**3. Engine testing and exhaust gas analysis**

RBOBD was tested in Kirloskar four stroke, single cylinder, water cooled, direct injection IC engine (Fig.9) with following parameters: bore, 80 mm; stroke, 110 mm; swept volume, 553 cm3; clearance volume, 36.87 cm3; compression ratio, 16.5:1; rated output, 3.7 kW at 1500 rpm; rated speed, 1500 rpm; injection pressure, 240 bar; fuel injection timing, 24 BTDC; type of combustion chamber, hemispherical open; lubricating oil, SAE 40; connecting rod length, 235 mm; valve diam, 33.7 mm; and maximum valve lift, 10.2 mm.

Few thousand liters of Biodiesel produced in the pilot level which is used as feul in the on-Road bus trails. More than 26000 km exprimental trials were carried out in the Metropolitan Transport Corporation (MTC) buses in Chennai, Government of Tamil Nadu. Few clipings of MTC bus trails are shown in Fig.6. Initialy four buses have been taken for on-road trials in a single root but fuelled with different biodiesl percentage namely, B5, B10,B20 and B50. Then all the buses fuelled with 100% Biodiesel. The MTC, government of Tamil Nadu, has submitted the officeal report about the on –raod trials. The Fig. 7 showing the highligts signed by the MTC highre officails of the report in the reginal language namely TAMIL and

RBOBD was tested in Kirloskar four stroke, single cylinder, water cooled, direct injection IC engine (Fig.9) with following parameters: bore, 80 mm; stroke, 110 mm; swept volume, 553 cm3; clearance volume, 36.87 cm3; compression ratio, 16.5:1; rated output, 3.7 kW at 1500 rpm; rated speed, 1500 rpm; injection pressure, 240 bar; fuel injection timing, 24 BTDC; type of combustion chamber, hemispherical open; lubricating oil, SAE 40; connecting rod length,

Fig. 5. (a) Pilot-scale preparation of biodiesel (Fig. 5. (b))

Fig 8. Showing its translation in English.

**3. Engine testing and exhaust gas analysis** 

235 mm; valve diam, 33.7 mm; and maximum valve lift, 10.2 mm.

Fig. 5. (b) Pilot Plant scale reactor

Gas-Liquid Process, Thermodynamic Characteristics (19 Blends),

Fig. 8. Highlights Translation in English

Fig. 9. A Test engine

Efficiency & Environmental Impacts, SEM Particulate Matter Analysis… 325

Fig. 6. Few clipings of MTC bus trials


Fig. 7. Showing the highligts signed by the MTC highre officails

Fig. 6. Few clipings of MTC bus trials

Fig. 7. Showing the highligts signed by the MTC highre officails

Fig. 8. Highlights Translation in English

Fig. 9. A Test engine

Gas-Liquid Process, Thermodynamic Characteristics (19 Blends),

procedures were repeated for RBOBD.

**4.1 Process conditions and compositions** 

An NMR spectrum is already shown in Fig 4.

**4. Results and discussion** 

1.89 kW.

(3 %) at 3.78 kW.

Efficiency & Environmental Impacts, SEM Particulate Matter Analysis… 327

in Fig 10. Based on the data, specific fuel consumption, indicative thermal efficiency, brake thermal efficiency, mechanical efficiency and total fuel consumption were estimated. Similar

RBOBD contains (GC-MS) esters of following acids: palmitic, 16; stearic, 2; oleic, 42; linoleic, 38; linolenic, 1.4; and arachidic, 0.6%. Quality consistency was conformed by C13 and Proton of JEOL ECA 500 MHz NMR. Physico-chemical characteristics of RBOBD and its 19 blends (Table 3) show that most of the parameters comply with international standards of biodiesel.

SFC of diesel, RBOBD and its various blends at different load (0-3.78 kW) were estimated and graphical representaion is shown in Fig 11. In comparison to diesel, a slight increase (10-15%) of SFC was found for RBOBD, B40, B50, B60 and B80 throughout all loads . At the maximum load (3.78 kW), SFC of B60 was found higher in comparison to the other blends. In particular to B20, the result shows that SFC was lower than diesel and other RBOBD and its blends in all the loads. The maximum increase (11.6%) was found at load

**4.2 Comparison of Brake Power and Specific Fuel Consumption (SFC)** 

Fig. 11. Comparison of brake power and specific fuel consumption

**4.3 Comparison of Brake Power and Fuel Consumption Time (FCT)** 

FCT of RBOBD and its various blends have been found less than the FCT of diesel, graphical representaion is shown in Fig 12. Slight decrease (5-10 %) of FCT was found for all fuels. Maximum decrease of FCT (12.5 %) was found at the brake power of 3.78 kW for B50 and B60. But, in particular, for B20, there was slight increase of FCT for the entire range of brake power. Maximum increase of FCT (12 %) was at 1.89 kW and minimum

DYNALOG, PCI 1050 system has been used for digital data acquisition during the engine trial. Online engine calibration (Fig.10) with a special software namey "Engine-soft". The very brief specifications are Number of channels (16); Resolution (12- bit A/D); Input range ( ± 10 V, ± 5V, 0 -10 V); Accuracy ( 0.025%) and Conversion time (8 µs).

Engine was coupled to a swinging field separating exciting type DC generator and loaded by electrical resistance bank to apply various load. An iron-constantan thermocouple measured exhaust gas temperature and mercury thermometer measured cooling water temperature. Carbon monoxide (CO), nitrous oxide (NO*x*) and hydrocarbons (HC) were measured by DELTA 1600-L and MRU OPTRANS 1600, a fully microprocessor controlled system employing nondestructive IR technique. A U-tube manometer measured specific fuel consumption. TI diesel tune, 114-smoke density tester measured smoke particulate number.

Fig. 10. Engine Calibration with "Engine-Soft"

The engine was started on neat diesel fuel and warmed up till liquid cooling water temperature was stabilized. During the performance of each trail, data were collected on time taken for 10 ml of fuel, load, exhaust gas temperature, cooling water inlet and outlet temperature, CO, CO2, O2, HC, NOx, smoke and sound. Graphical comparisons are described in the results and discussion. Smoke samples were collected in a white filter paper; this was taken for Scanning Electron Microscope (SEM) analysis to find the size of the particulate matter and to visualize the quantity of agglomeration. The SEM image is shown in Fig 10. Based on the data, specific fuel consumption, indicative thermal efficiency, brake thermal efficiency, mechanical efficiency and total fuel consumption were estimated. Similar procedures were repeated for RBOBD.
