Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
COMPARATIVE ANALYSIS OF PERFORMANCE AND EMISSIONS OF
AN ENGINE OPERATING WITH PALM OIL METHYL AND ETHYL
ESTERS AND THEIR BLENDS WITH DIESEL
TEIXEIRA, C. V.,
[email protected]COLAÇO, M. J.,
[email protected]ALVES, L. S. B.,
[email protected]CALDEIRA, A. B.,
[email protected]Military Institute of Engineering – Praça General Tibúrcio, 83 - 22290-270 - Rio de Janeiro RJ-Brazil
Federal University of Rio de Janeiro – Cx. Postal 68503 – 21945-970 – Rio de Janeiro RJ-Brazil
Abstract. In this work we analyzed the physical properties influence of different fuels in the performance and in the
exhaust gas emissions of a single cylinder diesel engine. The fuels utilized in the tests were: commercial diesel, palm
oil methyl ester obtained by transesterification/esterification process, and its blends with commercial diesel. The
physical properties utilized to evaluate the subject were: density, kinematic viscosity, and percentage of carbon,
hydrogen, nitrogen, sulfur, low heating value and cetane number.
Keywords: palm oil biodiesel, exhaust gas emission, engine performance
1. Introduction
Biodiesel is defined as the mono-alkyl esters of long chain fatty acids derived from vegetable oil or animal fats
(Rand, 2003; Sorensen et al., 2008). It can be classified as a combustible rather viscous liquid consisting of alkyl esters
of fatty acids derived from vegetable oil or cooking grease (Gibilisco, 2006). It is also described as fatty acid methyl
esters prepared from any kind of biological feedstock including vegetable oil, animal fat, single cells oil and waste
material (Stevens and Verhé, 2004). According to the American Society for Testing and Materials (ASTM) Standard
Specification for Biodiesel Fuel Blend Stock (B100) for Middle Distillate Fuels, biodiesel is defined as a mono alkyl
esters of long chain fatty acids derived from vegetable oils or animal fats, for use in compression-ignition diesel engines
(ASTM D6751-07b).
The mixture of biodiesel and petroleum diesel fuel, defined as biodiesel blends, is designated as (BX) where X
is the percentage of biodiesel, for example: (B20) is a blend of 20% of biodiesel and 80% of diesel fuel; (B100) is 100%
biodiesel; (B0) is 0% biodiesel (Rand, 2003; Sorensen et al., 2008).
Biodiesel and petroleum diesel have similar properties, hence, nearly all conventional diesel engines is able to
work fueled without any modification with blends from pure diesel up to B20 (Pahl G., McKibben B., 2008). Compared
to convectional diesel fuel, biodiesel has some disadvantages, such as: higher viscosity; lower energy content; higher
nitrogen oxide (NOx) emissions; slight reduce in performance; decrease in torque, power and fuel efficiency (Demirbas,
2008; Gibilisco, 2006).
Biodiesel also has some important advantages when compared to diesel fuel: biodiesel contains almost no
sulfur; is biodegradable, nontoxic and a natural lubricant. Added to diesel, it is able to increase the capacity of
lubrication and protect engine parts against premature wear or breakdown. Biodiesel has a high flashpoint, about 130ºC
(266ºF), so it not explode spontaneously or ignite under normal circumstance. This feature makes biodiesel much safer
to transport and store. Although biodiesel contains 10% less energy per gallon than convectional diesel fuel, it exhibits
almost the same performance compared to diesel fuel, because, beyond reduces engine friction between engine parts,
biodiesel useable energy is partially offset by approximately 7% increase in the combustion efficiency. The energy
balance ratio compares the energy require to grow or extract, process, and distribute a fuel to the energy stored in a fuel.
