the increase in brake power, brake spe-
d C cific fuel consumption decreases for all fuel blends. It is clear
q dx
= 0.004 c . (5) from the graph that BSFC for diesel is minimum, followed by
dt K V dt
DP 15 (blend of 85% diesel and 15% palm biodiesel), DPSM
15 (blend of 70% diesel, 15% palm biodiesel and 15% metha-
Hartridge smoke level is calculated by the equation given as nol) and lastly PSME (100% palm stearin biodiesel). The dif-
follows, ference of BSFC reflects the difference in fuel properties, such
as lower heating value and density of different blends. The
lower heating value is the predominant factor in influencing
(
Hartridge = 100 1 - 0.9545exp -2.4226 C . ) (6)
BSFC of the engine and it is reflected in the graphs. Conse-
quently, diesel having higher LHV has lower value of BSFC
For the calculation of Bosch smoke number and factor of and PSME having lower LHV has the higher BSFC. Kumar
Absolute light absorption (k) similar type of equations are and Kumar [15] also reported an increase of brake specific
used. The Diesel-RK software used in this work evaluates fuel consumption for the blends of methanol-karanja bio-
particulate matter using the following equation as described by diesel-diesel (M10B20) compared to neat diesel.
Alkidas [13].
4.2 Brake thermal efficiency
1.206
10 Fig. 2 shows the variation of Brake thermal efficiency
PM = 565 ln 10 - Bosch . (7) (BTE) for the four different tested fuels. The figure shows that

the blend of diesel-biodiesel-methanol has higher efficiency
1926 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929

35 Diesel 560 Diesel

PSME PSME

Exhaust gas temperature (K)

Brake thermal efficiency (%) DP 15
30 DP 15
DPSM 15 520 DPSM 15

25
480
20

440
15

10 400
0 1 2 3 4 0 1 2 3 4
Brake power (kW) Brake power (kW)

Fig. 2. Variation of brake thermal efficiency with brake power for Fig. 4. Variation of exhaust gas temperature with brake power for
diesel and various fuel blends. diesel and various fuel blends.

with BSFC curve, but the results are not similar to that one.
Brake specific energy consumption (MJ/kWh)

BSEC is less for diesel-biodiesel and methanol blended fuel

Diesel
28 and it is higher for neat biodiesel. The diesel and diesel-
PSME
DP 15 biodiesel graphs are more or less similar and the values are in
24 DPSM 15 between the lowest and highest values of BSEC.

20 4.4 Exhaust gas temperature

The variation of exhaust gas temperature is similar for all

16 fuel blends and it increases with load as seen in Fig. 4. A min-
ute deviation for methanol blended fuel is observed and it is
12
the highest recorded exhaust gas temperature among the four
tested fuel also. The reason may be the better combustion due
0 1 2 3 4 to the more oxygen content of methanol compared to other
fuels considered here. It was also reported by Yilmaz [17] that
Brake power (kW)
the shortened combustion duration of blended fuels of diesel,
Fig. 3. Variation of brake specific energy consumption with brake biodiesel and alcohol showed slightly higher exhaust gas tem-
power for diesel and various fuel blends. perature compared to diesel.

than those of baseline fuels, diesel and biodiesel. The effi-
ciency with diesel-biodiesel blend is marginally lower than
that with neat diesel. Wider flammability limit of methanol
results lean burn operation and thus contributes to an increase
in BTE. The combined effect of higher flame speed and high-
er oxygen content enhanced the spray characteristics, which
results in the higher burning rate of methanol blended fuel in
the diffusion combustion period and thus the thermal effi-
ciency is enhanced [16]. Kumar and Kumar [15] reported
even 15.7% increase in brake thermal efficiency with metha-
nol blended diesel-biodiesel blend compared to mineral diesel.
4.3 Brake specific energy consumption
Brake specific energy consumption (BSEC) is another pa-
rameter sometimes used instead of BTE and its variations for
the four different fuels are shown in Fig. 3. It can be observed
from the figure that the nature of the curve is similar to that
4.5 Specific CO2 emission
Fig. 5 shows the specific CO2 emissions with brake power
for four different fuels. It is clearly seen from the figure that
with the addition of methanol to diesel-biodiesel blended fuel,
CO2 emission decreases. It is mainly due to the low C/H ratio
of methanol. On the other hand, the CO2 emission with neat
biodiesel is higher among the four tested fuels. According to
Barabas et al. [6], the higher temperature encountered during
combustion of biodiesel enhances the oxidation process and as
biodiesel contains some oxygen in its molecular structure, the
CO2 emission is higher than that of mineral diesel. But, due to
the high latent heat of methanol, the temperature rise during
combustion with methanol blended fuel is much lower, which
cannot enhance the oxidation and results in less CO2 emission.
It was also observed from the experimental works of Kumar
and Kumar [15] that the CO2 emission for biodiesel-diesel-
methanol blended fuel (M10B20) was at par with diesel.
 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929 1927

3.0
2250 Diesel Diesel
PSME 2.5 PSME
2000 DP 15 DP 15
Specific CO2 (gm/kWh)

Specific PM (gm/kWh)
DPSM 15 DPSM 15
2.0
1750
1.5
1500

1.0
1250

1000 0.5

750 0.0
0 1 2 3 4 0 1 2 3 4
Brake power (kW) Brake power (kW)

Fig. 5. Variation of specific CO2 emission with brake power for diesel Fig. 7. Variation of specific PM emission with brake power for diesel
and various fuel blends. and various fuel blends.

