VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI, KARNATAKA- 590018

Project Report on

“AERO-BLENDED ETHANOL FOR INTERNAL COMBUSTION

ENGINE"A PROJECT SPONSORED BY KSCST

Submitted in partial fulfillment of the requirements for the award of the degree

BACHELOR OF ENGINEERING

in

MECHANICAL ENGINEERING

By

ROHAN MANUEL D’SOUZA 4SO13ME096

ROYDON MANVEL D’SOUZA 4SO13ME100

STEPHEN ERIC MADTHA 4SO13ME108

SHELDON WILBERT D’SOUZA 4SO13ME106

Under the guidance of

Dr. JOSEPH GONSALVIS

Principal and Professor

Department of Mechanical Engineering

St Joseph Engineering College, Mangaluru

ST JOSEPH ENGINEERING COLLEGE

MANGALURU 575028

2016-2017

ST JOSEPH ENGINEERING COLLEGE

MANGALURU 575028

DEPARTMENT OF MECHANICAL ENGINEERING

(Accredited by NBA, New Delhi)

CERTIFICATE

Certified that the project work entitled “Aero-Blended Ethanol for Internal Combustion Engine” is carried

out by ROHAN MANUEL D’SOUZA, 4SO13ME096, ROYDON MANVEL D’SOUZA, 4SO13ME100,

STEPHEN ERIC MADTHA, 4SO13ME108, SHELDON WILBERT D’SOUZA, 4SO13ME106, bonafide

students of St Joseph engineering College, Mangaluru, in partial fulfillment for the award of degree

Bachelor of Engineering in Mechanical Engineering from Visvesvaraya Technological University,

Belagavi during the academic year 2016-2017. It is certified that all the correction/ suggestions indicated for

the internal assessment have been incorporated in the report deposited at department library. The project report

has been approved as it satisfies the academic requirements in respect of the project work prescribed for the

said degree.

External Viva

Name of the Examiners Signature with Date

1.

2.

Signature of Guide

Dr. Joseph Gonsalvis

Principal and Professor

Department of Mechanical Engineering

SJEC, Mangalore

Signature of Principal

Dr. Joseph Gonsalvis

Principal

SJEC, Mangalore

Signature of HOD

Dr. Sudheer M

HOD

Department of Mechanical Engineering

SJEC, Mangalore

ST JOSEPH ENGINEERING COLLEGE

MANGALURU 575028

DEPARTMENT OF MECHANICAL ENGINEERING (Accredited by NBA, New Delhi)

DECLARATION

We, the students of Eighth semester, Department of Mechanical Engineering, St Joseph

Engineering College, Mangaluru, hereby declare that the work being presented in the

dissertation titled “Aero-Blended Ethanol for Internal Combustion Engine” is an

authentic record of the work that has been carried out under the guidance of Dr. Joseph

Gonsalvis, Principal and Professor, Department of Mechanical Engineering, SJEC,

Mangalore. This dissertation work is submitted to Visvesvaraya Technological

University in partial fulfillment of the requirements for the award of the degree - Bachelor

of Engineering in Mechanical Engineering during the academic year 2016– 2017. Further

the matter embodied in the thesis has not been submitted in part or full to any other

University, Institution or Professional body for the award of any degree or diploma.

Team Members:

ROHAN MANUEL D’SOUZA 4SO13ME096

ROYDON MANVEL D’SOUZA 4SO13ME072

STEPHEN ERIC MADTHA 4SO13ME108

SHELDON WILBERT D’SOUZA 4SO13ME106

Date:

Place: Mangaluru

CONTENTS

CHAPTER 1 .................................................................................. 12

INTRODUCTION

1.1 WORKING OF 4 STROKE DIESEL ENGINE .................. 12

1.1.1 SUCTION ........................................................................ 13

1.1.2 COMPRESSION ............................................................ 13

1.1.3 POWER ........................................................................... 14

1.1.4 EXHAUST ...................................................................... 14

1.1.5 GOVERNOR .................................................................. 14

1.2 ENGINE PERFORMANCE PARAMETERS ......................... 14

1.2.1 INDICATED THERMAL EFFICIENCY ( ) ....... 14

1.2.2 BRAKE THERMAL EFFICIENCY ( ) ............... 15

1.2.3 MECHANICAL EFFICIENCY ( ) ................... 15

1.2.4 VOLUMETRIC EFFICIENCY ( ) ........................... 15

1.2.5 SPECIFIC FUEL CONSUMPTION (SFC) ................ 15

1.2.6 CALORIFIC VALUE (CV) .......................................... 15

1.3 EMISSIONS ................................................................................. 15

1.3.1 PARTICULATE MATTER (PM) ................................ 15

1.3.2 CARBON MONOXIDE (CO) ....................................... 16

1.3.3. NITROGEN OXIDES ( ) ...................................... 16

1.3.4 HYDROCARBONS (HC).............................................. 16

1.4 SCOPE AND OBJECTIVE OF PRESENT WORK ................ 16

1.4.1 OBJECTIVES ................................................................ 17

CHAPTER 2 .................................................................................. 18

LITERATURE REVIEW

2.1 INTRODUCTION ....................................................................... 18

2.2 EMISSIONS ................................................................................. 18

CHAPTER 3 .................................................................................. 20

IDENTIFICATION OF THE PROBLEM

3.1 FLAME TEST ............................................................................. 21

CHAPTER 4 .................................................................................. 23

DESIGN DEVELOPMENT AND FABRICATION ................. 23

4.1 SELECTION OF PIPE DIAMETER ........................................ 23

4.2 DESIGN OF AERATOR (BUBBLER) CONTAINER ............ 25

CHAPTER 5 .................................................................................. 27

EXPERIMENTAL SETUP AND PERFORMANCE STUDY

5.1 EXPERIMENTAL PROCEDURE ............................................ 29

5.2 FORMULAE USED .................................................................... 29

CHAPTER 6 .................................................................................. 31

RESULTS AND DISCUSSIONS

6.1 PERFORMANCE TEST GRAPHS .......................................... 31

6.2 EMISSION TEST GRAPHS ...................................................... 34

6.3 RESULTS AND CONCLUSIONS ............................................. 36

6.4 SCOPE FOR FUTURE WORK ................................................. 37

6.5 REFERENCES ............................................................................ 37

APPENDIX I: ............................................................................................... 38

TWO DIMENSIONAL VIEW OF BUBBLER CARBURETTOR

APPENDIX II: ............................................................................................. 40

INSTRUMENTS AND SPECIFICATIONS

APPENDIX III: ............................................................................................ 42

COST ESTIMATION

APPENDIX IV: ............................................................................................ 43

PERFORMANCE TEST TABULATION AND CALCULATIONS

APPENDIX V: .............................................................................................. 44

SAMPLE CALCULATIONS

APPENDIX VI: ............................................................................................ 46

RESULTS

APPENDIX VII: .......................................................................................... 47

KSCST APPROVAL LETTER

APPENDIX VIII: .......................................................................... 48

E-TIMES 2017 PUBLICATION

APPENDIX IX: ............................................................................................ 49

PROJECT PHOTOS

ACKNOWLEDGEMENT

This project has been completed with the motivation, encouragement and guidance that

we received right from its very beginning. We take the opportunity to express our

heartfelt gratitude to all these people.