The energy balance ratio of biodiesel is nearly three times higher than of petroleum diesel (Tickell, J et al., 2006; Pahl
G., McKibben B., 2008). Biodiesel has others advantages, compared to conventional diesel fuel, such as: safer
portability, ready availability, renewability, biodegradability, higher centane number, flash point, cloud point and cold
filter plugging point (Demirbas, 2008; Kemp, 2005; Faiz, 1996). Since biodiesel comes from a renewable energy
source, its production and use as a replacement for fossil fuel provides three main benefits: reduces economic
dependence on petroleum oil; decreases gas emissions that cause the greenhouse effect; and diminishes the proliferation
of deceases caused by the pollution of the environment (Demirbas, 2009; Gibilisco, 2006; Gevorkian, 2006).
Analysis of the exhaust gas emission of diesel engines fueled with biodiesel, extracted from several researches,
showed similar results: most of them, about 85 %, have found NOx increases; 10 % have obtained the same level of
NOx emissions; and about 5% have showed some decrease in NOx emission. Concerning to CO, total hydrocarbon
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
(THC) and particulate matter (PM), tests results were more homogeneous: more than 90% presented a decrease in the
emissions and about 1 to 3% showed an increase (Lapuerta, 2008).
Although test results revealed a slight increase in the emission of nitrogen oxides (NOx), the replacement of
convectional diesel fuel by biodiesel promotes the reduction in the other components of exhaust gas emissions, such as:
carbon monoxide (CO), carbon dioxide (CO2) and particulate matter (PM) and sulfur dioxide (SO2), which is one of the
components that form acid precipitation.
The following paragraphs show relevant results from studies conducted on the performance and exhaust gas
emission of compression engines, fueled with diesel fuel, pure biodiesel (B100) and its blends with diesel fuel (BX)
reported in the literature.
Zheng et al. (2008) conducted experiments in a naturally-aspirated four-stroke single-cylinder DI diesel engine
coupled to a DC motoring dynamometer. The engine was modified to include exhaust gas recirculation (EGR),
sequential port-injection and intake air pre-heating. Test compared an ultra-low sulphur diesel fuel with three categories
of biodiesel (B100): soy, canola and yellow grease. Results showed that, without EGR and with the start of injection
(SOI) fixed, the biodiesel with CN similar to diesel fuel produced greater NOx emissions. Meanwhile, the biodiesel
with CN greater than that of diesel produced similar NOx emissions. The soot, CO and THC emissions were generally
lower for the biodiesel. It was observed in all fuels tested that, with the diesel engine operating at steady-state
conditions, as EGR was increased, NOx decreased. It was also observed that the soot increased with increasing EGR
until the ignition delay (τID) was prolonged by 50–70%. After this point, as the ignition delay was prolonged further, the
soot decreased with increasing EGR.
Almeida et al. (2002) studied the performance and the exhaust gas emissions of a naturally aspirated MWM
229 direct injection four-stroke, 70 kW diesel-generator, fuelled with preheated palm oil and diesel fuel. The tests
showed that, when the engine was operating with palm oil, exhaust temperature increased with load and specific fuel
consumption was almost 10% higher at low loads. It was also observed for both fuels that, increasing the load, the CO
emission also increased. Tests also showed that: the HC emissions of both fuels were low (up to 75% of the load) but
tended to increase at higher loads; NOx emissions increased as the load increased and, compared with diesel fuel, NOx
emissions were lower when the engine was fueled with palm oil; the levels of CO2 and O2 emissions were almost the
same, regardless the engine was operating with diesel or biodiesel; and the lowest CO emissions were obtained with
diesel.
