Research Paper - ijerst is preferred locomotive prime mover due to its smooth operation and low maintains. The gasoline is fossil fuel which is limited in reservoirs causes varieties

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Int. J. Engg. Res. & Sci. & Tech. 2016 R Ramachandra et al., 2016

PERFORMANCE AND EMISSION OF METHANOL,ETHANOL AND BUTANOL BLENDS WITH

GASOLINE ON SI ENGINE

Internal combustion engine are the most preferred prime mover across the world. Spark ignitionengine is preferred locomotive prime mover due to its smooth operation and low maintains. Thegasoline is fossil fuel which is limited in reservoirs causes varieties of study in search of alternativefuel for SI engine, where alcohol promises best alternative fuel. In this paper study of threealcohols are tried to investigate in two parts. Comparative study of methanol, ethanol and butanolon the basis of blending percentage is first part, followed by investigation of oxygen role on thebasis of oxygen percentage in the blend. The result shows highest replacement of gasoline bybutanol at 5% of oxygen content, the performance of same oxygen percentage for other twoalcohols are also better. Presence of oxygen gives you more desirable combustion resultinginto low emission of CO, HC and higher emission of CO2 as a result of complete combustion,higher temperature is also favorable for NO emission resulting higher emissions for it.

Keywords: IC engine, Alcohols, Oxygen basis, Performance of SI engine, Methanol, Ethanol,butanol, Emissions

INRODUCTIONIncreased consumption and unstable rates of endprices of fuel made us in various troubles resultingin more attraction of alternative and low costbiofule. Also lavish consumption of fossil fuels hasled us to reduction in underground-based carbonresources. The search for alternative fuels, whichpromise a harmonious correlation withsustainable development, energy conservation,1 Principal, S. K. D. Engineering College, Gooty, Ananthapuramu (D.T), A.P, India.2 Rector & Professor of JNTUA, Ananthapuramu (D.T), A.P, India.3 Professor and HOD of Department of Mechanical Engineering, SRIT, Anantapur (D.T), A.P, India.

Int. J. Engg. Res. & Sci. & Tech. 2016

ISSN 2319-5991 www.ijerst.comVol. 5, No. 3, August 2016

© 2016 IJERST. All Rights Reserved

Research Paper

efficiency and environmental preservation, hasbecome highly pronounced in the present days.The fuels of bio-origin can provide a feasiblesolution to this worldwide petroleum crisis. Also,gasoline and diesel-driven automobiles are themajor sources of greenhouse gases emission.Scientists around the world have explored severalalternative energy resources, which have thepotential to quench the ever-increasing energy

R Ramachandra1*, V Pandurangadu2 and S M Jameel Basha3

*Corresponding Author: R Ramachandra [email protected]

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thirst of todays population and to minimize theemission with higher consumption.

Christoph Baur et al. (1990) analyzed theperformance of SI engine with Ethyl Tertiary ButylEther (ETBE) as a blending component in motorgasoline and compared with ethanol blend.

Presence of oxygen within fuel make fuel toburn clearly with better performance and loweremission and also provide higher octane ratingof fuel which allows us to use higher compressionratio, CO and UHC emission levels with ETBEwas much lower compared to those with the basegasoline and the NOx emission levels wereincreased slightly with the oxygenated fuels andwas increasing with the increase of the oxygencontent in the blended fuels which is related tothe greater availability of oxygen and the leaningeffect of those oxygenated fuels providescomplete combustion of fuel.

Carbon content of any substance directly dealwith its heating value, higher the number of carbonhigher the calorific value of substance with thisas we go with higher alcohol having greater energyper unit which lead to better economy thusAlasfour (1997) (1998a) and (1998b) used butanolas alternative to fuel and additives, the availabilityanalysis of a spark-ignition engine using a butanol-gasoline blend had been experimentallyinvestigated with Hydra single-cylinder, spark-ignition, fuel-injection engine was used over awide range of fuel/air equivalence ratios ( = 0.8-1.2) at a 30% volume butanol-gasoline blend andstudied the effect of using a butanol-gasolineblend in a spark-ignition engine in terms of first-and second-law efficiency. In addition, the optimalengine conditions of energy utilization wereinvestigated. Results show that, at = 0.9, whena butanol-gasoline blend is used, the energy

analysis indicates that only 35.4% of the fuelenergy can be utilized as an indicated power,where 64.6% of fuel energy is not available forconversion to useful work. The availability analysisshows that 50.6% of fuel energy can be utilizedas useful work (34.28% as an indicated power,12.48% from the exhaust and only 3.84% fromthe cooling water) and the available energyunaccounted for represents 49.4% of the totalavailable energy.