We extend our sincere gratitude to our Director, Rev.Fr. Joseph Lobo, and also our Asst.

Directors, Rev.Fr. Rohith D’Costa for providing us with adequate facilities.

We wish to express our profound gratitude to our Principal, Dr. Joseph Gonsalvis for his

encouragement, invaluable guidance, and support throughout the project work.

We express our thankfulness to our H.O.D, Dr. Sudheer Mudradi for his guidance and

cooperation.

We are very thankful to our project guide, Dr. Joseph Gonsalvis, Principal and

Professor, whose valuable guidance helped us in all respects.

We also thank our workshop supervisor and foremen, Mr.Lawrence Lancy Pinto,

Mr.Gunakar Amin, Mr.Janardhan, Mr.Rajesh, for their help in completion of this

project.

We would like to offer our heartfelt sense of appreciation and gratitude towards our

family members without whom it would have been difficult for us to pursue our studies.

We finally thank all our friends who have helped us directly or indirectly in our

endeavours.

ROHAN MANUEL D’SOUZA

ROYDON MANVEL D’SOUZA

STEPHEN ERIC MADTHA

SHELDON WILBERT D’SOUZA

TABLE LIST

TABLE NO. PAGE NO.

Cost Estimation 8.1 37

Without Ethanol 8.2 38

With Ethanol 8.3 38

Emission of Diesel Engine w/o Ethanol 8.4 41

Emission of Diesel Engine with Ethanol 8.5 41

Results w/o Ethanol 8.6 42

Results with Ethanol 8.7 42

LIST OF FIGURES

FIGURE NO DESCRIPTION PAGE NO

1.1 Working of 4 stroke diesel engine 7

3.1 Schematic layout of Aero-Blender 15

3.2 Flame Testing Setup 16

4.1 Aeration Chamber Setup 20

5.1 Experimental Setup 21

5.2 Control Desk 22

5.3 Rope Brake Dynanometer 22

6.1 Brake Power v/s Load 25

6.2 Fuel consumption v/s Load 26

6.3 Brake specific fuel consumption v/s Load 26

6.4 Brake thermal efficiency v/s Load 27

6.5 Exhaust temperature v/s Load 27

6.6 Carbon monoxide emissions v/s Load 29

6.7 Hydrocarbon emissions v/s Load 29

6.8 Carbondioxide emissions v/s Load 30

6.9 Nitrogenoxide emissions v/s Load 30

7.1 Schematic Layout of Aero-Blender 34

7.2 Working on Diesel Engine 44

ABBRIEVATIONS

BDC Bottom Dead Centre

BP Break Power

BSFC Break Specific Fuel Consumption

BSU Bosch Smoke Unit

BTDC Before Top Dead Center

CI Compression Ignition

CO Carbon Monoxide

CO2 Carbon Dioxide

CR Compression Ratio

CV Calorific Value

DI Direct Injection

ECU Electronic Control Unit

ED10 10% Water Emulsion Diesel

HC Hydrocarbons

HLB Hydrophile Lipophile Balance

IP Indicated Power

Mf Mass of fuel consumed

NDF Neat Diesel Fuel

NO Nitrogen Oxides

NO2 Nitrogen Dioxide

NOX Nitrogen Oxides

PM Particulate Matter

SFC Specific Fuel Consumption

TDC Top Dead Centre

W/o Without

WI Water Injection

WRs Water Ratios

ABSTRACT

Diesel engines are used most widely among the internal combustion engines for

generation of power. These engines consume mineral fuels which are expected to last for

another 50 years. Efforts are made to find alternative energy sources. However, if

methods are evolved to conserve the available fuel, it can be extended for few more years.

In this direction different methods have been proposed and have attained 10% fuel

savings with marginal decrement of pollutants produced.

Sugar is one among the largest agricultural produce of our country. Along with sugar its

bi-product ethanol is also produced but only in limited quantities, which can be

effectively used as a fuel by blending with mineral fuels. Currently in our country only

5% of ethanol is allowed to be blended with petrol as well as diesel oil. Certain other

countries permit higher level of blend to substitute import of petroleum even though the

blended fuel is not efficient.

In order to better the efficiency of usage of ethanol a novel method to blend ethanol by

aero-blending is developed in this work. The method is very simple in which the ingoing

air of a diesel engine to allowed to aerate through a column of ethanol in a container. Due

to the low pressure created in the induction manifold ethanol evaporates at a faster rate as

it is moderately volatile, and gets blended with the air supplied to the engine. The

homogeneous mixture of air and ethanol produced will help in improving the efficiency

and lowers the diesel oil requirement.

The concept of running the engine by admitting blended mixture of air and ethanol

vapour has been successfully realized. A 3.75 kW diesel engine running at 1500 RPM is

employed in this work. The engine is loaded using rope brake dynamometer performance

tests have been carried out under various loads. The tests conducted at full load have

shown overall improvement in performance by 22% with saving of diesel oil by 16.25%,

increase in power production by 6% and on the emission front the nitrous oxides (NOx) is

reduced by 71.42%, Carbon dioxide has decreased by 6.06% and Carbon monoxide has

decreased by 33.3%. The results obtained from this study are highly encouraging which

prompts the use of ethanol in engines to substitute diesel oil.

Further study is essential to enhance the evaporation rate of ethanol so that the amount

diesel oil consumed can be reduced thus meeting the objective of this work.

Keywords: Ethanol, Blend, Biofuel, Diesel engines, Atomization, Emission.

