Performance characteristics-of-single-cylinder-c-i-engine-by-using-tamarind-oil-biodiesel

DOI:10.23883/IJRTER.2018.4028.RDD10 255
Performance Characteristics of Single Cylinder C.I Engine By Using
Tamarind Oil Biodiesel
Poojit Patangi1
, Devi Shriprasadpatangi2
, Abu Sufyan Malik3
,
Sathish Kumar.N4
, Nageswar Bhukya5
1
Mechanical, MREC,
2
Mechanical, MIST,
3
Mechanical, MIST,
4
Asst. Professor, Mechanical Dept,
5Asst. Professor Mechanical Dept,MIST,
Abstract: Biodiesel has become one of the most versatile alternative fuel options for diesel engine
applications. The recent biodiesel research in India receives its attention towards tamarind oil based
biodiesel. In the present work, biodiesel derived from the tamarind oils extracted from tamarind
seeds was used as fuel in diesel engine to investigate its performance.
This project presents the results of investigation carried out in studying the properties and
behavior of methyl ester of tamarind oil and its blends with diesel fuel in C.I engine. Engine test
have been carried out to determine the performance characteristics of tamarind oil. The tests have
been carried out in a 4- stroke single cylinder, direct injection diesel engine at different loads. The
loads were varied 0% to 90% of the maximum load in steps of 20%. The various blends of tamarind
oil biodiesel with diesel, B20, B40, B50, B60 were used in the experiments and the results indicate
that brake specific fuel consumption and break thermal efficiency were higher with B60 fuel than
that of diesel. The performance parameter like brake specific fuel consumption, brake thermal
efficiency, volumetric ratio, mechanical efficiency and air fuel ratio were found for above blends.
The results showed that the properties of the above mentioned oils are comparable with conventional
diesel. The 60% blends performed well in running a diesel engine at a constant speed of 1500 rpm.
Keywords: TOME:-Tamarind Oil Methyl Ester, BSFC:- Break Specific Fuel Consumption, BSEC:-
Break Specific Energy Consumption, BTE:- Break Thermal Efficiency,B20:- 20%
BDF+80%DF,B40:-40%BDF+60%DF,B50:- 50% BDF+50%DF, B60:- 60% BDF+40%DF
I. INTRODUCTION
The idea of using biodiesel (Vegetable Oil) as fuel has been around as long as the diesel engine.
Rudolph diesel, the inventor of the engine that bears his name, experimented with fuels ranging from
powdered coal to peanut oil. In the early 20th
century, however, diesel engine was adopted to burn
petroleum distillate, which was cheap and plentiful. In the late 20th
century, however, the cost of
petroleum distillate rose, and by late 1970’s there was renewed interest biodiesel. Research work on
biodiesel reveals that large number of experimental studies of biodiesel, derived from various feed
stocks, as fuel for engines used for transportation and or other applications have been carried out all
over the world. Application of biodiesel, as a fuel in transportation vehicles, has nowadays become
common in almost all oil importing nations, due to high oil import bills and uncertainties associated
with the imports due to political chaos. Depending upon the availability of domestic products of feed
stock material these countries started using biodiesel from domestically available or producible
vegetable oil.

International Journal of Recent Trends in Engineering & Research (IJRTER)
Volume 04, Issue 01; January - 2018 [ISSN: 2455-1457]
@IJRTER-2018, All Rights Reserved 256
In this context, many raw materials have been used by different countries, depending upon the
availability and economical affordability. It is reported that biodiesels derived from soybean,
rapeseed, sunflower, palm, coconut oil, rubber seed, waste cooking oil, waste plastic oil etc., have
been found suitable and feasible for use in diesel engines. Several researches carried out in INDIA
reveal that biodiesels derived from jatropha, karanja, mahua, polanga, etc., are suitable fuel for use in
diesel engine applications. The recent biodiesel researcher in INDIA includes its attentions towards
the use of algae biodiesel, waste cooking-oil biodiesel, tamarind oil biodiesel, fish oil biodiesel etc.
the use of tamarind oil biodiesel as a fuel in diesel engines and the performance studies carried out in
on single cylinder engine direct injection diesel engine is presented in this project.
II. EXPERIMENTAL SETUP
The engine shown in plate1 is a 4 stroke, vertical, single cylinder, water cooled constant
speed diesel engine which is coupled to rope brake drum arrangement to absorb the power produced.
The engine crank started. Necessary dead weight and spring balance are included to apply load on
brake drum. Suitable cooling water arrangement for the brake drum is provided. Separate cooling
water line fitted with temperature measuring thermo couples are provided for engine cooling. A
measuring system for fuel consumption consisting of a fuel tank, burette, and 3-way cock mounted
on stand and stop watch u-tube differential manometer, also digital temperature indicator with
selector switch for temperature measurement and a digital rpm indicator for speed measurement are
provided on the panel board. A governor is provided to maintain the constant speed.
TABLE 2.1: Specification of the Test Engine
Particulars Specification
Make Kirloskar
Rated Power 8hp (5.9 kw)
Bore 80mm
Stroke Length 110mm
Compression Ratio 16.5:1
2.1 Plate1Diesel Engine Test Rig
2.1.1. Test fuels
For experimental investigation, pure diesel and biodiesel derived from tamarind oil was
mixed with diesel in varying proportions 20%, 40%, 60%, by volume respectively to all the blends.
The properties of test fuels are presented in the table.
TABLE 2.2: Properties of DF, FOME and TOME
Property Diesel
Fuel
Fish Oil Biodiesel
(FOB)
Tamarind Oil Biodiesel
(TOB)
Cetane No. 45-55 59 58
Density (kg/m3
) 820-850 880 870
Kinematic Viscosity at 30°c
(Cst)
3 5 5
Calorific 42000 32000 36356
Flash Point 56 162 120
2.2. Trans-Esterification of Tamarind Oil: Term trans-esterification is used as synonymous for
alcoholysis of carboxylic ester in agreement with most publications in this field. The trans-
esterification is an equilibrium reaction and the transformation occurs essentially by mixing the
reactants. However, the presence of a catalyst (Typically a strong acid or base) accelerates