Further, 30% blend of butanol wereinvestigated for NOx emission by two way dividingtwo part by preheating the air and by varying theignition timing, under different values of inlet airtemperatures,10% increase in NOx was observedwhen the inlet air temperature increased from 400to 608 °C. For 30% iso-butanol-gasoline blendexperimental results show that preheating inletair causes knock and misfire to occur at lessadvanced ignition timing. Retarding ignition timingcauses the engine thermal efficiency to decrease.

Alvydas Pikuna et al. (2003) presented theinfluence of composition of gasoline-ethanolblends on parameters of internal combustionengines. The study showed that when ethanol isadded, the heating value of the blended fueldecreases, while the octane number of theblended fuel increases. Also the results of theengine test indicated that when ethanol-gasolineblended fuel is used, the engine power and

S. No.Measured

ValuesMeasurement

RangeResolution

1 CO 0…10% Vol 0.01% Vol

2 HC 0…200000 ppm 10 ppp (0-2000); 100ppm (>2000 ppm)

3 CO2 0…20% Vol 0.1% Vol

4 NO 0…5000 ppm 1 ppm

Table 1: Specification of Avl Digas 444 TypeEmission Analyzer

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specific fuel consumption of the engine slightlyincrease.

Effect of ethanol–unleaded gasoline blends onengine performance and exhaust emission wasstudied by Al-Hasan (2003). A four stroke, fourcylinder SI engine Experimental Study of Gasoline-Alcohol Blends on Performance of InternalCombustion Engine was used for conducting thestudy. The study showed that blending unleadedgasoline with ethanol increases the brake power,torque, volumetric and brake thermal efficienciesand fuel consumption, while it decreases thebrake specific fuel consumption and equivalenceair-fuel ratio. The 20% volume ethanol in fuel blendgave the best results for all measured parametersat all engine speeds.

Abu-Zaid et al. (2004) introduced anexperimental study to investigate into the effectof methanol addition to gasoline on theperformance of spark ignition engines. Theperformance tests were carried out, at variablespeed conditions, over the range of 1000 to 2500rpm, using various blends of methanol-gasolinefuel.

It was found that methanol has a significanteffect on the increase the performance of thegasoline engine. The addition of methanol togasoline increases the octane number, thusengines performance increase with methanol-gasoline blend can operate at higher compressionratios.

C e n k S a y i n et al. (2005) investigated the effectof octane number higher than engine requirementon the engine performance and emissions thetrends to use higher-octane rating gasoline thanengine requirement of vehicles with carburetor inTurkey have increased the maintenanceexpenses. Higher octane causes higher ignitiontemperature at high load and causes sudden andmore strong explosion than designed value whichcause more wear and tear of engine leading toreduced life of engine

Hakan Bayraktar (2005) developed theoreticalmodel, validating by its experimental results andmentioned the blends including ethanol up to16.5% by volume can be used in SI engineswithout any modification to the engine design andfuel system theoretically.

Higher octane rating of alcohol and its blendingprovides us to work with higher compression ratio;the effect of varying the compression ration withethanol gasoline blend introduced by HuseyinSerdar Yucesu et al. (2006) used threecompression ratios, with increasing compressionratio engine torque increased about 8%. At thehigher compression ratios the torque output didnot change noticeable, highest increment wasobtained for fuels E40 and E60 as nearly 14%,considerable decrease of BSFC was about 15%with E40 fuel at 2000 rpm engine speed. TolgaTopgul et al. (2006) also investigated the effect ofvarying compression ratio with hydra engine byvarying the ignition timing, blending unleaded

Table 2: General Specification of Engine

S. No. Specification Value

1 BHP (Greaves) 3

2 Rated speed 3000 RPM

3 Number ofcylinders

1

4 Compression Ratio 2.5:1 TO 8:1

5 Bore 70 mm

6 Stroke length 66.7 mm

7 Type of ignition Spark ignition

8 Method of loading DC Generator with Load Bank

9 Method of starting Crank start-Rope and Motor Start

10 Method of cooling Forced Air cooled

11 VCR Head Cooling Water Cooled

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gasoline with ethanol increased the brake torquewhen the ignition timing was retarded.