Rakopoulos et al. (2006) conducted tests using diesel fuel, biodiesel and blends of vegetable oil in the
proportion of 10 and 20%. The biodiesel utilized in the test were: cottonseed oil methyl ester, soybean oil methyl ester,
sunflower oil methyl ester, rapeseed oil methyl ester and palm oil methyl ester. The vegetables oil utilized in the test
were: cottonseed oil, soybean oil, sunflower oil, corn oil and olive kernel oil. In the study was analyzed the performance
and the exhaust gases emissions of a naturally aspirated, DI diesel engine, coupled to an electric DC dynamometer. The
engine was operated at an angular velocity of 2000 rpm at medium and high loads. The results showed that biodiesel
blends emitted the lowest level of soot and CO emissions, followed by conventional diesel fuel and vegetable oil
blends. Compared to the conventional diesel fuel, the NOx emitted by all the biodiesel blends and vegetable blends
were slightly lower. It was also noted that the emission of NOx decreased with an increase in the percentage of the
biodiesel or vegetable in the diesel. Regarding HC emissions, all vegetable oil blends presented an increase compared to
conventional diesel fuel. Concerning all biodiesel blends, an increase was observed for the medium load case, but there
was no definite trend for the high load case. For high load case, all biodiesel blends and all vegetable oil blends
presented higher specific fuel consumption than convectional diesel fuel.
The objective of the present study is analyze the physical properties influence of different fuels in the
performance and in the exhaust gas emissions of a single cylinder diesel AGRALE M95, fueled with commercial diesel
fuel, palm oil biodiesel (B100) obtained by esterification/transesterification process, and its blends (B20) and (B50)
with commercial diesel. The physical properties utilized to evaluate the subject were: density, kinematic viscosity, and
percentage of carbon, hydrogen, nitrogen, sulfur, low heating value and cetane number.
2. MATERIAL AND METHOD
2.1 Commercial Diesel
The diesel fuel used in all tests reported in this work (commercial diesel) was purchased at gas station in Rio de
Janeiro city. This means that this fuel had 3% of biodiesel, as established by CNPE (National Energy Policy Council)
through Resolution Nº 2 of 13 March 2008, which states that, from 1 July 2008, the minimum percentage required for
the addition of biodiesel to diesel fuel, by volume, is 3%. All blends have been produced considering the percentage of
3% of biodiesel in the diesel oil.
2.2. Production process and specifications for palm oil biodiesel
2.2.1 Transesterification and esterification
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
Biodiesel fuel is rather viscous compared to diesel. Chemically is equivalent to fatty acid methyl esters or ethyl
esters, produced out of triacylglycerol (triglycerides) via transesterification or out of fatty acids via esterification.
Transesterification (alcoholysis) is a reversible reaction in which one ester is converted into another by
interchange of ester groups. In the reaction one mole of triglyceride oils contained in vegetable oils, animal fats, or
recycled greases, reacts with three moles of alcohol to form one mole of glycerol (glycerin) and three moles of the fatty
acid alkyl ester (biodiesel). In order to shift the equilibrium to the right, an alcohol, typically methanol is added in an
excess over the stoichiometric amount, but ethanol can also be use. The two main products, glycerol and fatty acid
methyl/ ethyl esters (FAME/FAEE), are hardly miscible and thus form separated phases: un upper ester phase and a
lower glycerol phase. Glycerin is used in many household products such as: cosmetics, plastics, lubricants, and
antifreeze. The representation of esterification chemical reaction is shown in figure 1. (Tickell, J et al., 2006; Soetaert
and Vandamme, 2009; Kader and Delseny, 2002).
CH2-OOC-R1 R1-COO-R CH2-OH
CH - OOC-R2 + 3CH3OH R2-COO-R + CH – OH
CH2-OOC-R3 R3-COO-R CH2-OH
Vegetable Oil Methanol Methyl Esters Glycerin
Figure 1. Representation of transesterification chemical reaction
Esterification is the process by which a fatty acid reacts with a mono-alcohol to form an ester. This reaction is
a typically equilibrium reaction, so to increase the yield of fatty acid alkyl esters it is necessary to use an excess of
alcohol or to remove one of the end products out of the equilibrium. The representation of esterification chemical
reaction is shown in figure 2.
H+
R1COOH + CH3OH R1COOCH3 + H2O
H+
R1COOH + C2H5OH R1COOC2H5 + H2O
Figure 2. Representation of esterification chemical reaction
The transesterification or esterification reaction requires heat and a strong base catalyst such as sodium
hydroxide (NaOH), commonly known as “caustic soda”, or potassium hydroxide (KOH) in order to increase the
reaction rate o cases catalysts are used (Soetaert and Vandamme, 2009; Kader and Delseny, 2002).