CHAPTER 1

INTRODUCTION

Diesel engine also known as compression ignition engine uses the heat of compression to

initiate ignition and burn the fuel that has been injected into the combustion chamber .The

engine was developed by germen inventor Rudolf Diesel in 1893.the fuel efficiency of

Diesel engines in 36% and higher. The diesel engine as compared to the petrol-powered

engine of the equal volume of combustion chamber has advantage of higher torque.

Diesel engines play a vital role in the field of locomotive, construction equipment,

automobiles, agriculture and countless industrial applications.

Diesel engines are more efficient since they use higher compression ratios unlike petrol

engines, resulting in lower fuel consumption. In diesel engines, conditions in the engine

differ from the spark –ignition engine, since power is directly controlled by the quality of

air fuel mixture, rather than by controlling the quantity of air fuel mixture. Thus when the

engine runs at low power, there is enough oxygen present to burn the fuel, and diesel

engines only make significant amounts of carbon monoxide when running under a load.

Engines using the diesel cycle are usually more efficient, although the diesel cycle itself

is less efficient at equal compression is used to ignite the slow-burning diesel fuel, that

higher compression ratio more than compensates for the lower intrinsic cycle efficiency,

and allows the diesel engine to be more efficient . The most efficient type direct injection

Diesel engine is able to reach an efficiency of about 40%

1.1 WORKING OF 4 STROKE DIESEL ENGINE

The working of four stroke diesel engine involves the conversion of chemical energy of

the fuel into kinetic energy. This conversion takes place within the engine cylinder. A

cylinder is the heart of the engine and inside the cylinder fuel is burnt and power is

developed. A piston is a close fitting hollow-cylindrical plunger which reciprocates inside

the cylinder. Crank is a lever connected between the connecting rod and the crankshaft.

The four stroke diesel engine works on the principle of theoretical diesel cycle which is

also known as constant pressure cycle. Here the piston performs 4 strokes to complete

one working cycle.

The four different strokes performed by the piston are

Suction stroke

Compression stroke

Power stroke

Exhaust stroke

All four strokes are completed during two revolution of the crankshaft on a half of the

revolution for each stroke. The ideal sequence of operation of a 4 stroke C.I engine is as

follows:

1.1.1 SUCTION During this stroke, air alone is inducted into the cylinder. The intake valve is open and the

exhaust valve is closed. This stroke begins just before the piston reaches top dead canter

(TDC) during its upward movement in the cylinder. As the inlet valve opens, the piston

goes past TDC and begins to move downward in the cylinder. Due to this, low pressure is

created inside the cylinder and the air is sucked into the cylinder

1.1.2 COMPRESSION During this stroke, air inducted during the suction stroke is compressed into the clearance

volume. Both valves remain closed during this stroke .this stroke begins once the intake

valve closes and thus seals off the cylinder space .Depending on the compression ratio,

the volume of air in the cylinder is reduced to the extent of 16 to 21 times. During

compression stroke, work is done by the piston on air trapped inside the cylinder. Due to

high compression ratio, the temperature inside the cylinder rises up to 700 to 900 c and

the Pressure rises to 35 to 55 KPa. Fuel is injected towards the end of the compression

stroke. The hot compressed air ignites the fuel without the need of spark.

Fig 1: Working of 4 stroke diesel engine

1.1.3 POWER Power stroke begins after TDC when the piston is being actively pushed down in the

cylinder by the hot and high pressure gases. Piston is pushed down in the cylinder by the

expanding gases produced by combustion. Nearly constant pressure is created on the top

of the piston until about 60 to 70 degrees after TDC. This is the point at which the gases

exert maximum force on the crankshaft. Both the valves remain close during the power

stroke.

1.1.4 EXHAUST In this stroke, the piston travels from BDC to TDC pushing out the products of

combustion. The exhaust valve is open and intake valve is closed during this stroke. The

speed of the piston in the cylinder is not constant. It accelerates from rest at one end of

the cylinder until it reaches a certain speed and then it decelerates back to rest at the other

end of the cylinder. During this stroke, work is done by the piston on the products of

combustion in expelling the same from the cylinder [1]

1.1.5 GOVERNOR Flywheel which minimizes fluctuation of speed within the cycle but it cannot minimize

fluctuations due to load variation. This means flywheel does not exercise any control over

mean speed of the engine. To minimize fluctuation in the mean speed which may occur

due load variation, governor is used. The governor has no influence over cyclic speed

fluctuations but it controls the mean speed over a long period during which load on the

engine may vary. The function of the governor is to maintain constant speed by regulating

the fuel supply proportional to the load (supply more fuel while the load is more and vice-

versa)

1.2 ENGINE PERFORMANCE PARAMETERS The engine performance is indicated by the term efficiency (ŋ). Engine performance is an

indication of the degree of success with which it is doing the assigned job, i.e., the

conversion of the chemical energy contained in the fuel into useful mechanical work

[2].The degree of success is compared with the basis of the following.

1.2.1 INDICATED THERMAL EFFICIENCY ( ) Indicated thermal efficiency is the ratio of energy in the indicated power (IP) to the input

fuel energy measured as calorific value (CV) of heat addition measured by the mass of

fuel consumed (mf)

=

×3600

1.2.2 BRAKE THERMAL EFFICIENCY ( ) Brake thermal efficiency is defined as the ratio of brake (BP) power to the indicated

power.

=

×3600

1.2.3 MECHANICAL EFFICIENCY ( ) Mechanical efficiency is defined as the ratio of brake power to the indicated power.

=

×100

1.2.4 VOLUMETRIC EFFICIENCY ( ) Volumetric efficiency is defined as the volume flow rate of air into the intake system to

the rate at which volume is displaced by the system.

=

=

1.2.5 SPECIFIC FUEL CONSUMPTION (sfc) It is defined as the ratio of fuel consumption per unit time to the power.

sfc =

1.2.6 CALORIFIC VALUE (CV) Calorific value of a fuel is thermal energy released per unit quantity of the fuel and the

fuel is burnt completely.

1.3 EMISSIONS Diesel exhaust is a complex mixture of gases and fine particles. The primary pollutants

emitted from diesel engines include:

Particulate matter (PM)

Carbon monoxide(CO)

Nitrogen oxides( )

Hydrocarbons(HC)

1.3.1 PARTICULATE MATTER (PM) Particulate matter is the term for solid or liquid particles. Some particles are large or dark

enough to be seen as soot or smoke, but most are fine particulate matter. Fine particulate

matter is composed of very small objects found in the air, including dust, dirt, soot,

smoke and liquid droplets.