considerably the adjustment of the equilibrium. In order to achieve a high yield of the ester, the
alcohol has to be used in excess.
2.3. Mild Acid Catalysed Trans-Esterification: The first stage removes organic matter and other
impurities present in the oil in the presence of orthophosphoric acid, used as a reagent. Tamarind oil
extracted the TAMARIND SEEDS consist of the impurities of high quality, which were causing the
Trans-esterification difficulty. Hence, this necessitated the use of first stage. This is a type of reaction
that takes place in the presence of methanol (30%) and orthophosphoric acid (0.6%) at 60°c with
constant stirring, helps in the separation of impurities which were dissolved in the methanol as an
upper layer and oil in the lower layer. The oil is separated and taken for 2nd
stage.
2.4. Base Catalysed Trans-Esterification: The settled layer of the earlier stages having low TFA is
used as a raw material for this stage. The product of earlier stages i.e. pure triglycerides is made to
react with methanol (30%), catalyst and KOH (3gms) for 2 hours at 60°c with constant stirring rate.
The reacted product of this second stage is made to settle down under gravity. The lower part which
contains glycerol and other impurities are removed and further excess of alcohol and other impurities
present are removed by water wash process after the PH neutralization. The water wash product then
heated above 100°c in order to remove the moisture content present in the TOME.
III. EXPERIMENTAL PROCDURE
Calculate full load (W) that can be applied on the engine from the engine specification. Clean
the fuel filter and remove the air lock. Check for fuel, lubrication oil and cooling water supply. Start
the engine using decompression lever ensuring that no load to get stabilization. Note down the spring
balance reading, time taken for 10cc of fuel consumption and the manometer readings. Repeat the
experiment at 10% to 100% load at the steps of 10% increases.
Allow the engine to stabilize on every load changes and then take the readings. Before stopping the
engine remove the loads and make the engine will not be jammed due to clogging of the valves by
previous blends. Check there is no load on engine while stopping.
IV.OBSERVATION AND CALCULATIONS
Table 4.1: Specific Fuel Consumption
BP KW DF B20 B40 B50 B60
0.5886 0.6294 0.6436 0.6433 0.627 0.5845
1.1672 0.4006 0.3812 0.3983 0.3967 0.3514
1.7458 0.2938 0.2973 0.2903 0.2938 0.2522
2.3245 0.2754 0.2706 0.2869 0.2827 0.2376
2.9031 0.2644 0.2358 0.265 0.2611 0.2226
3.4817 0.2448 0.2431 0.2461 0.2492 0.2023
4.0603 0.236 0.2359 0.2566 0.2336 0.1911
4.639 0.2354 0.2205 0.2869 0.2348 0.1866
5.2176 0.267 0.2106 0.2898 0.2402 0.20

