(1)

*K*

<sup>+</sup> <sup>=</sup> <sup>1</sup>

*r*

*t L*

The final step to obtain a refined biodiesel oil was to leave the produced biodiesel

sulfuric acid and other impurities in the upper layer were drained.

hydroxide (KOH) at 80°C for 2 hours and a stirring speed of 400 r/min.

in a separation funnel overnight, for the reaction to end. This process required 12 hours to finish reacting before the lower layer of impurities can be discarded.

employed at 100°C under vacuum for 1 hour and 20minutes.

*Properties of diesel and WPPO before processing into biodiesel properties.*

**2.3 WPPO fatty acid composition**

determine the carrier gas linear velocity.

K is the retention factor (constant). μ is the carrier gas linear velocity.

by the result the GC–MS spectrum result in **Table 4**.

compound.

**Table 1.**

Where.

tr is the retention time. L is the column height.

**86**

*Showing GC–MS operating conditions during the experiment.*


#### **Table 3.**

*FT-IR WPPO indicated compounds of pyrolysis biodiesel oil.*


**Table 4.** *Elemental fatty acid composition of WPPO.*

#### *Internal Combustion Engine Technology and Applications of Biodiesel Fuel*


**Table 5.**

*List of equipment used in the experiment.*

#### **2.4 WPPO properties analysis**

In order to determine the physicochemical properties of the WPPO biodiesel Characterization tests were conducted based on the requirements and standards of ASTM D6751. Under this section, the following numbers were calculated using the fatty acid composition and empirical Equations [48, 49]. This included the saponification number, the cetane number and the iodine number. The saponification value is according to Eq. (2):

$$\text{SNN} = \Sigma \frac{\mathbf{560} \times \mathbf{A}\_i}{\mathbf{M} \mathbf{W}\_i} \# \tag{2}$$

The iodine value is according to Eq. (3):

$$IV = \Sigma \frac{254 \times D \times A\_i}{MW\_i} \neq \tag{3}$$

**89**

**Table 6.**

**Figure 2.**

the engine specification.

*Experimental engine specifications.*

*Assessing the Effects of Engine Load on Compression Ignition Engines Using Biodiesel Blends*

**Parameters Position value** Ignition type 4 (Stroke)DICI Number of cylinders 4 in-line Cooling medium Water Manufacturer Iveco Revolutions per minute 2000 Brake power 43.40 kW@2000 Cylinder bore 104 mm Piston stroke 115 mm Compression ratio 17:1 Connecting-rod length 234 Engine capacity 2500 cc Dynamometer make 234 Injection timing 12 bTDC ֯ Maximum torque 206.9 Nm @1500 Injection pressure 250–272 Bar

equivalent to 50% engine load. For intermediate speeds two speeds are chosen as 1500 r/min and full load at 2000 r/min for Mode 2 as 75% and 100% engine load equivalents respectively. For engine load the dynamometer is fitted with a screw type loading device enabling each load to be synchronized with the intended engine speed targeted. **Figure 2** shows the schematic of the test engine and **Table 6** shows

*DOI: http://dx.doi.org/10.5772/intechopen.95974*

*Schematic diagram of the engine testing and equipment.*

The cetane index number is according to Eq. (4):

$$\text{CNV} = 46.3 + \frac{5458}{\text{SN}} - \left(0.22 \times IV\right) \text{\*}\tag{4}$$

Where:

*A*i is the weight percentage of each fatty acid component.

*D* is the number of double bonds in each fatty acid.

*MW*i is the molecular weight.

To ensure proper mixing and blending of the various ratios during the experiment homogenous mixing equipment was used at speeds of 1800 r/min to 2000 r/min.

#### **2.5 Engine testing and performance analysis**

The engine test was conducted on a four-cylinder Iveco diesel dual fuel engine. To help in the analysis of the engine pressure, sensors and crankshaft position sensor and encoder were used. The aim of these two sensors was to provide the incylinder pressure in relation to the crankshaft position variation, using LabVIEW software. Combustion data was obtained, and graphs sketched.

The engine was coupled to a mechanical dynamometer with idling positions set at 500 r/min considered to be equivalent to 25% load, 1000 r/min for Mode 1 *Assessing the Effects of Engine Load on Compression Ignition Engines Using Biodiesel Blends DOI: http://dx.doi.org/10.5772/intechopen.95974*

#### **Figure 2.**

*Internal Combustion Engine Technology and Applications of Biodiesel Fuel*

**Property Equipment Standard** Kinematic viscosity SVM 4000 (Anton Paar, UK) ASTM D445 Flash point NPM 550 (Norma lab, France) ASTM D93 Oxidation stability 900 Rancimat (Metrohm, Switzerland) ASTM D14112 CP/PP NTE 500 (Norma lab, France) ASTM D2500 Carbon residue NMC 440 (Norma lab, France) ASTM D4530 Total sulfur 5000 MULTI-EA (AJ Germany) ASTM D5433 Calorific value C 2500 basic calorimeter (IKA, UK) ASTM D240 Density SVM 3500 (Anton Paar, UK) ASTM D1298

In order to determine the physicochemical properties of the WPPO biodiesel Characterization tests were conducted based on the requirements and standards of ASTM D6751. Under this section, the following numbers were calculated using the fatty acid composition and empirical Equations [48, 49]. This included the saponification number, the cetane number and the iodine number. The saponification value

> *<sup>A</sup> SN MW* <sup>×</sup> = ∑<sup>560</sup>

*D A IV MW* × × = ∑<sup>254</sup>

*CN* ( *IV* ) *SN* =+ − ×

To ensure proper mixing and blending of the various ratios during the experiment homogenous mixing equipment was used at speeds of 1800 r/min to

The engine test was conducted on a four-cylinder Iveco diesel dual fuel engine.

The engine was coupled to a mechanical dynamometer with idling positions set at 500 r/min considered to be equivalent to 25% load, 1000 r/min for Mode 1

To help in the analysis of the engine pressure, sensors and crankshaft position sensor and encoder were used. The aim of these two sensors was to provide the incylinder pressure in relation to the crankshaft position variation, using LabVIEW

*i i*

*i i*

<sup>5458</sup> 46.3 0.22 # (4)