A 3-cylinder port fuel injection engine wasadopted to study engine power, torque, fueleconomy, emissions including regulated and non-regulated pollutants and cold start performancewith the fuel of low fraction methanol in gasolineby Liu Shenghua et al. (2007). Without any retrofitof the engine, the engine power and torque willdecrease with the increase fraction of methanolin the fuel blends under Wide Open Throttle(WOT) conditions. However, if spark ignitiontiming is advanced, the engine power and torquecan be improved under WOT operatingconditions. Engine thermal efficiency is thusimproved in almost all operating conditions.Engine combustion analysis shows that the fastburning phase becomes shorter; however, theflame development phase is a little delay.

Effect of the mixture fuel of ethanol andgasoline on two stroke engine were studied byYa O li-hang et al. (2010) the effect of differentratio of mixed fuel on the characteristics of theengine was tested, when the ethanol content thegasoline was 10% maximum torque and powerwas obtained and with 20% gasoline minimumfuel consumption rate was obtained with reducedexhaust emission from the engine with alcoholblending.

Experimental Study of Exhaust Emissions andPerformance Analysis of Multi Cylinder SI EngineWhen Methanol Used as an Additive studied byMallikarjun and Venkata Ramesh Mamilla (2009).Experimental study in four cylinders, SI engineby adding methanol in various percentages ingasoline and also by doing slight modificationswith the various subsystems of the engine underdifferent load conditions. For various percentages

Figure 1: Test Rig Setup

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gasoline gave the best results for all measuredparameters at all engine torque values.

Sehaish (2010) compared various blend ofgasoline with ethanol and kerosene on differentcompression ratio and performance of LPG withspecial arrangement for gas feeding and foundthe performance of the LPG promising fuel for SIengine, 10% of ethanol is better at all loadcondition and blend of kerosene should not beused with gasoline looking at highest emissionfrom it.

The comparison among ethanol and butanolwas done by Kennneth Szukzyk (2010) on thebasis of properties of ethanol and butanol on thebasis of their behavior with material and calorificvalue, which shows butanol as dominant andstrong competitor in additives and alternate fuelmarket.

Huseyin Serdar Yucesu et al. (2006) studiedEffect of ethanol-gasoline blends on engine

of methanol blends (0-15) pertaining toperformance of engine it is observed that there isan increase of octane rating of gasoline along withincrease in brake thermal efficiency, indicatedthermal efficiency and reduction in knocking.

Balaji (2010) mentioned inf luence ofisobutanol blend in spark ignition engineperformance operated with gasoline and ethanol.A four stroke, single cylinder SI engine was usedfor conducting this study. Performance testswere conducted for fuel consumption, volumetricefficiency, brake thermal efficiency, brake power,engine torque and brake specif ic fuelconsumption, using unleaded gasoline andadditives blends with different percentages offuel at varying engine torque condition andconstant engine speed. The result showed thatblending unleaded gasoline with additivesincreases the brake power, volumetric and brakethermal efficiencies and fuel consumptionaddition of 5% isobutanol and 10% ethanol to

S. No.% of GasolineC.V. = 44.42

KJ/kg

% of MethanolC.V. = 22.70

KJ/kg

% of EthanolC.V. = 29.70

KJ/kg

% of ButanolC.V. = 33.07

KJ/kg

Calorific Value ofBlending (KJ/Kg)

Oxygen % inBlending

Fraction a b c d a*G+b*M+c*E+d*B -

Oxygen % onmass basis

0 0.5 0.3478 0.2667 - b*M+c*E+d*B

M10 0.9 0.1 0 0 42.248 0.05

M20 0.8 0.2 0 0 40.076 0.1

M30 0.7 0.3 0 0 37.904 0.15

E10 0.9 0 0.1 0 42.948 0.0348

E20 0.8 0 0.2 0 41.476 0.0696

E30 0.7 0 0.3 0 40.004 0.1043

B10 0.9 0 0 0.1 43.285 0.0267

B20 0.8 0 0 0.2 42.15 0.0533

B30 0.7 0 0 0.3 41.015 0.08

Table 3: Calculations of Properties of Alcohols and Their Blends on the Basis of ReplacmentPerentage

Note: * - Data collected from literature.