1200
Diesel 12 Diesel
PSME PSME
1000
DP 15 DP 15
DPSM 15 10 DPSM 15
800
NOx (ppm)

8
HSU
600

6
400

4
200

2
0 1 2 3 4 0 1 2 3 4
Brake power (kW) Brake power (kW)

Fig. 6. Variation of NOx emission with brake power for diesel and Fig. 8. Variation of smoke emission with brake power for diesel and
various fuel blends. various fuel blends.

4.6 NOx emission

The variations of NOx with brake power for different fuels
have been presented in Fig. 6. It can easily be observed that
the NOx emission is lower for methanol blended fuel among
all the tested fuels. NOx emission is highest for pure biodiesel
and its blends with diesel. For biodiesel blended fuels the
higher oxygen content is responsible for higher NOx emission.
The temperature rise during combustion is maximum with
biodiesel which enhances the NOx formation. However the
addition of methanol to diesel-biodiesel blend reduces the
emission of NOx and the formation of NOx is even below
compared to diesel only operation. The lower NOx emission is
mainly due to the cooling effect of methanol which eventually
lowers the combustion temperature which suppressed the for-
mation of NOx as explained by Qi et al. [5]. It was reported
that the addition of alcohols to diesel proved to be beneficial
in terms of NOx emission [18, 19]. However, in some reports,
it was found that the low cetane number of the methanol re-
sulted to a higher ignition delay period. The burning of the
accumulated fuel in premixed mode gave rise to higher cylin-
der temperature and this set favorable condition for NOx for-
mation.
4.7 Specific PM and smoke emission
Figs. 7 and 8 represent the variations of specific PM and
smoke emission respectively. For both the cases, highest
emission is observed for diesel, followed by diesel-biodiesel
blend, diesel-biodiesel-methanol blend and lastly by pure bio-
diesel. Generally, smoke and Particulate matter (PM) forma-
tions are interrelated. Particulate matters (PM) are formed due
to improper combustion and burning of lubricating oil. Smoke
is formed at the fuel rich zone at high temperature and high
pressure due to incomplete combustion. With the use of bio-
diesel and methanol combustion process is enhanced utilizing
the extra oxygen available in the fuel. This, in turn, makes the
combustion process nearly a complete one and thus PM emis-
sion is reduced. Enhanced combustion also reduces the forma-
1928 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929
tion of fuel rich zone and formation of soot nuclei during
combustion period. Thus, the emission of smoke is also re-
duced with the use of biodiesel and methanol. Moreover, it
can be noted that a significant reduction of PM emission was
also observed by Shi et al. [8, 20] while using ethanol blended
diesel-biodiesel as fuels.
5. Conclusions
From the present numerical investigation, it can be con-
cluded that the addition of methanol as a supplementary fuel
to diesel-biodiesel blends has a significant effect on the engine
performance and emission characteristics. Only the brake
specific fuel consumption shows some negative impact. It
increases by 9.14% compared to that of diesel. On the other
hand, an increase in brake thermal efficiency by 2.47% with
methanol blended diesel-biodiesel blend has been observed.
From the environmental point of view, emissions are greatly
reduced with DPSM blend. It is observed that blended fuels
give significant reductions in the harmful emissions of CO2,
NOx, specific PM and smoke by an amount of 2.12%, 16.92%,
56.49% and 48.98%, respectively. Moreover, the major prob-
lem of NOx emission with the biodiesel-diesel blend is also
resolved with the addition of methanol to it.
Nomenclature------------------------------------------------------------------------
P : Cylinder pressure (bar)
Tz : Temperature in a burnt gas zone (K)
R : Gas constant
: Angular crank velocity (RPM)
NO e : Equilibrium concentrations of oxide of nitrogen
N 2 e : Equilibrium concentrations of molecular nitrogen
O e : Equilibrium concentrations of atomic oxygen
O 2 e : Equilibrium concentrations of molecular oxygen
V : Current volume of cylinder (cc)
qc : Cycle fuel mass (gm)
dx/dt : Heat release rate (J/CA)
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 A. Datta and B. K. Mandal / Journal of Mechanical Science and Technology 30 (4) (2016) 1923~1929 1929

for use in diesel engine, Fuel, 80 (2001) 565-574. Bijan Kumar Mandal got his B.Tech
[20] X. Shi, X. Pang, Y. Mu, H. He, S. Shuai, J. Wang, H. Chen (Hons.) and M. Tech. degrees in Mecha-
and R. Li, Emission reduction potential of using ethanol- nical Engineering from the IIT, Kharag-
biodiesel-diesel fuel blend on a heavy-duty diesel engine, pur and Ph.D. from Jadavpur University.
Atmos. Environ., 40 (2006) 2567-2574. Currently, he is a Professor in the
Department of Mechanical Engineering
at IIEST, Shibpur. His areas of interest
Ambarish Datta obtained his bachelor includes alternative fuels and combustion.
degree in Automobile Engineering in
2008 and Master of Automobile Engi-
neering from Jadavpur University in
2010. Presently he is a Ph.D scholar in
the Department of Mechanical Engi-
neering, IIEST, Shibpur, India.