1.3.2 CARBON MONOXIDE (CO) Carbon monoxide is a colourless, odourless, poisonous gas produced by the incomplete

burning of solid, liquid and gaseous fuels. The main source of carbon monoxide in the

atmosphere is vehicle emissions.

1.3.3. NITROGEN OXIDES ( ) Oxides of nitrogen are the generic term for a group of highly reactive gases, all of which

contain nitrogen and oxygen in varying amounts. Many of the nitrogen oxides are

colourless and odourless. However, one common pollutant nitrogen dioxide along with

particles in the air can often be seen as a reddish brown layer over many urban areas.

Nitrogen oxides form when fuel is burned at higher temperatures, as in a combustion

process. The primary manmade sources of are motor vehicles, electric utilities and

other industrial, commercial and residential sources that burn fuels.

1.3.4 HYDROCARBONS (HC)

Hydrocarbons are chemical compounds that contain hydrogen and carbon. Hydrocarbon

pollution results when unburned or partially burned fuel is emitted from the engine as

exhaust, and also when fuel evaporates directly into the atmosphere. Hydrocarbons

include many toxic compounds that cause cancer and other adverse health effects.

Hydrocarbons also react with nitrogen oxides in the presence of sunlight in the form

ozone. Hydrocarbons, which may take the form of gases, tiny particles, droplets come

from a great variety of industrial and natural processes.

1.4 SCOPE AND OBJECTIVE OF PRESENT WORK Compression ignition engines are the most widely used engines in heavy duty vehicles .In

the present scenario, diesel engines are said to be one of the most fuel efficient engines

and hence they have become very popular for energy needs. In this way the diesel oil

consumption across the globe is increasing from year to year. It is also known that the

available gas reserves are going to last for another few decades. In this direction it is

necessary evolve methods to conserve the available fuels such that the energy needs can

be sustained for some more time. In addition to this the emissions produced by the

engines in use is also a bigger concern. More specifically the particulate matter, oxides of

nitrogen, hydrocarbons and carbon monoxides are hazardous to the environment. Studies

have shown that large amounts of carbon monoxide and nitrogen oxide released by

vehicular emissions are the major cause for depletion of ozone layer and the rapid change

in climatic conditions. The present work is aimed at developing a technique by which the

fuel consumption can be reduced and emission can be brought down to a comfortable

minimum

1.4.1 OBJECTIVES The objective of this work is to develop an aero- blender for a Compression Ignition [CI]

engine, which employs diesel oil. This blender helps mixing ethanol with the ingoing air.

Such admission of ethanol is expected to lower the requirement of diesel oil in CI

engines. This mode of admitting ethanol is also expected to make the air-ethanol mixture

in a homogeneous state that may accelerate combustion process as and when diesel is

injected into the combustion chamber lowering the delay period. The additional benefit of

this methodology is that it helps in minimizing pollutants like Nitrogen Oxides ( NOx),

unburned Hydro Carbon (HC) and Carbon Monoxide (CO), which is the immediate

concern to the mankind besides identifying a potential alternative source of renewable

energy.

CHAPTER 2

LITERATURE REVIEW

2.1 INTRODUCTION The diesel engine dominates the field of commercial transportation and agricultural

machinery due to its ease of operation and higher fuel efficiency. Combustion is a hazard,

and besides the many services it provides to mankind. It may cause nuisance, damage to

property and damage to people. Due to the shortage of petroleum products and its

increasing cost, efforts are on to develop alternate fuels, especially diesel oil, for partial or

full replacement. Internal combustion engines generate undesirable emissions during

combustion process. The emissions exhausted in to the surroundings pollute the

atmosphere and causes several problems. The emissions of concern are : Unburned

hydrocarbon (HC), oxides of carbon, and oxides of nitrogen ( ). It is recognised that

the engine, lubricants and fuel after treatment and the engine application must be

integrated into a system to maximize the control of emissions.

Recent engine work focuses on improvements or incorporation of new technologies to the

air delivery, cylinder, fuel management, and electronic systems. These improvements

typically satisfy the emission requirements of new engines. Advanced diesel fuel

formulations offer significant emission reductions to new and older in-use engines every

time the fuel tank is filled. To meet the air quality objectives in many regional areas,

reductions in emissions will need to be derived from the in-use, mobile-source

engine population.

2.2 EMISSIONS

Carbon monoxide (CO) is a colorless and odorless poisonous gas. It is generated when

there is not enough oxygen to convert all carbon to carbon dioxide ( ).Maximum CO

is generated when an engine runs rich. Particulates are the exhaust of Compression

Ignition engine contains solid carbon soot particles that are generated within the cylinder

during combustion and undesirable colorless odorless pollution. The effects of inhaling

particulate matter have been widely studied in humans and animals and include asthma,

lung cancer, cardiovascular issues, and premature death. They can penetrate the deepest

part of the lungs.

Hydrocarbons are chemical compounds that contain hydrogen and carbon. Hydrocarbon

pollution results when unburned or partially burned fuel is emitted from the engine as

exhaust, and also when fuel evaporates directly into the atmosphere. Hydrocarbons

include many toxic compounds that cause cancer and other adverse health effects.

Hydrocarbons also react with nitrogen oxides in the presence of sunlight to form ozone.

The hydrocarbons consist of small non equilibrium molecules, which are formed when

large fuel molecules break up during combustion reaction. When hydrocarbons get into

the atmosphere and react with atmosphere it forms pharmaceutical smog.

The is a generic term for mono-nitrogen oxides (nitric oxide (NO) and nitrogen

dioxide ( )).These oxides are produced during combustion, especially at high

temperatures. At ambient temperatures, the oxygen and nitrogen gases in air will not react

with each other. In an internal combustion engine, combustion of a mixture of air and fuel

produces combustion temperatures high enough to drive endothermic reactions between

atmospheric nitrogen and oxygen in the flame, yielding various oxides of nitrogen. In

areas of high-motor vehicle traffic, such as in large cities, the amount of nitrogen oxides

emitted into the atmosphere can be quite significant. In the presence of excess oxygen

( ), NO will be converted to , with the time required dependent on the concentration

in air. The fuel is the major source of production from nitrogen-bearing fuels

such as certain coals and oil is the conversion of fuel bound nitrogen in during

combustion. During combustion, the nitrogen bound in the fuel is released as a free

radical and ultimately forms free or NO.