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performance and exhaust emissions in differentcompression ratios, with increasing compressionratio up to 11:1, engine torque increased with E0fuel, at 2000 rpm engine speed. Compared withthe 8:1 compression ratio, the increment ratio wasabout 8%. At the higher compression ratios thetorque output did not change noticeably. At 13:1compression ratio compared with 8:1compression ratio, the highest increment wasobtained for both fuels E40 and E60 as nearly14%.

Ibrahim Thamer Nazzal (2011) investigated theeffects of alcohol blends on the performance of atypical spark ignition engine and compared theengine performance with using 12% ethanol-88%gasoline blended fuel and 12% methanol-88%gasoline blended fuel and 6% ethanol-6%methanol – 88% gasoline with gasoline fuel .Theengine performance was measured at a varietyof engine operating conditions.

The results are presented in terms of speedand their effects are indicated that when ethanol–gasoline and methanol–gasoline blended fuel isused, the brake power of the engine slightlyincrease. While the brake thermal efficiencyshowed increase compared with gasoline fuel.At the same time, it is found that B.S.f.c alsoenhance compared with gasoline fuel. Theexhaust gas temperature decreased ascompared with gasoline fuel.

Objective of this is mainly based on the studyof Balaji (2011) and Ibrahim Tharal (2011), theyused blends of (isobutanol and ethanol) and(ethanol and methanol) together as a duelblending of alcohol respectively, the closeobservation of but the study point out the fact ofrelation between oxygen content and performanceof engine with lowered engine emission.

EXPERIMENTALEQUIPMENTS ANDPROCEDUREExperimentation is carried out on Greaves MK-25 engine which is modifies by Tech-edequipments limited, Bangalore. Basically MK-25was designed with f-shape combustion chamberwhich was then replaced by over head piston,the up and down movement of piston causeschange in clearance volume of engine resultinginto change in compression ratio. Over headpiston displacement allows changingcompression ratio of engine from 2.5 to 8, furtherdetail of engine and setup is described below.Primary goal of study is to find out the effect ofoxygen percentage of alcohol on performance ofIC engine. The engine is governed by mechanicalgovernor which allow us to run engine at constantspeed. Engine is coupled with DC dynamometerthrough constant load bank then load is varied byvarying field voltage, generation efficiency for givenloading which less than half is taken as 70%.Various parts of engine are shown in Figure 1and specification in Table 2, none contact typetachometer (Range 0-50000 rpm, 0.05%±1) isused to measure the speed of engine mountedbelow flywheel, engine is force air cooled but theVCR head is provided with water cooling. Loadcell is to measure the fuel consumption rate, forverification manual burette measurement is alsoprovided. Likewise, with digital meter and manualu tube manometer mounted for volumetricmeasurement of air in through air box with orificeof 20 mm. K-type thermocouples (0-600 °C) areused for measurement of various temperatures.For measurement of exhaust gas emission AVLDigas 444 type emission analyzer is used. Detailof emission gas analyzer is shown is in Table 1.Blends of methanol, ethanol and butanol isprepared on the basis of replacement percentage

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followed by matching oxygen percentage asshown in Tables 3 and 4 respectively, theproperties of fuels are calculated on the basisvalues available and validated with literatureavailable. The blending of methanol ethanol andbutanol is referred with M, E and B followed withpercentage of blending.

The engine is started and allowed to warm upfor 10-15 min, the engine is allowed to maintainspeed of 3000 rpm and load is varied from zeroto full load with variac mounted on panel, eachreading was allowed to stable for 10min and thenrespective reading of various parameters weretaken. The tests were carried out by adjustingthe fuel valve for leaner condition.