2.2.2 Palm Oil Biodiesel
The palm (Elaeis guineensis) is an African palm, which is suitable for tropical regions, with hot and humid
climate, high precipitation and is well distributed throughout the year. In a year it is able to produce about three to six
tons of oil per hectare. Moreover, it has the advantage of being a perennial culture, which means that there is no interval
between harvests. The palm produces fruits during the entire year (Ellstrand, Norman C., 2005).
The African palm produces two types of oil: palm oil and palm oil kernel. The first one is extracted from the
fleshy part of fruit and the latter is derived from the fruit kernel. Palm oil represents 10% of the raw material used to
manufacture biodiesel in the world (Pahl and McKibben, 2008).
In this work we utilized palm oil biodiesel from two different production processes: esterification called in this
work Palmdiesel (PO-E) and transesterification called in this work palm oil biodiesel (PO-T).
Palmdiesel was derived from the fleshy part of the palm fruit. It was produced through esterification from the
residue of palm distillation. Palmdiesel is a result of the partnership between UFRJ and Agropalma: this biodiesel was
patented by UFRJ (Federal University of Rio de Janeiro); and Agropalma S/A holds the exclusive right of production.
The process developed to produce it does not generate glycerin or soap. It was feasible because, in the
production process by esterification, a heterogeneous catalyst was utilized instead of KOH and NaOH.
Palmdiesel has higher cetane index compared to all types of biodiesel derived from vegetable. Its oxidative
stability is four times higher than biodiesel from soybean and it has higher lubricity than Diesel.
Palm oil biodiesel was produced in Chemistry Department of Military Institute of Engineering.
2.3. Fuel Properties
Cetane numbers of all the fuels employed in this work were obtained using the ASTM D613-01standard.
Procedures for obtaining the number of cetane were performed in the Thermal Engines Laboratory of COPPE/UFRJ,
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
using a single cylinder, four stroke cycle, variable compression, indirect injected diesel engine (CFR). The acid test was
performed in the Department of Chemistry of the Military Institute of Engineering (IME). Physical properties
characteristics of such fuel are reported in Table 1.
Table1. Fuel specifications of commercial diesel, PO-E, PO-T and their blends with commercial diesel
RESULT
CHARACTERISTIC METHOD
CD* B20-E B50-E B100-E B20-T B50-T B100-T
Cetane Number 48,8 19,7 56,1 59,3 52,1 54,4 60,3 ASTM D 613-01
Acid Number - - - 1,5 0,5 -
CD* Commercial Diesel
2.4 Engine and Instrumentation
2.4.1 Engine and Dynamometer
The tests were performed at the Thermal Engines Laboratory of COPPE/UFRJ. Table 2 and 3 shows the
characteristics of the engine and dynamometer, respectively.
Table 2. Engine diesel specifications
ENGINE AGRALE
Model M95
Type Water-cooled, 4 stroke
Dimension (L × W × H) 683 × 575 × 702 (mm)
Number of cylinders 1
Cylinder volume 0,744 dm3
Compression ratio 21,0:1
Bore × Stroke 95 × 105 mm
Valves per cylinder 2
Maximum torque NBR ISO 1585 4,2 mdaN at 2500 rpm
Baterry 12 V / 45 Ah
Injection system Direct injection
12,9 kW at 3000 rpm
Rated Power NBR ISO 1585
11,4 kW at 2600 rpm
Injection crank angle -17 º
Figure 2 shows a schematic representation of the equipments used in this work. The engine used during the
tests was coupled to a dynamometer of induction which brings a load cell for the engine torque measurements. Through
the control panel, the operator can set the dynamometer to control speed and load.