2.2.1 HEALTH EFFECTS OF

NOX react with ammonia, moisture and other compounds to form nitric acid vapour and

related particles. Small particles can penetrate deeply into sensitive lung tissue and

damage it, causing premature death in extreme cases. Inhalation of such particles may

cause or worsen respiratory diseases such as emphysema, bronchitis ,and it may also

aggravate existing heart diseases .When NOX and volatile organic compounds react in the

presence of sunlight ,they form photochemical smog, a significant form of air pollution,

especially in the summer .Children , people with lung diseases such as asthma, and people

who work or exercise outside are susceptible to adverse effects of smog such as damage

to lung tissue and reduction in lung function. Due to the large amount of NOX released by

vehicular emissions, the ozone layer is getting depleted. The depletion of ozone layer can

cause adverse effects such as damage to lung tissue and reduction in lung function mostly

in susceptible populations (children, elderly and asthmatics)

CHAPTER 3

IDENTIFICATION OF THE PROBLEM

Diesel engines dominate the field of commercial transportation and agricultural

Machinery due to its ease of operation and higher fuel efficiency. Many improvements

and incorporation have been added to the diesel engine by various researchers in order to

make its working more efficient. Different methods include advanced diesel fuel

formulations using Ethanol. However the major drawback of the use of such methods is

the corrosion of the cylinder walls due to the presence water molecules within the

combustion chamber.

In order to provide a solution to the above problem, a novel method is proposed to admit

Ethanol in the form of vapour into the engine. This is done by modifying the intake

manifold of the engine as shown in the figure below. The modification consists of

connecting by pass pipes, aeration chamber, air filter and flow and direction control

valves.

The air-ethanol blender is shown schematically in Fig.2. It consists of a container which

stores ethanol, half full such that the remaining half is available for the air to fill. This

container is connected with an inlet and outlet pipes. The inlet pipe is connected to a

bubbler shoe and the other end is connected to an air filter using a pipe. The bubbler shoe

has a number of holes on its bottom so that the air entering into the container shall escape

the holes in the bubbler shoe. Since the bubbler shoe remains always immersed in the

ethanol, the air escaping through the shoe bubbles out. The flow of air through this is

controlled by a flow control valve. The outlet pipe, the one end of which is connected to

the container on its top cover so that the ethanol vapour and air mixture formed through

the process of aeration flows through the pipe where at the other end is connected to the

air intake of the engine. The flow of ethanol air mixture is controlled by another flow

control valve.

A bypass circuit is provided in order to have proper control of air/fuel ratio, which is an

essential requirement for proper combustibility of ethanol. The bypass connection as

shown in Fig.2 above has a flow control valve which regulates the amount of air to be

mixed in achieving the proper mixture ratio.

Figure 3.1: Schematic layout of Aero-blender

3.1 Flame Test

This test is conducted to determine the proper air fuel ratio which produces on burning a

blue flame indicating efficient combustion and release of maximum amount of heat from

a fuel. The set-up for carrying out this test is shown above in Fig. 2. Air drawn from a

reservoir is connected to the inlet of the blender; the rate of flow of air through the

blender is regulated by the flow control valve. The outlet of this blender is connected to a

flame arrester, which allows the air fuel mixture to flow in forward direction and arrests

the fire if the flame travels backwards preventing damage to the aerator or bubbler.

Filling the container of the bubbler with ethanol nearly half full, the air is allowed to pass

through the column of ethanol. Air raises forming bubbles and as it bubbles each bubble

contains mixture of ethanol vapour and air. This mixture as it flows through the outlet

passes through the flame arrester and escapes from the outlet of the flame arrester. The air

fuel mixture coming out is tested with burning flame to see whether it catches fire. The

air supply to the bubbler is regulated until the mixture catches fire and burns with a blue

flame. Ascertaining the mixture proportions required for this the settings are done so that

the air/ethanol mixture can be sent directly along the ingoing fresh air to the engine. This

arrangement may result in producing weak air/fuel ratio which may help in lowering the

requirement of diesel oil because the difference of oil requirement is met by the ethanol

vapour.

Taking note of the success of admitting ethanol vapour along with the ingoing fresh air,

alternatively attempts towards using directly the air/ethanol mixture can be made to run

the engine. Thus provision has to be made to cut off the supply of fresh air to the engine.

Figure 3.2 : Flame Testing Setup

CHAPTER 4

DESIGN DEVELOPMENT AND FABRICATION

4.1 SELECTION OF PIPE DIAMETER

Selection of pipe for air flow to the inlet chamber

This work aims at developing a novel method to employ ethanol to substitute diesel oil

has been made. The concept of producing vapours of ethanol is proposed in this work;

accordingly a bubbler aerator has been designed. The aerator is being shown in Fig.2,

which is connected to the air filter on the inlet side and to the engine on the outlet side of

the aerator. The pipes used have to be designed to meet the requirement of air flow or the

mixture of air and ethanol. In determining the diameter of the pipes the engine is run at

different loads at the rated speed. This engine runs at a constant speed of 1500 rpm, the

speed is measurable at the cam shaft which runs at half the speed of the engine. The

engine is run at rated load and pressure drop in the intake manifold is measured using a

manometer. The following discussions presents the detailed calculation to determine the

pipe required for connecting the aerator to the engine and the air filter.

Observation

Cylinder bore (D) :80 mm

Stroke length (L) :110 mm

Engine Speed (N) :1500 rpm

Swept Volume (

=

110 = 0.553

Compression ratio (R): 16.5:1

Clearance Volume (

R=

,

16.5 =

Total volume, (

(

(

We know that when the engine is running at 1500 rpm (4 stroke engine) the rate of air

flow is given by

Discharge Q =

Discharge, (Q)

Q =

=7.36lt/sec

Q = 0.00736

It is found that pressure drop in induction manifold is 143mm of water column. In order

to determine the equivalent amount of pressure drop in air column the following

relationship are used:

Water density ( ): 1000kg/m3

Water air (ρa): 1.2kg/m3

Manometer head (Hw): 143mm

Pressure head (Ha):

Ha = (Hw) (

Ha = (0.143) (

Ha = 119.16m

Velocity, (v)

v = √

v = √

v = 48.35m/sec

Co-efficient of Discharge (Cd: 0.65)

Discharge, (Q)

Q = AO Cd v

0.00736 = AO 0.65 48.35

AO=2.341

Area,

A =

2.341

di=0.01726m

di=17.6mm

The required diameter of the pipeline is 17.26mm, however, a larger diameter of 25.4mm

is used in order to overcome loss by way of bends and valves.

