**5. Results and discussion**

#### **5.1 Phase – I selection of best emulsified fuel ratio (performance, emission and combustion)**

Figure 2 shows the variation of brake thermal efficiency. All the emulsified fuel ratios have given the best efficiency than the diesel fuel. The difference in the value of the brake thermal efficiency at 5 kW between the emulsified fuel ratio of 50D: 50E and diesel fuel is 6.6%. This is due to more quantity of oxygen enriched air present in ethanol fuel than in diesel fuel. (Presence of volume of air in ethanol and diesel fuel is 4.3–19 and 1.5–8.2 respectively). The possible reason for this increase in efficiency is that, ethanol contains oxygen atoms, which are freely available for combustion, (Naveen Kumar., et.al., 2004). The oxygen present in ethanol

Role of Emulsified Fuel in the Present IC Engines –

Fig. 3. Variation of Specific Fuel Consumption

Fig. 4. Variation of Smoke Density

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 17

Also if ethanol mixes with any ratio with the diesel fuel, it emits more heat release. Considering the point of heating value, the difference between ethanol and diesel fuel is very small. This is adjusted by the higher latent heat of evaporation of ethanol. Even though the heating value of the ethanol fuel is less with the diesel fuel, the combustion takes place properly by the increased value of the latent heat of ethanol fuel. From this, it is understood that ethanol concentration is directly proportional to the heat release. At the rated output, heat release rate is the highest with ethanol–diesel operation due to enhancement of the premixed combustion phase. Normally, the rate of heat release depends largely on the turbulence intensity and also on the reaction rate, which is dependent on the mixture composition. Hence, 50D: 50E, 60D: 40E, 70D: 30E, 80D: 20E, 90D: 10E and finally the diesel

fuel have taken the heat release rate based on the ethanol concentration.

generally improves the brake thermal efficiency, when it is mixed with neat diesel. Due to this reason, the brake thermal efficiency increases as concentration of ethanol is increased.

Fig. 2. Variation of Brake Thermal Efficiency

Figure 3. shows the variation of brake power verse SFC. SFC takes lower values for the emulsified fuels than the diesel fuel. This is because of the reduction of the energy content due to addition of ethanol, (Tsukahara, M and Yoshimoto, Y., 1992). Since, the energy content is low for ethanol, when it is mixed with diesel, it makes the emulsified fuel mixture to get poor in energy content. Also, the heating value of ethanol is lower, when compared to diesel. Due to this reason, the SFC is lower for the emulsified fuel ratio 50D: 50E.

As the brake thermal efficiency and SFC are inverse, the two basic parameters are most essential for a good performance of an engine. This could be achieved by the emulsified fuel ratio 50D: 50E. Therefore, the performance of the engine will be good, if it is run with emulsified fuel.

All the emulsified fuel ratios have taken less values of SD than the diesel fuel. The least value is taken by the emulsified fuel ratio 50D: 50E as shown in the figure 4. The reason is, addition of ethanol causes decrease in smoke level because of the better mixing of the air and fuel and increase in OH radical concentration, (K.A.Subramanian., A.Ramesh, 2001). Also, smoke emission of the ethanol–in-diesel fuel emulsion is lower than those obtained with neat diesel fuel because of the soot free combustion of ethanol under normal diesel engine operating conditions. Hence, as the ethanol concentration increases, the smoke density decreases.

All the emulsified fuels emit higher range of NOx than diesel fuel. Masahiro et al., (1997) have stated that generally alcohol/diesel fuel emulsion causes higher NOx emission because of the cetane–depressing properties of alcohol. Ethanol–diesel fuel emulsion causes high NOx emission because of low cetane number of ethanol. Low cetane number leads the fuel to increase the ignition delay and greater rates of pressure rise, resulting in higher peak cylinder pressures and high peak combustion temperatures. This high peak temperature increases NOx emission, (Masahiro Ishida,et.al., 1997). From the experiment, it is observed that as ethanol content increases, emission of NOx also increases.