Table 3 - Dinamometer Specification
DINAMOMETER DYNAM
Model 66 DG
Serial Number 00279-1
Capacity 30 HP at 2700 rpm to 8000 rpm
3 GPM
Water Requirements 35 Psi (min)
100 Psi (max)
45,0 V
DC Excitation 2,0 A
17 Ω at 20 ºC
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
2.3.3 Balance
The amount of fuel consumed by the engine during testing was constantly monitored. This was possible
because a balance was used as a measuring system in which the fuel tank was located at. Fuel consumption was
calculated using a computer program that captured data from the balance every second. The data for consumption were
measured during one minute from the time the engine stabilizes. The technical characteristics of the balance are
reported in table 4.
Table 4 - Balance Specification
BALANCE OHAUS
Model ARD110
Measurement weights (g) : 4.1 kg
Weighing instruments type Inox weighing tray Counting
Accuracy (g) 100 mg
Tray dimension (mm) Diam. 18 cm
Stabilization time (s) 3s
Dimension (HxWxD) (mm) : 110x217x343 mm
2.4.4 Gas Analyzer
The gas analyzer MODAL 2010-AO from NAPRO, whose technical characteristics are reported in Table 5,
measures the concentration CO, CO2 and O2 in volume percentage (v% ) and the concentration of HC and NOx in parts
per million (ppm). The equipment uses a non-dispersive infrared system for determining the concentration of CO, CO2
and HC, and performs the measurement of O2 and NOx by electro-chemical cells. Furthermore, it is capable to measure
the angular speed and the temperature of engine lubricating oil. The air compressor cleans the line that collects exhaust
gases from the engine to the gas analyzer.
Table 5 - Gas Analyser MODAL 2010-AO specification
TYPE RESOLUTION ACCURACY GRADE
(1)
HC 1 ppm 12 ppm or 5% of the reading 0 - 2000 ppm
(1)
CO2 0,01% 0,06% or 5% of the reading 0 - 20 %
(1)
CO 0,1% 0,5% or 5% of the reading 0 - 15 %
(1)
O2 0,01% 0,1% or 5% of the reading 0 - 25 %
32 ppm in the range from de 0 to 1000 ppm
NOx 1 ppm 0 - 5000 ppm
60 ppm in the range from 1001 to 2000 ppm
120 ppm in the range from 2001 to 5000 ppm
(1)
The greatest value
2.5 Test Procedure
2.5.1 Local of the Experiments
The experiments were performed at sea level, with average ambient temperatures close to 300 K, relative
humidity of 70% and atmospheric pressure of 762 mm/Hg. The test area was divided into two compartments: control
section and equipment section. The control section contains the engine´s ignition system and four computers; each one
connected with a different device: the dynamometer, gas analyzer, opacimeter and balance. The equipment section
contains the dynamometer, the water tank, the air compressor, the opacimeter, the balance and other instruments
described in figure 2.
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
2 3 4
1
Fuel Tank Computer monitoring Computer monitoring Computer monitoring
the Balance the Opacimeter the Gas Analyzer
Computer monitoring the
Dynamometer
Balance
Dehumidifiers
Exhaust
gas filter
Dynamometer
Air
Compressor
Engine
Water
Tank
Figure 2. A schematic representation of the mechanism utilized for carry out the tests with diesel and biodiesel blends
2.5.2 Preliminary Measures
To maintain the regularity of the results, some procedures were adopted to improve result consistency:
i) Tests were conducted under the same condition of temperature, pressure and air relative humidity.
ii) Before beginning the tests, the engine ran at idle, for five minutes, to stabilize the temperatures of the engine
cooling water and lubricating oil.
2.5.3 Preventive Measures
iii) The test was interrupted and the data discarded whenever results did not achieve steady-state.
iv) When exchanging fuels, the engine ran for five minutes, with no data acquisition, to remove the residue of
the former fuel.