RESULTS AND DISCUSSIONPart1- Comparative Study of TreeAlcohols

Brake Thermal EfficiencyBrake thermal efficiency is the function of actual

power gain from total supplied energy input. Moreheat input gives you better results thus higher thecalorific value of fuel and better the performance,table shows highest calorific value for the gasolineclearly pointing for better thermal efficiency ofgasoline than any other blending. But, graph formethanol blending shows higher thermalefficiency for M10 blend.

Even with lower calorific value, result formethanol blend is higher the reason behind theperformance is the presence of oxygen in blend,5% oxygen contain give more desirablecombustion than that of plain gasoline resultinginto increase brake mean effective pressure whichgives higher thermal efficiency.

Graph (Figure 2) shows comparison of threeblends of methanol, the thermal efficiency of M10blend is highest but then after the thermalefficiency for further blends of methanol showslower performance even with higher oxygencontain. The Higher oxygen give use more desired

S. No.% of GasolineC.V. = 44.42

KJ/kg

% of MethanolC.V. = 22.70

KJ/kg

% of EthanolC.V. = 29.70

KJ/kg

% of ButanolC.V. = 33.07

KJ/kg

Calorific Value ofBlending (KJ/Kg)

Oxygen % inBlending

Fraction a b c d a*G+b*M+c*E+d*B -----

Oxygen % onmass basis

0 0.5 0.3478 0.2667 ------- b*M+c*E+d*B

M5 0.95 0.05 0 0 43.33 0.025

M10 0.9 0.1 0 0 42.25 0.05

M15 0.85 0.15 0 0 41.16 0.075

E7 0.928 0 0.072 0 43.36 0.025

E14 0.8561 0 0.1439 0 42.3 0.05

E21 0.7845 0 0.2155 0 41.25 0.075

B12 0.8845 0 0 0.1155 43.11 0.025

B23 0.7687 0 0 0.2313 41.79 0.05

B35 0.653 0 0 0.347 40.48 0.075

Table 4: Calculations of Properties of Alcohols and Their Blends on the Basis of OxygenPercentage

Note: * - Data collected from literature.

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combustion but it is not satisfactory to overcomethe effect of the lower calorific value thus onlyparticular amount of alcohol is allowed to blendwith gasoline without any modification.M30 blendshows you lowest thermal efficiency havinglowest calorific value. Behavior of graphs plotted(Figure 3) for various blend of ethanol follows thesimilar pattern, blend E10 shows betterperformance than other two blending, but theperformance of E10 is somewhat better than M10as result suggest, it may be result of oxygencompensation for ethanol blend is better thanmethanol blend resulting into better performanceof E10blends.Also calorific value for ethanol ishigher than that of methanol that is another reasonfor higher thermal efficiency of ethanol blend.

Likewise the performance of E20, E30 is lowerthan E10, but is parallel comparison withmethanol; ethanol shows better performance asdiscussed. M30 shows lowest brake thermalefficiency at full load condition.

The tests were further carried out with theblending of butanol in proportion 10, 20, 30. Thecalorific value for butanol is higher than that ofother two alcohols, which allows greaterreplacement of fossil gasoline. The calorificvalue amongst blending is highest for B10 astable indicates with lowest oxygen percentage.Graph plotted (Figure 4) for comparison ofperformance of thermal efficiency for differentbutanol blends shows better performance forB20 blend, when we observe closely the calorificvalue and presence of oxygen play important rolein alcohol blending l ikewise in E10 thepercentage of oxygen is nearer to the five percentand thus in comparison butanol shows betterresult. Further increase in butanol in blendshows similar results as seen in case ofmethanol and ethanol.

Overall, it is observed that the performance ofbutanol with twenty percent blending gives higherreplacement of fuel with better thermal efficiencywithout any modification.