Fig. 3. Variation of Specific Fuel Consumption

generally improves the brake thermal efficiency, when it is mixed with neat diesel. Due to this

Figure 3. shows the variation of brake power verse SFC. SFC takes lower values for the emulsified fuels than the diesel fuel. This is because of the reduction of the energy content due to addition of ethanol, (Tsukahara, M and Yoshimoto, Y., 1992). Since, the energy content is low for ethanol, when it is mixed with diesel, it makes the emulsified fuel mixture to get poor in energy content. Also, the heating value of ethanol is lower, when compared to

As the brake thermal efficiency and SFC are inverse, the two basic parameters are most essential for a good performance of an engine. This could be achieved by the emulsified fuel ratio 50D: 50E. Therefore, the performance of the engine will be good, if it is run with

All the emulsified fuel ratios have taken less values of SD than the diesel fuel. The least value is taken by the emulsified fuel ratio 50D: 50E as shown in the figure 4. The reason is, addition of ethanol causes decrease in smoke level because of the better mixing of the air and fuel and increase in OH radical concentration, (K.A.Subramanian., A.Ramesh, 2001). Also, smoke emission of the ethanol–in-diesel fuel emulsion is lower than those obtained with neat diesel fuel because of the soot free combustion of ethanol under normal diesel engine operating

All the emulsified fuels emit higher range of NOx than diesel fuel. Masahiro et al., (1997) have stated that generally alcohol/diesel fuel emulsion causes higher NOx emission because of the cetane–depressing properties of alcohol. Ethanol–diesel fuel emulsion causes high NOx emission because of low cetane number of ethanol. Low cetane number leads the fuel to increase the ignition delay and greater rates of pressure rise, resulting in higher peak cylinder pressures and high peak combustion temperatures. This high peak temperature increases NOx emission, (Masahiro Ishida,et.al., 1997). From the experiment, it is observed

conditions. Hence, as the ethanol concentration increases, the smoke density decreases.

that as ethanol content increases, emission of NOx also increases.

diesel. Due to this reason, the SFC is lower for the emulsified fuel ratio 50D: 50E.

reason, the brake thermal efficiency increases as concentration of ethanol is increased.

Fig. 2. Variation of Brake Thermal Efficiency

emulsified fuel.

Fig. 4. Variation of Smoke Density

Also if ethanol mixes with any ratio with the diesel fuel, it emits more heat release. Considering the point of heating value, the difference between ethanol and diesel fuel is very small. This is adjusted by the higher latent heat of evaporation of ethanol. Even though the heating value of the ethanol fuel is less with the diesel fuel, the combustion takes place properly by the increased value of the latent heat of ethanol fuel. From this, it is understood that ethanol concentration is directly proportional to the heat release. At the rated output, heat release rate is the highest with ethanol–diesel operation due to enhancement of the premixed combustion phase. Normally, the rate of heat release depends largely on the turbulence intensity and also on the reaction rate, which is dependent on the mixture composition. Hence, 50D: 50E, 60D: 40E, 70D: 30E, 80D: 20E, 90D: 10E and finally the diesel fuel have taken the heat release rate based on the ethanol concentration.

Role of Emulsified Fuel in the Present IC Engines –

Fig. 7. Comparison of Heat Release Rate at 100% load

Fig. 8. P- for various fuels at 50 % Load condition

Figure 10 shows the comparison of brake thermal efficiency for all oxygen enriched additives added emulsified fuels DME, DEE and H2O2. Normally the oxygen enriched additives added emulsified fuels give greater brake thermal efficiency, because of their in higher cetane number. Higher cetane reduces the self-ignition temperature, which in turn reduces the delay period and results in smoother engine operation. Result of the longer

80D: 30E, 90D: 20E and diesel fuel.

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 19

fuel involved in pre mixed combustion, which increases with longer ignition delay, (Tsukahara, M., et.al., 1982). Hence, the order is in the form of 50D: 50E, 60D: 40E, 70D: 30E,

Fig. 5. Variation of Oxides of Nitrogen (NOx)

Fig. 6. Comparison of Heat Release Rate at 50% load

Figures 9 and 10 show the comparison of cylinder pressure at 50% and 100% load conditions. In general, there is no such significant change between the emulsified fuel and pure diesel. But there is a small rise in pressure caused by the emulsified fuel in both the cases. Basically, the pressure rise depends on the duration of the delay period. As the cetane number increases, the delay period decreases. Since ethanol has low cetane number, the ignition delay period is longer for emulsified fuel ratios (Cetane Number: for ethanol is 8 & diesel fuel is 50). This longer ignition delay helps to reach a high peak pressure to produce more work output during the expansion stroke. Due to this reason, the emulsified fuel ratios show higher pressure rise than diesel fuel. Also, the pressure rise is due to the amount of