4.2 Design of Aerator (bubbler) container

The aerator requires a container to facilitate store ethanol and have enough space for the

free air movement. The container needs to withstand the suction pressure created in the

induction manifold. In meeting these requirements a container made from HDP (high

density polyurethane) plastic measuring 1000cc is used in this work. Ethanol is filled in

the container to an extent of 400cc allowing 600cc of free air space for circulation. A

bubbler shoe is used which has a number of holes on its bottom surface, which helps the

incoming air into the shoe escapes through these holes bubbling through the column of

ethanol. The top end of the shoe is connected to the pipe which brings in the fresh air

from the atmosphere through the air filter. The air as it bubbles through the column of

ethanol carries along with it its vapour. The vapour formation depends on two aspects,

one is due to the low surface pressure and the other is due to the temperature. Therefore

the evaporation rate increases with the drop in pressure and also with the increase of

temperature. For an engine which runs at constant speed the pressure drop nearly same at

all loads. Besides while evaporating, heat is drawn from the liquid ethanol therefore the

temperature of liquid ethanol drops continuously. Drop in temperature decreases the

evaporation rate. If it is so desired to increase the rate of evaporation the temperature of

ethanol has to be increased. Provision may be made to supply heat to the container either

by a heating system or using the heat of exhaust as required.

Figure 4.1: Aeration chamber Setup

CHAPTER 5

EXPERIMENTAL SETUP AND PERFORMANCE STUDY

The test rig consists of a 4 stroke Kirloskar make diesel engine, coupled to a rope brake

dynamometer and the engine is cooled by water. The test rig is shown in Fig.3, which has

arrangement to measure air flow, fuel flow, temperature of exhaust gas, cooling water at

the inlet as well as outlet. Thermocouples are employed to measure temperature and

displayed digitally.

Fig 5.1: Experimental setup

1. Engine: 4 stroke compression ignition water cooled engine

2. Aeration chamber: Hard plastic chamber which contain diesel in it.

3. Air filter: It is a device composed of filter which removes the suspended particles

such as dust etc. in the air

4. Manometer is used to measure the pressure difference between atmosphere and

the intake manifold.

Fig 5.2: Control Desk

Control desk consist of a panel, air measurement system with air tank and fuel flow

measurement with burette and temperature measurement.

Fig 5.3: Rope Brake Dynamometer

The rope brake dynamometer is shown in Fig. 5; the brake drum is fastened to the

flywheel of the engine. A rope is wound on the drum, and spring balances are provided

one on each end of the slack and tight side. A hand wheel is provided to adjust the torque

applied on the drum as loading torque. The energy absorbed by the brake drum in the

form of heat is cooled by circulating cooling water.

5.1 Experimental procedure

The engine test set-up is kept ready with the bubbler aerator connected to the air filter to

receive fresh clean air and also to the engine intake manifold to supply the mixture of

ethanol and air. The bubbler container is filled with 400 ml or cc of ethanol and diesel oil

is filled into the diesel tank of the engine. Initially, the engine is started using diesel oil

and run at load for some time until it reaches steady state condition. Readings such as fuel

flow for 10 secs, exhaust gas temperature, speed of the engine along with the emission

measurements such as hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2)

and NOx and noted. The experiment is repeated applying various loads such as 0,2,4,6

and 8 kg (0, 19.62N, 39.24N, 58.86 N and 78.48N) under a constant speed. Similarly, the

engine is run using the aero-blended ethanol repeating the experiment for all the loads.

Measurement of emissions is also carried out in parallel. All measured parameters are

noted. From the data tabulated in Appendix-3, power produced, specific fuel

consumption, and brake thermal efficiency under various loads is computed and plotted in

Figs. 6.1 through Fig. 6.19. The rated speed of the engine is 1500 but due to wear and tear

the governor has been maintaining speeds below 1500 rpm

5.2 FORMULAE USED In measuring performance characteristics of using ethanol/air mixture along

with diesel oil various results have been computed using the data presented

in the Appendix-4. Formulae used in computing performance parameters are

given below,

1. Brake Power produced (BP)

BP= {( ( }

(kW)

Where,

N=Engine Speed

R=brake drum radius =0.138m

r=rope radius = 0.0095m

W= dead weight in kg

S= spring balance in kg

2. Fuel consumption

(kg/hr)

3. Brake specific fuel consumption (bsfc)

bsfc =

(kg/kW-hr)

4.Brake thermal efficiency (ηb)

=

×3600

CHAPTER 6

RESULTS AND DISCUSSIONS Experiments have been conducted to study the possibilities of using ethanol as an

alternative fuel and as an effective substitute for diesel oil. A single cylinder 500cc Diesel

engine has been used for the purpose, the rated power the engine is 3.73 kW at 1500 rpm

(engine speed can be measured at the cam shaft hence the speed measured has to be

multiplied by 2, to obtain the engine speed) . Since the engine is old full load performance

tests have not been made. The full load to be applied for this engine is 149 N (15.2 kgf)

where as the maximum load applied is restricted to 78 N (8 kgf). The results obtained

represent the behaviour of the engine under part load. However, the figures below help in

comparing the performance between the use of diesel oil with only air and diesel oil along

with the blend of ethanol with air.

6.1 PERFORMANCE TEST GRAPHS

Figure 6.1: Brake power v/s Load

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

0 2 4 6 8 10

BP

(kw

)

Load (kg)

Brake Power v/s Load

Without Ethanol

With Ethanol

Figure 6.2: Fuel consumption v/s Load

Figure 6.3: Brake specific fuel consumption v/s Load

Figure 6.4: Brake thermal efficiency v/s Load

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0 2 4 6 8 10

Mf

(kg/

hr)

Load (kg)

Fuel consumption v/s Load

Without Ethanol

With Ethanol

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

0 2 4 6 8 10

BSF

C (

kg/k

w-h

r)

Load (kg)

Brake specific fuel consumption v/s Load

Without Ethanol

With ethanol

0

5

10

15

20

25

30

35

0 2 4 6 8 10

Bra

ke t

he

rmal

eff

icie

ncy

(%

)

Load (kg)

Brake thermal efficiency v/s Load

Without ethanol

With ethanol

Figure 6.5: Exhaust temperature v/s Load

The figures above from Fig.6.1 through Fig. 6.5 represent performance behaviour of the

engine with and without the use of ethanol along with the in going air besides allowing

the engine to run at any speed beyond the control of the governor. It is observed that the

performance in regard to brake power produced is found to be better under the use of

ethanol blend. Consequently, other parameters measured such as brake specific fuel

consumption and thermal efficiency recorded are higher by 3%, which is a remarkable

achievement. The exhaust gas temperature measurement is found to be higher under the

use of ethanol blend. This is true that the emission measurement done indicate increased

presence of HC which is after burning in the exhaust manifold giving rise to higher

temperature of the exhaust gases. The positive result is about the drastic reduction in the

NOx gases present. These gases make a big concern on the health issues hence this

technique could help reduce the NOx in diesel engines. The increased presence of HC in

the exhaust can be dealt with an alternate solution which has given promising note on

initial trials in which the aerator temperature is increased to improve the evaporation rate

of ethanol. Such a solution not only reduces HC but also helps save diesel oil.