Figure 2: Brake Thermal Efficiencyof Methanol Blends

Figure 3: Brake Thermal Efficiency of EthanolBlends

Figure 4: Brake Thermal Efficiency of ButanolBlends

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Brake Specific Fuel ConsumptionFuel consumed for one kilowatt power generationin one hour is defined as brake specific fuelconsumption. The brake specif ic fuelconsumption decreases when heading towardsloading condition, brake specific fuel consumptionfor full load condition is least. Comparison withfuel consumption shows you opposite trend ofgraph, fuel consumption increases with increasein load but brake specific fuel consumptiondecreases with increase in load as it is functionof fuel consumption and brake power

Graph plotted (Figure 5) for methanol blendshowing brakes specific fuel consumption atvarious loading condition. Graph shows least fuelconsumption of fuel for initial loading of gasolineblend, but at full loading condition the brakespecific fuel consumption for M10 is least. Thebrake specific fuel consumption for M30 showshighest value on graph.

Better thermal efficiency of M10 as discussedbefore is resulting of complete combustion andthus M10 shows least brake specific fuelconsumption. Result of other two blends is asexpected from brake thermal efficiency graph; thebrake specific consumption is higher for it. Lowercalorific value of methanol blends need higher fuel

supply for producing same power at given rpm.Likewise the brake specific fuel consumption forbutanol at twenty percent and for ethanol at tenpercent show least brake specif ic fuelconsumption (Figures 6 and 7). The lowercalorific values of blending resulting into higherfuel consumption thus considering brake specificfuel consumption rather than fuel consumptiongives you better analytical results.

EmissionsCO

Carbon monoxide is product of incompletecombustion of fuel. Formation of carbonmonoxide indicates loss of power, result of oxygendeficiency in combustion chamber.

Figure 5: Brake Specific Fuel Consumptionfor Methanol Blends

Figure 6: Brake Specific Fuel Consumptionfor Ethanol Blends

Figure 7: Brake Specific Fuel Consumptionfor Butanol Blends

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Emission of CO is unavoidable with availabletechnology, since it is not possible to achievesupply of required air with proper mixing incombustion chamber which can sufficiently burnall fuel or even with higher air, the emission ofcarbon monoxide increase result of higher oxygenmolecule.

In particular case the carbon mono oxideshows increasing trend for higher loading theresult may be due to less reaction time for morefuel supplied.

The blends of methanol in graph shows lowercarbon monoxide emission compared to gasoline,primarily presence of oxygen can be consideredas reason for reduction in CO emission further itis validated by higher blending of methanol.Methanol with thirty percent has highest oxygenshowing lowered emission of CO. The graphs(Figure 8) for ethanol and butanol also showssimilar trend of CO emission. Butanol with 30%blending percentage shows least emission of CO.

HC

Hydrocarbon is also product of incompletecombustion of fuel. The formation of hydrocarbonis due to lack of complete air supply. The results

obtained for alcohols blending are plotted againstdifferent loading condition. HC emission indicatepower loss, higher the hydrocarbon emissionhigher the power loss resulting into less brakethermal efficiency. Complete combustion for HCthen can be achieved by after treatmentprocesses. Addition of alcohol gives you lesserhydrocarbon emission eliminating need of afterburner and other devices. When gasoline testedof engine the HC emission was significantly high.But with addition of methanol, hydrocarbonemission lowered down significantly. Theemission for hydrocarbon shows declined trendfor higher loading. Higher loading resulting intohigher brake mean effective pressure resultinginto higher temperature which facilitates morerapid and complete burning of fuel which is furtherimproved with addition of oxygenated alcohols.

The graph plotted show least hydrocarbonemission for M30blend result of more oxygen andcomplete combustion. HC emission is alsofunction of lean mixture and the setting was madeto attain leaner mixture for better emission.

CO2

Unlike CO and HC, Carbon dioxide is product of

Figure 8: CO Emission with Varying Loadon Replacement Basis

Figure 9: HC Emission with Varying Loadon Replacement Basis

225



shows increasing trend of NO for increaseloading.