Fig. 5. Variation of Oxides of Nitrogen (NOx)

Fig. 6. Comparison of Heat Release Rate at 50% load

Figures 9 and 10 show the comparison of cylinder pressure at 50% and 100% load conditions. In general, there is no such significant change between the emulsified fuel and pure diesel. But there is a small rise in pressure caused by the emulsified fuel in both the cases. Basically, the pressure rise depends on the duration of the delay period. As the cetane number increases, the delay period decreases. Since ethanol has low cetane number, the ignition delay period is longer for emulsified fuel ratios (Cetane Number: for ethanol is 8 & diesel fuel is 50). This longer ignition delay helps to reach a high peak pressure to produce more work output during the expansion stroke. Due to this reason, the emulsified fuel ratios show higher pressure rise than diesel fuel. Also, the pressure rise is due to the amount of fuel involved in pre mixed combustion, which increases with longer ignition delay, (Tsukahara, M., et.al., 1982). Hence, the order is in the form of 50D: 50E, 60D: 40E, 70D: 30E, 80D: 30E, 90D: 20E and diesel fuel.

Fig. 7. Comparison of Heat Release Rate at 100% load

Fig. 8. P- for various fuels at 50 % Load condition

Figure 10 shows the comparison of brake thermal efficiency for all oxygen enriched additives added emulsified fuels DME, DEE and H2O2. Normally the oxygen enriched additives added emulsified fuels give greater brake thermal efficiency, because of their in higher cetane number. Higher cetane reduces the self-ignition temperature, which in turn reduces the delay period and results in smoother engine operation. Result of the longer

Role of Emulsified Fuel in the Present IC Engines –

Fig. 10. Comparison of Brake Thermal Efficiency

Fig. 11. Comparison of Specific Fuel Consumption

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 21

ignition delay leads to a rapid increase in premixed heat release rate that affects brake thermal efficiency favorably. Also, the oxygen present in ethanol generally improves the brake thermal efficiency, when it is mixed with neat diesel (Dr.V.Ganesan). Based on this, the following oxygen enriched additives added emulsified fuels, take the role in the descending order of DME, DEE and H2O2. The maximum efficiency given by DME is 37.87%, at the maximum load condition. But considerable attention has to be given for the materials' compatibility and corrosiveness.

Fig. 9. P- for various fuels at 100 % Load condition

#### **5.2 Phase – II & III best selected oxygen enriched additive and surfactant addition (performance and emission)**

From figure 11, the SFC values are lower for all the fuels. Even though there is not much variation in the values, the order taken from minimum to maximum is the oxygen enriched emulsified fuels DME, DEE and H2O2 respectively. This is based on the energy content of the fuel. Normally, ethanol has less energy content than the diesel fuel. Based on this, the oxygen enriched emulsified fuel shows less value of SFC. Also, DME has the property of less energy content value than ethanol, (Cherng-Yuan Lin., et.al., 2004). Hence less SFC for the DME added emulsified fuel is found than in the other fuels. The least value obtained by DME, at the maximum load condition is 0.249 kg/kW-hr.

Figure 12 shows the comparison of SD, for all oxygen enriched additive added emulsified fuel. The order taken in the form of minimum to maximum is DME, DEE and H2O2 respectively. This is due to the better mixing of the air. Addition of ethanol causes decrease in smoke level and fuel and increase in OH radical concentration. The effect of fuel droplets vaporization plays a vital role with particular attention given for the oxygen content in the fuel as related to smoke density, (K.A.Subramanian. and A.Ramesh 2001). Because, oxygen enriched additives have more oxygen in nature, which lead to increase OH radical concentration and oxygen content in the additive improves the fuel droplet size to get more vaporization. The least value obtained by DME is 46 HSU at maximum load condition.

ignition delay leads to a rapid increase in premixed heat release rate that affects brake thermal efficiency favorably. Also, the oxygen present in ethanol generally improves the brake thermal efficiency, when it is mixed with neat diesel (Dr.V.Ganesan). Based on this, the following oxygen enriched additives added emulsified fuels, take the role in the descending order of DME, DEE and H2O2. The maximum efficiency given by DME is 37.87%, at the maximum load condition. But considerable attention has to be given for the