0

50

100

150

200

250

300

0 2 4 6 8 10

Exh

aust

te

mp

era

ture

Load (kg)

Exhaust temperature v/s Load

Without ethanol

With ethanol

6.2 EMISSION TEST GRAPHS

Figure 6.6: Carbon monoxide emission v/s load

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0 2 4 6 8 10

CO

em

issi

on

s (%

vo

lum

e)

Load (kg)

Carbon monoxide emissions v/s Load

Without Ethanol

With ethanol

0

50

100

150

200

250

300

350

400

450

0 2 4 6 8 10

HC

em

isso

ns

(pp

m)

Load (kg)

Hydrocarbon emissions v/s Load

Without ethanol

With ethanol

Figure 6.7: Hydrocarbon emission v/s Load

Figure 6.8: Carbon dioxide emissions v/s Load

Figure 6.9: Nitrogen oxide emission v/s Load

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0 2 4 6 8 10

CO

2 e

mis

sio

ns

(% v

olu

me

)

Load (kg)

Carbon dioxide emissions v/s Load

Without Ethanol

With ethanol

0

10

20

30

40

50

60

0 2 4 6 8 10

NO

x e

mis

sio

ns

(pp

m)

Load (kg)

Nitrogen oxide emissions v/s Load

Without ethanol

With ethanol

6.3 Results and Conclusions

6.3.1 Results The concept of running the engine by admitting ethanol vapour along with the fresh

charge of air at the inlet has been successfully realised. The performance of the engine

has been measured under various loads using a diesel engine test rig.

At maximum load the consumption of diesel oil has been lowered by 16.25%

while using the blend of ethanol with air.

The use of air ethanol blend has lowered the presence of NOx by 71.42% under

maximum load compared to when the engine run with only diesel oil.

The presence of Carbon monoxide is lowered by 33.3% at maximum load when

the engine is run with air/ethanol blend, compared with the engine run with diesel

oil. This indicates better combustion of fuels (diesel oil and ethanol)

The presence of Carbon dioxide has decreased by 6.06% at maximum load when

the engine is run with ethanol/air blend.

An interesting result is observed in regard to the presence of HC (HydroCarbon)

in the exhaust gases which decreased from 234 ppm to 135 ppm. This change

occurred due providing a small amount of heat to the aerating container which has

ethanol stored in it. The need to provide heat arose from the fact that the

temperature of ethanol keeps dropping due to the loss of heat caused by

continuous evaporation of ethanol. Such fall in temperature will affect evaporation

rate. Hence in order to increase the evaporation rate the container is heated using

hot water, this arrangement has augment the production of larger quantity of

vapour helping in lowering the consumption of diesel oil as well as the presence

of HC.

6.3.1 Conclusions • Combustibility test of air/ethanol has been done in order to use the blend as an

effective combustible mixture. The flame test conducted to visualize

combustibility has been successful; the flame produced is blue in colour indicating

effective combustion. The air-ethanol mixture is produced by developing an

aeration chamber which receives air from a reservoir of compressed air.

• Ensuring the flammability of the air ethanol mixture, the mixture is sent along

with the ingoing air of a diesel engine. The studies conducted in using ethanol as

an alternative fuel has produced the following interesting results;

i) At normal operating conditions the amount of diesel oil saved is to the

tune of 6%.

ii) The noxious NOx has reduced by 68%.

• Repeated tests using better evaporative conditions at higher temperatures, has

resulted in saving of diesel by an extent of 16% and enhancement of power

production by 6%. Overall improvement in performance is by 22%. Tests are yet

to be conducted using evaporation of alcohol at higher temperatures which might

give better results.

6.4 Scope for future work The present study in improving the performance of diesel engine by blending Ethanol

vapour along with air has shown remarkable improvement in performance by way of;

reduction in emissions as well as reduction in fuel consumption when compared to the

conventional working of diesel engines.

The present study can be extended by considering the following parameters:

The aeration chamber employed in this work is large size and hence cannot be

incorporated into any functional automobile. Attempts can be made to reduce the

size of the aeration chamber

Study can be made to see the influence of evaporation at elevated temperature of

Ethanol in the aeration chamber on engine performance.

To study the effects of Ethanol vapour on corrosion of the cylinder walls.

This technique of ethanol blending with ingoing air can be tried for petrol engines

or Spark Ignition Engines.

6.5 References • CFD ANALYSIS OF FLOW THROUGH VENTURI OF A CARBURETOR

Project Report Submitted in Partial Fulfilment of the requirements for the degree

of Bachelor of Technology In Mechanical Engineering By DEEPAK RANJAN

BHOLA (Roll no- 107ME040)

• Design and Simulation of a Producer Gas Carburetor – A Review S. J.

Suryawanshi Ȧ * and R. B. Yarasu Ḃ Ȧ Department of Mechanical Engineering.,

N.D.M.V.P.S„S KBT-COE, Nashik, India ḂDepartment of Mechanical Engg.,

GCOE, Amravati, India Accepted 10 March 2014, Available online 01 April

2014, Special Issue-3, (April 2014)

• INFLUENCE OF COMPOSITION OF GASOLINE – ETHANOL BLENDS ON

PARAMETERS OF INTERNAL COMBUSTION ENGINES Alvydas Pikūnas

Vilnius Gediminas Technical University, J.Basanavičiaus Str.28, LT-2006

Vilnius, Lithuania. Phone: (+370 5) 274 47 90, fax:(+370 5) 212 55 51 E-mail:

Alvydas.Pikunas@ti.vtu.lt

• Literature Review –on CFD Study of Producer Gas Carburetor Shirish L. Konde1

Dr.R. B. Yarasu 2 1M. Tech student 2Assistant Professor 1,2GCOE, Amravati

• Costa, Rodrigo C and Sodre, Jose R ( 2009 ) hydrous ethanol V/s Gasoline-

Ethanol Blend, Engine Performance and emissions, Fuel Journal of Science

Direct, pp287-293

APPENDIX I:

TWO DIMENSIONAL VIEW OF BUBBLER CARBURETTOR

Figure 7.1: Schematic Layout of Aero-blender

APPENDIX II:

INSTRUMENTS AND SPECIFICATIONS

A2.1 INSTRUMENTS USED

Rope brake dynamometer

Tachometer

Gas analyser

Stop watch

K type thermocouple

A2.2 ENGINE SPECIFICATION

Engine : 4stroke, single cylinder

Model : AV-1

Cooling : Water cooled

Number of cylinders : 1

Bore and Stroke : 80mm and 110mm

Cubic capacity : 0.553litre

Compression ratio : 16.5:1

Rated output : 3.7 KW or 5Hp

Rated speed : 1500 rpm

Governing : Class B1

Starting : Hand start

Specific fuel consumption (SFC) : 0.251 kg/KW-hr @ 1500 rpm

A2.3 OBSERVATION

Cylinder (D) : 80mm

Stroke Length (L) : 110mm

Acceleration due to gravity (g) : 9.81 m/sec2

Calorific value of fuel (Cv) : 42000 kJ/kg

Water density (Pw) : 1000 kg/m3

Fuel density (Pr) : 0.85 kg/hr

Brake drum diameter (Db) : 275mm

Rope diameter (dr) : 19mm

Coefficient of discharge (Cd) : 0.65

APPENDIX III:

COST ESTIMATION

01 Development of bubbler carburettor Rs 5000/-

02 Design & fabrication of the carburettor Rs 5000/-

03 Cost of fuel Rs 1000/-

04 Cost of associated equipment Rs 5000/-

05 Payment towards services &emission

measurement

Rs 5000/-

06 Other Cost Rs 4000/-

TOTAL Rs 25000/-

Table 8.1: Cost Estimation

APPENDIX IV:

PERFORMANCE TEST TABULATION AND CALCULATIONS

WITHOUT ETHANOL

Trial

no

Speed

(rpm)x2

Spring Balance Time for

10cc of

fuel

T (sec)

Temperature

S1 (kg) S2 (kg) T1

Cw in

T2

Cw out

T3

Ext

Temp.

T4

Room

Temp.

1 812 0 0 65.49 31 31 155 31

2 802 0 2 62.72 32 40 183 31

3 784 0 4 58.37 32 42 208 32

4 764 0.5 6 54.54 33 42 225 32

5 740 1 8 50.04 3 43 235 32

Table 8.2: Without Ethanol

WITH ETHANOL

Trial

no

Speed

(rpm)x2

Spring Balance Time for

10cc of

fuel

T (sec)

Temperature

S1 (kg) S2 (kg) T1

Cw in

T2

Cw out

T3

Ext

Temp.

T4

Room Temp.

1 830 0 0 76.49 36 39 170 35

2 825 0 2 71.72 36 39 203 35

3 816 0 4 67.43 36 39 225 36

4 809 0.5 6 63.79 36 39 243 36

5 800 1 8 58.17 36 40 258 35

Table 8.3: With Ethanol

APPENDIX V:

SAMPLE CALCULATIONS

A) WITHOUT ETHANOL

1)Power

BP = [( ( }

BP = ( {( ( }

BP = 1.67kW

2) Fuel consumption

=

kg/hr

=

= 0.612 kg/hr

3) Brake specific fuel consumption

Bsfc =

(Kg/kW-hr)

Bsfc =

Bsfc = 0.366 kg/kw-hr

4) Brake thermal efficiency

=

×3600

=

×3600

=

A) WITH ETHANOL

1)Power

BP = [( ( }

BP = ( {( ( }

BP = 1.81kW

2) Fuel consumption

=

kg/hr

=

= 0.526 kg/hr

3) Brake specific fuel consumption

Bsfc =

(Kg/kW-hr)

Bsfc =

Bsfc = 0.291 kg/kw-hr

4) Brake thermal efficiency

=

×3600

=

×3600

=

EMISSIONS

1) EMISSIONS

EMISSIONS OF DIESEL ENGINE WITHOUT ETHANOL Trial No Load

(kg)

CO

(% volume)

HC

(ppm)

CO2

(% volume)

O2

(% volume)

NOx

(ppm)

1 0 0.18 56 2.50 17.2 7

2 2 0.14 47 2.80 17.02 8

3 4 0.11 42 3.10 16.65 22

4 6 0.10 37 3.70 15.81 35

5 8 0.09 20 4.10 15.55 55

Table 8.4: Emission of Diesel Engine W/O Ethanol

EMISSIONS OF DIESEL ENGINE WITH ETHANOL Trial No Load

(kg)

CO

(% volume)

HC

(ppm)

CO2

(% volume)

O2

(% volume)

NOx

(ppm)

1 0 0.19 394 2.40 17.41 4

2 2 0.15 328 2.72 16.97 7

3 4 0.13 274 3.02 16.09 16

4 6 0.12 234 3.60 15.52 25

5 8 0.11 194 4.00 15.26 34

Table 8.5: Emission of Diesel with Ethanol

APPENDIX VI:

RESULTS

WITHOUT ETHANOL

Trail No Brake Power

(kw)

Fuel consumption

Mf (kg/hr)

Brake Specific Fuel

Consumption

(kg/kw-hr)

Brake Thermal

Efficiency

ηb (%)

1 - 0.358 - -

2 0.4516 0.394 0.872 9.82

3 0.903 0.438 0.485 17.67

4 1.242 0.476 0.383 22.36

5 1.5800 0.497 0.314 27.26

Table 8.6: Results Without Ethanol

WITH ETHANOL Trail No Brake Power

(kw)

Fuel consumption

Mf (kg/hr)

Brake Specific Fuel

Consumption

(kg/kw-hr)

Brake Thermal

Efficiency

ηb (%)

1 - 0.317 - -

2 0.4516 0.359 0.795 10.78

3 0.903 0.372 0.412 20.81

4 1.242 0.397 0.319 26.81

5 1.58 0.435 0.277 30.92

Table 8.7: Results With Ethanol

APPENDIX VII:

KSCST APPROVAL LETTER

APPENDIX VIII:

E-TIMES 2017 PUBLICATION

APPENDIX IX:

PROJECT PHOTOS

7.2.1: Working on Diesel Engine

7.2.2: Working on Diesel Engine