2.5.4 Performance Testing
The analysis of performance and exhaust gas emissions were performed using the instruments specified in item
2.3 and illustrated in figure 2. After being executed the preliminary measures described in section 2.4.2, the tests follow
the script described below:
i) The load and angular velocity applied to the engine were set by computer 1 through the software called Logs
DinMon, acquired from Logs Sistemas Eletrônicos Ltda. With this action, it was possible to obtain data for torque and
power, which were stored on the computer.
ii) The specific consumption was measured by the Balance OHAUS ARD110 that sent the data to be processed
by computer 2.
iii) The opacity of exhaust gases was measured by Opacimeter NAPRO NA-9000 that sent the data to be
processed by computer 3.
iv) The emissions of CO, CO2, HC, O2 and NOx produced by the engine were captured by the Gas Analyzer
NAPRO MODAL 2010-AO. The data for each type of emission were sent to computer 4 for processing.
v) The procedure, described previously, was performed employing four type of fuel: commercial diesel, palm
oil biodiesel (B100), and its blends with commercial diesel (B20) and (B50). For each fuel, the engine was subjected to
the angular velocities: 1500, 2000, 2500 rpm. For each angular velocity, the engine was subjected to 50% 75% of the
full load. It was also conducted a test with maximum load for each fuel type.
3. RESULTS AND DISCUSSION
The graphics showed in item 3 correspond to the results of the tests performed with the CI engine AGRALE
M95, fueled with commercial diesel, palm oil biodiesel (B100) obtained by transesterification/esterification process and
their blends B20 and B50 with commercial diesel. The experiment was conducted with the engine operating at variable
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
loads, as mentioned in item 2.4.4. The Diesel*, mentioned in the graphic, corresponds to commercial diesel, whose
details were described in item 2.1.
3.1 Specific Consumption
Specific consumption is defined as the fuel mass flow rate per unit of power produced (Johnston, 1992). When
using biodiesel and its blends, an increase on specific consumption is expected, compared to diesel fuel (Lapuerta,
2008). In this study, it was observed that the specific consumption of palm oil biodiesel and is blends were slightly
higher than commercial diesel, as is shown in figures 3.1.1.
Figure 3. Specific Fuel Consumption with the engine operating at 50% and 75% of full load
When the engine was operating with 50% of the full load, the specific consumption of biodiesel and its blends
increased about 4% compared to commercial diesel; operating with 75% of the full load, it is about 7% higher. The
average specific consumption of palm oil biodiesel (B100), compared to commercial diesel, was 6% higher on 50% of
full load and 9% higher on 75% of full load.
When the engine was operating with PO-E the specific consumption of biodiesel and its blends increased about
6% compared PO-T, as showed in figure 4.
Figure 4. Specific Fuel Consumption with the engine operating with PO-E and PO-T
3.2 CO2 Emissions
Adequate quantities of air and fuel, combined with a complete combustion would result in carbon dioxide
(CO2), nitrogen (N2) and water (H2O). However, complete combustion is generally impracticable to achieve unless the
reaction takes place under controlled situations, such as in a laboratory. Therefore, it is necessary to provide the correct
air/fuel ratio to reduce CO2 emissions. Because, even though CO2 is not directly damaging to humans, it is harmful to
environment and also contributes to global warming (Hillier, and Coombes, 2004. Available literature (Tickell, 2000;
Tickell, 2006; Feigon, 2003) indicate a considerable reduction in CO2 emissions when the engine is fueled with
biodiesel.
Figure 5 show that CO2 emissions from fuels B20, B50 and B100 whose levels varied between 1.8 and 3.2%,
while commercial diesel fuel had the lowest CO2 emission rates, below 2.1%.
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
Figure 5. CO2 Emission (%) concentration with the engine operating at 50%and 75% of full load at various speeds
When the engine was operating with PO-T the emissions of CO2 increased about 15% compared PO-T, as
showed in figure 6.
Figure 6. CO2 Emission (%) concentration with the engine operating with PO-t and PO-E
3.3 NOx Emissions
NOx emissions are generated when nitrogen is burned, or oxidized. As the air is composed by 78% nitrogen,
any engine, regardless of the fuel type or the characteristic of engine, will produce some level of NOx.