**5.2 Phase – II & III best selected oxygen enriched additive and surfactant addition** 

From figure 11, the SFC values are lower for all the fuels. Even though there is not much variation in the values, the order taken from minimum to maximum is the oxygen enriched emulsified fuels DME, DEE and H2O2 respectively. This is based on the energy content of the fuel. Normally, ethanol has less energy content than the diesel fuel. Based on this, the oxygen enriched emulsified fuel shows less value of SFC. Also, DME has the property of less energy content value than ethanol, (Cherng-Yuan Lin., et.al., 2004). Hence less SFC for the DME added emulsified fuel is found than in the other fuels. The least value obtained by

Figure 12 shows the comparison of SD, for all oxygen enriched additive added emulsified fuel. The order taken in the form of minimum to maximum is DME, DEE and H2O2 respectively. This is due to the better mixing of the air. Addition of ethanol causes decrease in smoke level and fuel and increase in OH radical concentration. The effect of fuel droplets vaporization plays a vital role with particular attention given for the oxygen content in the fuel as related to smoke density, (K.A.Subramanian. and A.Ramesh 2001). Because, oxygen enriched additives have more oxygen in nature, which lead to increase OH radical concentration and oxygen content in the additive improves the fuel droplet size to get more vaporization. The least value obtained by DME is 46 HSU at maximum load condition.

materials' compatibility and corrosiveness.

Fig. 9. P- for various fuels at 100 % Load condition

DME, at the maximum load condition is 0.249 kg/kW-hr.

**(performance and emission)** 

Fig. 10. Comparison of Brake Thermal Efficiency

Fig. 11. Comparison of Specific Fuel Consumption

Role of Emulsified Fuel in the Present IC Engines –

Fig. 13. Comparison of Oxides of Nitrogen

Fig. 14. Comparison of Maximum Cylinder Pressure

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 23

Figure 13 shows the comparison of the NOx emission, for various oxygen enriched additives added emulsified fuels, with the selected ratio of 50D: 50E. All the emulsified fuels emit higher range of NOx than diesel fuel. Masahiro et al., (1997) have stated that generally alcohol/diesel fuel emulsion causes higher NOx emission because of the cetane-depressing properties of alcohol. Normally, surfactant added emulsified fuels emit higher NOx than diesel fuel, because of its low cetane number, (M.P.Ashok 2007). Low cetane number leads the fuel to increase ignition delay and greater rates of pressure rise, resulting in higher peak cylinder pressures and high peak combustion temperatures. This high peak temperature increases NOx emission, (Masahiro Ishida 1997). But in the case of all oxygen enriched additives added emulsified fuels with the selected ratio of 50D: 50E less NOx is emitted. It is because all the oxygen enriched additives have higher value of cetane number. Based on the higher cetane number the order takes place from minimum to maximum of DME, DEE and H2O2.

Fig. 12. Comparison of Smoke Density

Figure. 14 shows the comparison of maximum cylinder pressure, for different oxygen enriched additives DME, DEE and H2O2, with selected emulsified fuel ratio of 50D: 50E. Basically, the pressure rise depends on the duration of the delay period. As the cetane number increases, the delay period decreases. Since ethanol blending with oxygenated additives (quantity of additive added getting changed–by volume basis) has high cetane number, ignition delay period is shorter for additive added emulsified fuels, (Tsukahara, M. 1982). Based on this reason, the order taken from minimum to maximum is DME, DEE and H2O2.

Fig. 13. Comparison of Oxides of Nitrogen

Figure 13 shows the comparison of the NOx emission, for various oxygen enriched additives added emulsified fuels, with the selected ratio of 50D: 50E. All the emulsified fuels emit higher range of NOx than diesel fuel. Masahiro et al., (1997) have stated that generally alcohol/diesel fuel emulsion causes higher NOx emission because of the cetane-depressing properties of alcohol. Normally, surfactant added emulsified fuels emit higher NOx than diesel fuel, because of its low cetane number, (M.P.Ashok 2007). Low cetane number leads the fuel to increase ignition delay and greater rates of pressure rise, resulting in higher peak cylinder pressures and high peak combustion temperatures. This high peak temperature increases NOx emission, (Masahiro Ishida 1997). But in the case of all oxygen enriched additives added emulsified fuels with the selected ratio of 50D: 50E less NOx is emitted. It is because all the oxygen enriched additives have higher value of cetane number. Based on the higher cetane

number the order takes place from minimum to maximum of DME, DEE and H2O2.