Part 2: Performance of Alcohol GasolineBlend on the Basis of Oxygen Percentagein the BlendBrake Thermal EfficiencyThermal efficiency if function of calorific value andbrake power, we discussed effect of calorificvalue and presence of oxygen with in blend inPart 1. The presence of oxygen to particular levelgives you complete combustion whichcompensate the effect of calorific value based

complete combustion of fuel and higher emissionof CO2 is desirable. When hydrocarbon burns inpresence of sufficient air then it generates heatproducing carbon dioxide and water as finalproduct of reaction. Normally, CO2 emissionincreases with increase in load as seen fromgraph (Figure 10) further presence of alcoholprovides more oxygen for combustion of fuel thusthe emission of CO2 increases with increaseoxygen percentage of alcohol blends. The onlyway to control carbon dioxide emission is to burnless fuel efficiently by using more efficient engine.Emission for ethanol is better than then thatmethanol and butanol.

Figure 10: CO2 Emission with Varying Loadon Replacement Basis

NO

Formation of nitrogen oxide is an endothermicprocess which absorbs heat from surroundinglowering down the temperature of surrounding.NO formation occurs at low equivalence rationand high adiabatic flame temperature. NO canbe controlled by lowering down the flamtemperature. As the oxygen percentage increaseprovides complete combustion with highertemperature resulting in higher NO formation asobserved in graph (Figure 11), also the graph

Figure 11: NO Emission with Varying Loadon Replacement Basis

Figure 12: Brake Thermal Efficiencyfor Methanol Blends of Oxygen Basis

226



same phenomenon, blending of alcohols aremade on the basis of matching oxygenpercentage.

The same oxygen percentage for differentalcohols represents same calorific value thusexpecting similar performance. Table 5.1 showsproperties of different blend of alcohols used forcurrent experimentation.

Results obtained are plotted against varyingloading condition, the results obtained are betterfor M5 and indicates better performance formethanol (Figure 12). Likewise the test of ethanol

and butanol show similar behavior for the graphof matching oxygen (Figures 13 and 14) overallpresence of 5% oxygen in all the blends ofmethanol, ethanol and butanol shows betterresults of brake thermal efficiency. Thedifferences in values may be result ofexperimental error. The combustion chemistry forall alcohol play important role and thus the rate ofheat release can make difference in performanceof engine.

But, the results indicated on the graphrepresent almost matching performance ofalcohol blend for matching oxygen percentage.

Figure 13: Brake Thermal Efficiencyfor Ethanol Blends of Oxygen Basis

Figure 14: Brake Thermal Efficiencyfor Butanol Blends of Oxygen Basis

Figure 15: Brake Specific Fuel Consumptionfor Methanol Blends of Oxygen Basis

Figure 16: Brake Specific Fuel Consumptionfor Ethanol Blends of Oxygen Basis

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Brake Specific Fuel Consumption2.5% oxygen in blend gives complete combustionand thus calorific value compensated by completecombustion of fuel. Compensation of fuel heatingvalue by oxygen presence is observed up toblending of 5% oxygen contain within blend. Thusreplacement of highest 23% of gasoline can bepossible with the help of butanol as the trend linesof graph drawn for brake specific fuel consumptionindicates.

EmissionCO

CO is result of incomplete combustion of fuel orresult of excess of air. In this section the graph(Figures 18, 19 and 20) for carbon monoxide onthe basis of matching oxygen percentage areplotted.

Particular engine for compression ratio of 6shows increasing trend of emission of CO withincrease loading. The oxygen percentage of 7.5%in blend shows lowest emission of carbonmonoxide which is result of complete combustionof fuel due higher oxygen percentage.

HC

Hydrocarbon carbon emission decreases with

Figure 17: Brake Specific Fuel Consumptionfor Butanol Blends of Oxygen Basis

Figure 18: CO Emission for Blendsof Methanol Blends of Oxygen Basis

Figure 19: CO Emission for Blendsof Ethanol Blends of Oxygen Basis

Figure 20: CO Emission for Blends of ButanolBlends of Oxygen Basis

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increasing loading on engine unlike carbonmonoxide. Unburned hydrocarbons are alwaysresult of improper burning of fuel. Also the rate ofcombustion or reaction increases with increasein temperature which results into lowerhydrocarbon emission.

Carbon monoxide emissions for alcohol arelower than that of gasoline which is result ofcomplete combustion. Similarly the hydrocarbonemission decreases with presence of alcohol. Thetrend observed from the graph (Figures 21, 22and 23) plotted shows the same trend ofhydrocarbon emission for methanol, ethanol andbutanol. The value for the graph and blends aredifferent but the emission following a sequence.