Favored by the temperature levels and the local supply oxygen, most of the NOx found in exhaust gas of diesel
engines is produced in the lean flame region, where either micro volume combustion occurs or independent flames
propagate (Gruden, 2003; Sengupta, 1989; Tickell, 2000; Faiz, 1996b).
Most of the literature states that NOx emissions from biodiesel and their blends are higher when compared to
diesel (Lapuerta, 2008). Results showed that NOx emissions were higher when engine operated with palm oil biodiesel
and its blends compared to commercial diesel when engine was operating with 50% of the load. However, when the
engine was operating with 75% of the load, the emission of NOx from biodiesel and their blends were lower, as shown
in figure 5.
Figure 7. NOx concentration with the engine operating at 50% and 75% of full load
When the engine was operating with PO-T the emissions of CO2 increased about 7% compared PO-T, as
showed in figure 6.
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
Figure 7. NOx concentration with the engine operating at 50% and 75% of full load at various speeds
3.4 Cetane number
Cetane number is a measurement of the combustion quality of fuel during compression ignition. It measures
the ignition delay of the fuel which is defined as the time period between the start of injection and start of combustion
(ignition) of the fuel. In a particular diesel engine, higher cetane fuels will have shorter ignition delay periods than
lower cetane fuels. Figure 8 show the effect of PO-E and PO-t fuel cetane number on ignition delay of the engine M95
AGRALE.
Figure 8. Effect of fuel cetane number on ignition delay in the M95 AGRALE engine operating at 50% and 75% of full
load at various speeds
4. ACKNOWLEDGEMENTS
The authors would like to thank to FAPERJ, CNPq, CAPES and the Brazilian Army, which made this study
possible; to Mr. Heitor Luz Neto and Mr. Álvaro José B. Barreto from INT, which allowed the monitoring of the tests
of fuel physicochemical characteristics realized under their facilities; to the Professors Carlos R. P. Belchior and
Albino J. K. Leiroz, for having permitted the use of facilities at COPPE / UFRJ to perform the experiments; to Mr.
Ivanildo M. Souza, Mr. Ithamar R. Rangel, Mr. Pedro P. Pereira and Mr. Nauberto R. Pinto for the cooperation and the
technical support of equipment used in the tests; to the Chemistry Department for the support expended by Ms. Claudia
R. Machado.
5. CONCLUSION
The specific consumption is directly related to the heat value of a fuel. The higher the heat values of fuel, the
lower the specific consumption. As was expected, at all loads, biodiesel and its blends with commercial diesel showed
higher specific consumption since these fuels have lower heat value compared to diesel.
Test results indicate that commercial diesel fuel shows the lowest specific fuel consumption, followed by
mixtures B20, B50, and finally, B100. It can also be observed that increasing the percentage of biodiesel in the mixture
with commercial diesel, causes an increase in specific consumption. On maximum load, the average specific
consumption of biodiesel and its blends is 6% higher compared to commercial diesel. This occurs because the biodiesel
have less energy than the diesel.
Nitrogen oxide is an inert gas that takes part in the combustion process. But, in presence of high temperatures,
nitrogen and oxygen are combined forming oxides of nitrogen (NOx). Therefore, NOx emission is directly related to the
temperature of combustion chamber.
Proceedings of COBEM 2009 20th International Congress of Mechanical Engineering
Copyright © 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil
As it was expected, tests show an increasing in NOx emissions when engine was fuelled with biodiesel and its
blends with commercial diesel. Partly due the biodiesel higher cetane number which causes a shorter ignition delay and
higher combustion temperature.
Despite the available literature indicate a considerable reduction in CO2 emissions when the engine is fueled
with biodiesel, our tests show different results: CO2 emissions of palm oil biodiesel and its blends were higher
compared with commercial diesel fuel, as reported in figure 4.
During the tests, it was difficult to obtain data on the engine operating with angular speed of 1500 rpm and
torque of 30 Nm. In this situation, the engine has considerable instability regardless of the fuel used.
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7. RESPONSIBILITY NOTICE
The author(s) is (are) the only responsible for the printed material included in this paper.