Figure. 14 shows the comparison of maximum cylinder pressure, for different oxygen enriched additives DME, DEE and H2O2, with selected emulsified fuel ratio of 50D: 50E. Basically, the pressure rise depends on the duration of the delay period. As the cetane number increases, the delay period decreases. Since ethanol blending with oxygenated additives (quantity of additive added getting changed–by volume basis) has high cetane number, ignition delay period is shorter for additive added emulsified fuels, (Tsukahara, M. 1982). Based on this

reason, the order taken from minimum to maximum is DME, DEE and H2O2.

Fig. 12. Comparison of Smoke Density

Fig. 14. Comparison of Maximum Cylinder Pressure

Role of Emulsified Fuel in the Present IC Engines –

Fig. 16. Variation of Brake Thermal Efficiency

Fig. 17. Variation of Specific Fuel Consumption

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 25

The variation of SFC is shown in figure 17. In this diesel fuel takes the maximum value than the remaining two fuels. This is because of the reduction of the energy content due to addition of water and ethanol, (Moses.C.A.,et.al., 1980). Already the ethanol fuel has less energy content and in addition to that if water is mixed with the emulsified fuel, it leads to very poor energy content of the fuel. Hence diesel fuel has attained the maximum value but the rest of places are attained by the emulsified fuels, according to the percentage of water addition. Also, the latent heat of vaporization of ethanol is high, when compared with diesel fuel. The addition of water reduces the latent heat of vaporization of the emulsified fuel.

Comparison of heat release for the different oxygen enriched additives, with selected emulsified fuel ratio of 50D: 50E is shown in figure. 15. This is due to the higher and lower values of latent heat of evaporation of ethanol and diesel fuel respectively (Latent heat of evaporation: Ethanol–840 kJ/kg; Diesel–300 kJ/kg). At the rated output, heat release rate is the highest with ethanol-diesel operation due to enhancement of the premixed combustion phase, (Ajav. E.A, 1998). But the oxygen enriched additives DME, DEE and H2O2 added emulsified fuels have released minimum heat for the selected emulsified fuel ratio of 50D: 50E. In the case of oxygen enriched additives based emulsified fuels have more cetane number. Blending of additive and diesel leads to higher cetane number. Higher cetane number reduces the self-ignition temperature and hence emits less heat. Hence the oxygen enriched additive added emulsified fuels release less heat. Normally, the rate of heat release depends largely on the turbulence intensity and also on the reaction rate, which is dependent on the mixture composition. Based on these reasons, the order taken from maximum to minimum is H2O2, DEE and DME.

Fig. 15. Comparison of Heat Release Rate

#### **5.3 Phase – IV addition of water fuel to the selected oxygen enriched additive and surfactant (performance and emission)**

Figure 16 shows the variation of Brake Thermal Efficiency. There is no such output variation in the lower load condition. But at the middle and higher output level, there is a small variation. This is due to more quantity of oxygen enriched air present in ethanol fuel than in diesel fuel and the presence of oxygen content in water, (M.Abu-Zaid., 2004). Also, higher cetane number of diesel fuel leads to decrease in the delay period and causes reduced selfignition temperature. Based on this, the variation is taken in the middle and the higher load conditions. The difference between the diesel fuel and the 10% water added emulsified fuel is 1.03% at 5.2 kW load condition.

Fig. 16. Variation of Brake Thermal Efficiency

Comparison of heat release for the different oxygen enriched additives, with selected emulsified fuel ratio of 50D: 50E is shown in figure. 15. This is due to the higher and lower values of latent heat of evaporation of ethanol and diesel fuel respectively (Latent heat of evaporation: Ethanol–840 kJ/kg; Diesel–300 kJ/kg). At the rated output, heat release rate is the highest with ethanol-diesel operation due to enhancement of the premixed combustion phase, (Ajav. E.A, 1998). But the oxygen enriched additives DME, DEE and H2O2 added emulsified fuels have released minimum heat for the selected emulsified fuel ratio of 50D: 50E. In the case of oxygen enriched additives based emulsified fuels have more cetane number. Blending of additive and diesel leads to higher cetane number. Higher cetane number reduces the self-ignition temperature and hence emits less heat. Hence the oxygen enriched additive added emulsified fuels release less heat. Normally, the rate of heat release depends largely on the turbulence intensity and also on the reaction rate, which is dependent on the mixture composition. Based on these reasons, the order taken from