CO2

Emission of CO2 increases with increase in loadand is highest for M15, 7.5% of oxygen give youmore oxygen resulting into more completecombustion of fuel and thus carbon dioxideemission increases.

The emission for M5, E7 and B12 is leastamong blending, and trend observed for thecomparison of matching oxygen percentageshows expected result of matching trend of

Figure 21: HC Emission for Blendsof Methanol of Oxygen Basis

Figure 22: HC Emission for Blends of Ethanolof Oxygen Basis

Figure 23: HC Emission for Blends of Butanolof Oxygen Basis

Figure 24: CO2 Emission for Blendsof Methanol of Oxygen Basis

229



Figure 25: CO2 Emission for Blends of Ethanolof Oxygen Basis

Figure 26: CO2 Emission for Blends of Butanolof Oxygen Basis

carbon dioxide emission for methanol, ethanoland butanol blending.

NO

Trend of oxide emission of nitrogen is again samein comparison with three alcohols.

Brake Thermal Efficiency for VariousBlends of ButanolBrake thermal efficiency of butanol blends areplotted for various blends of butanol with differentoxygen percentage, it is seen that the value ofbrake thermal efficiency increases with increasein blending percentage and oxygen content.

Figure 27: NO Emission for Blendsof Methanol of Oxygen Basis

Figure 28: NO Emission for Blends of Butanolof Oxygen Basis

Figure 29: Brake Thermal Efficiency forVarious Blends of Butanol at Different Load

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Blends of butanol at oxygen content around 5%give higher thermal efficiency then shows loweredefficiency for higher blends. Complete combustionresulting into higher thermal efficiency at particularblend.

CONCLUSIONBrake thermal efficiency increases for particularalcohol blending percentage and the percentageof blending for different alcohols are different. Afterparticular fix percentage, the performance ofalcohol blending decreases, the alcohol ingasoline provide oxygen which result into moredesirable combustion of fuel.

These combustion of fuel gives higher brakemean effective pressure which compensate theeffect of low heating value or even rise of pressurecause higher thermal efficiency. After particularblending percentage, the effect of completecombustion is incapable of minimizing the effectof lower calorific value thus break thermalefficiency decreases. Performance of M10, E10and B20 among tested fuel shows better resultwithin group of same alcohol blends. Closeobservation of three blends for differentpercentage blend shows better engine

performance around blend of 4 to 6 oxygenpercentage as part 1 of experimentation indicates.Fuel prepared on the basis of oxygen percentageis tested in 2nd part of experimentation; resultshows parallel performance of engine. As oxygenpercentage matches the resulting heating valuehas same number as seen in table IV and thuspresence of oxygen has significance on calorificvalue, the performance of alcohol gasoline blendcontaining oxygen equal to 5% shows betterperformance for all three alcohols followed lowerthermal efficiency at higher oxygen content.

Addition of oxygenates in gasoline providesbetter combustion resulting into significantreduction in CO and HC emission. Theseprovides heat addition to actual performancetheir by increase break thermal efficiency ofengine. It is observed that the CO and HCemission reduces with increase in oxygencontain when we consider blends of methanol,the emission for CO and HC is least for M30almost at all operating conditions.CO and HCafter complete combustion produces CO2 andwater for HC, thus result of which showincreased percentage of carbon dioxide. Also thecarbon dioxide emission increases with increasein load as inverse to HC emission. Nitrogen inair reacts with available oxygen at highertemperature; the condition of better combustionproduces higher temperature resulting intoincreased combustion for oxides of nitrogen.Further increase in load causes even highertemperature resulting into higher NO emissionas observed. As the oxygen contain increases,normally more desirable combustion observedin most of the cases and thus the emission forCO2 increases for 7.5% oxygen containing blendthan 5% and 2.5% of oxygen contain. And CO,HC emission decreases.

Figure 30: NO Emission for Blendsof Ethanol of Oxygen Basis

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REFERENCES1. Abu-Zaid M, Badran O and Yamin J (2004),

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