**5.3 Phase – IV addition of water fuel to the selected oxygen enriched additive and** 

Figure 16 shows the variation of Brake Thermal Efficiency. There is no such output variation in the lower load condition. But at the middle and higher output level, there is a small variation. This is due to more quantity of oxygen enriched air present in ethanol fuel than in diesel fuel and the presence of oxygen content in water, (M.Abu-Zaid., 2004). Also, higher cetane number of diesel fuel leads to decrease in the delay period and causes reduced selfignition temperature. Based on this, the variation is taken in the middle and the higher load conditions. The difference between the diesel fuel and the 10% water added emulsified fuel

maximum to minimum is H2O2, DEE and DME.

Fig. 15. Comparison of Heat Release Rate

**surfactant (performance and emission)** 

is 1.03% at 5.2 kW load condition.

The variation of SFC is shown in figure 17. In this diesel fuel takes the maximum value than the remaining two fuels. This is because of the reduction of the energy content due to addition of water and ethanol, (Moses.C.A.,et.al., 1980). Already the ethanol fuel has less energy content and in addition to that if water is mixed with the emulsified fuel, it leads to very poor energy content of the fuel. Hence diesel fuel has attained the maximum value but the rest of places are attained by the emulsified fuels, according to the percentage of water addition. Also, the latent heat of vaporization of ethanol is high, when compared with diesel fuel. The addition of water reduces the latent heat of vaporization of the emulsified fuel.

Fig. 17. Variation of Specific Fuel Consumption

Role of Emulsified Fuel in the Present IC Engines –

possible by using the water added emulsified fuel.

**and its parts dealing with emulsified fuel** 

performance of the engine gets increased.

Fig. 20. Different layers of deposition based on Alodine EC coating

temperature operations.

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 27

The variation of NOx is shown in figure 19. The low cetane depressing properties cause an increase in ignition delay and greater rates of pressure rise, resulting in high peak cylinder pressure and high peak combustion temperatures. The peak temperature always increases the NOx formation, (Masahiro Ishida and Zhi-Li Chen., 1994). Based on the above statement, the emulsified fuel emits more NOx. But in this experiment water is added to the emulsified fuel. Normally water addition reduces temperature. Hence NOx value gets decreased based on the peak combustion temperature reduction. From the above, the order is diesel fuel, emulsified fuel (5% H2O addition) and finally emulsified fuel (10% H2O addition). The difference between diesel fuel and the emulsified fuel (10% H2O addition) at the maximum load condition is around 164 ppm. From the above, it is understood that NOx reduction is

**5.4 Phase–V Alodine EC ethanol corrosion resistant coating for fuel injection system** 

The Alodine Electro Ceramic (EC) Corrosion Resistance Coating is the best solution for protecting the engine parts against corrosion. Presently the prepared emulsified fuel is more corrosive in nature and for that alodine EC corrosion resistant is the best solution. Application of alodine EC coating is cheaper and will be the best solution for corrosion. Particularly, the alodine EC coating could be applied to the minute parts of the engine. Manufacturers rely on EC to provide engine protection under a wide variety of extreme conditions, ranging from low temperature short trip service to extended high speed, high

Alodine EC also provides not only chemical protection but also wear resistance coating protection for intake manifolds, fuel injection system, fuel injection system pipe line, top of the piston, entire cylinder walls. It also reduces the friction in certain percentage; the

Figure 18 shows the variation of SD. SD level increases for the emulsified fuel than diesel fuel due to poor mixing of air and fuel and increase in OH radical concentration, (Minoru Tsukahara., et.al., 1989). The same is higher for the emulsified fuel ratio 50D: 50E. The rest of the fuels are placed according to the order based on their OH radical concentration. The difference between the diesel fuel and the emulsified fuel (10% H2O addition) emulsified fuel ratio is 14.4 HSU.

Fig. 18. Variation of Smoke Density

Fig. 19. Variation of Oxides of Nitrogen

Figure 18 shows the variation of SD. SD level increases for the emulsified fuel than diesel fuel due to poor mixing of air and fuel and increase in OH radical concentration, (Minoru Tsukahara., et.al., 1989). The same is higher for the emulsified fuel ratio 50D: 50E. The rest of the fuels are placed according to the order based on their OH radical concentration. The difference between the diesel fuel and the emulsified fuel (10% H2O addition) emulsified

fuel ratio is 14.4 HSU.

Fig. 18. Variation of Smoke Density

Fig. 19. Variation of Oxides of Nitrogen

The variation of NOx is shown in figure 19. The low cetane depressing properties cause an increase in ignition delay and greater rates of pressure rise, resulting in high peak cylinder pressure and high peak combustion temperatures. The peak temperature always increases the NOx formation, (Masahiro Ishida and Zhi-Li Chen., 1994). Based on the above statement, the emulsified fuel emits more NOx. But in this experiment water is added to the emulsified fuel. Normally water addition reduces temperature. Hence NOx value gets decreased based on the peak combustion temperature reduction. From the above, the order is diesel fuel, emulsified fuel (5% H2O addition) and finally emulsified fuel (10% H2O addition). The difference between diesel fuel and the emulsified fuel (10% H2O addition) at the maximum load condition is around 164 ppm. From the above, it is understood that NOx reduction is possible by using the water added emulsified fuel.

### **5.4 Phase–V Alodine EC ethanol corrosion resistant coating for fuel injection system and its parts dealing with emulsified fuel**

The Alodine Electro Ceramic (EC) Corrosion Resistance Coating is the best solution for protecting the engine parts against corrosion. Presently the prepared emulsified fuel is more corrosive in nature and for that alodine EC corrosion resistant is the best solution. Application of alodine EC coating is cheaper and will be the best solution for corrosion. Particularly, the alodine EC coating could be applied to the minute parts of the engine. Manufacturers rely on EC to provide engine protection under a wide variety of extreme conditions, ranging from low temperature short trip service to extended high speed, high temperature operations.

Alodine EC also provides not only chemical protection but also wear resistance coating protection for intake manifolds, fuel injection system, fuel injection system pipe line, top of the piston, entire cylinder walls. It also reduces the friction in certain percentage; the performance of the engine gets increased.

Fig. 20. Different layers of deposition based on Alodine EC coating

Role of Emulsified Fuel in the Present IC Engines –

Fig. 24. Alodine coated Fuel Injector and its Nozzle Part

Fig. 25. Alodine coated Fuel Injection Fuel Lines

Fig. 26. Axial Distance from Injector verses Alodine Coated thickness

fuel injection system.

From the above it is understood that Alodine EC Coating is much useful against corrosion. The thickness is around minimum and maximum of 25 and 250µm respectively. This would compromise the corrosion and increase the life span of the parts of the engine particularly

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 29

125 to 200 μm

Fig. 21. Engine parts with alodine EC coating

Fig. 22. Engine parts after the Alodine EC coating

Fig. 23. Variation of duration with respect to life of the material

Fig. 24. Alodine coated Fuel Injector and its Nozzle Part

Fig. 21. Engine parts with alodine EC coating

Fig. 22. Engine parts after the Alodine EC coating

Fig. 23. Variation of duration with respect to life of the material

Fig. 25. Alodine coated Fuel Injection Fuel Lines

Fig. 26. Axial Distance from Injector verses Alodine Coated thickness

From the above it is understood that Alodine EC Coating is much useful against corrosion. The thickness is around minimum and maximum of 25 and 250µm respectively. This would compromise the corrosion and increase the life span of the parts of the engine particularly fuel injection system.

Role of Emulsified Fuel in the Present IC Engines –

Need of Alodine EC Ethanol Corrosion Resistant Coating for Fuel Injection System 31

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Fig. 23 shows the variation of corrosion with standing capacity of the material verses duration days. In this case, alodine EC coated material and normal material have been kept in bath contact with Phase–IV condition of the emulsified fuel. Keeping the room temperature and moisture content, the above mentioned test has been carried out. After 90 days duration, both the materials have been undergone for the corrosion resistance test. Based on the test result, the alodine EC material gives maximum life then the ordinary material.

Also figure 24 & 25 show diagrams of Alodine EC coated fuel injector, edge of the nozzle part fuel injection hose lines. Figure 26 represents axial distance from the fuel injector, edge of the nozzle part verses Alodine EC Coating thickness given to the fuel Injector. It would indicate the different in thickness, diameter and height provided by the Alodine EC coated matrial. Also it shows that, the minute hole of the fuel injector gets Alodine coating with minimum thickness. Based on that entire fuel injection system gets safe against ethanol based emulsified fuel corrosion.