Table 4.2: Break Thermal Efficiency
0.5886 13.61 13.12 13.13 13.46 14.42
1.1672 21.39 21.92 21 21.08 23.18
1.7458 29.17 27.89 28.55 28.21 29.69
2.3245 31.11 30.55 29.81 29.18 34.61
2.9031 32.41 32.86 31.17 31.61 36.85
3.4817 35 35.17 32.56 33.07 40.38
4.0603 36.54 36.86 32.65 35.18 42.62
4.639 36.3 37.19 28.87 35.02 43.58
5.2176 32.09 36.85 28.41 34.11 42.41
Table 4.3: Air Fuel Ratio
0.5886 56.91 80.26 72.38 67.12 62.61
1.1672 44.18 64.59 61.47 54.14 53.14
1.7458 39.72 52.51 53.95 47.977 43.91
2.3245 39.1 40.76 37.97 34.56 32.25
2.9031 28 36.34 31.43 30.46 28.25
3.4817 26 27.02 26.58 25.34 22.98
4.0603 20.68 22.67 19.76 19.57 18.51
4.639 17.91 20.12 13.07 12.65 10.52
5.2176 13.86 17.59 10 9.44 7.2
Table 4.4: Mechanical Efficiency
0.5886 37.85 37.22 37.95 37.22 37.95
1.1672 54.91 54.24 54.97 54.24 54.24
1.7458 64.62 64 64.73 64 64.73
2.3245 70.89 70.35 71.08 70.35 71.08
2.9031 75.28 74.79 75.52 74.79 75.52

3.4817 78.51 78.08 78.81 78.08 78.81
4.0603 81 80.61 81.34 80.61 81.34
4.639 82.97 82.62 83.35 82.62 83.35
5.2176 84.57 84.26 84.99 84.2 84.99
Table 4.5: Volumetric Efficiency
0.5886 70.9 70.17 70 69.9 69.8
1.1672 70.17 69.27 69.1 69 69
1.7458 69.8 69.2 69.1 68.7 68.5
2.3245 69.27 68.5 68.45 67.64 67.4
2.9031 68.9 67.64 67.64 67.2 67
3.4817 68.5 66.74 66.74 66.6 66
4.0603 67.64 66 66 66 65.11
4.639 66.74 65.6 65.4 65.3 64.2
5.2176 66 65.1 65 65 63.8
Table 4.6: Break Specific Fuel Consumption
0.5886 0.07147 0.0527 0.07521 0.07334 0.06739
1.1672 0.04475 0.04464 0.04664 0.04646 0.04115
1.7458 0.03228 0.03486 0.03403 0.03446 0.03169
2.3245 0.02886 0.03174 0.03255 0.03328 0.0269
2.9031 0.02885 0.02944 0.03109 0.03064 0.02514
3.4817 0.02657 0.02744 0.02972 0.02924 0.02277
4.0603 0.02536 0.02613 0.02963 0.02643 0.02146
4.639 0.02554 0.02413 0.03265 0.02656 0.02095
5.2176 0.02916 0.02614 0.03421 0.02732 0.02158

4.1 CALCULATION AND FORMULA
Specific Fuel Consumption=
Brake Power= = =1.1671KW
1. (DF) Specific Fuel Consumption= =0.4005 kg/W-hrs
2. (B20) Specific Fuel Consumption= =0.3812 kg/w-hrs
3. (B40) Specific Fuel Consumption= =0.3983kg/w-hrs
V. RESULTS AND DISCUSSION
5.1. Performance Analysis: The experiments are conducted on the four stroke single cylinder water
cooled diesel engine at constant speed (1500rpm) with varying load. Various parameters such as, the
variation of brake thermal efficiency with load for different fuels is presented in fig 5.1 in all cases, it
increase with increase in load. This was due to the reduction in heat loss and increase in power with
increase in load. It is found that the maximum thermal efficiency for B60 was higher (43.57%) load
than that of diesel engine (36.34%)
0
10
20
30
40
50
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.1. Variation of Brake Thermal Efficiency with Power Using Tamarind Oil
5.2.
This blend of 60% also gave minimum brake specific energy consumption (0.1966 kg/KW-hr).
Hence this blend was selected as optimum blend for further investigations and long term operation.
The brake specific fuel consumption (BSFC) in fig 5.2 full load in brake power due to relatively less
portion of the heat losses at higher load. Conditions for the diesel are 0.267 and among all the blends
B60 has taken minimum fuel giving the value of 0.1966. The main reason for this could be that
percentage increase in fuel required to operate the engine is less than the percentage increase in brake
power due to relatively less portion of heat losses at higher loads. The BSFC for B60 was observed
lower than diesel.

0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.2. Variation of Brake Specific Fuel Consumption (BSFC) TOME Blends
Generally Brake Specific Fuel Consumption is not used to compare two different fuels, because their
calorific values, density, chemical and physical parameters are different (19). Performance parameter
Brake specific Energy Consumption (BSEC) is used to compare two different fuels by normalizing
BSEC in terms of energy released with the given amount of fuel. The variation of BSEC against
Brake Power is shown in fig.5.3
0
0.02
0.04
0.06
0.08
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.3. Variation of Brake Specific Energy Consumption (BSEC) with Brake Power using TOME blends
Brake specific energy consumption of biodiesel is almost the same as that of neat diesel fuel as
shown in fig. Even though viscosity of biodiesel is slightly higher than that of neat diesel, inherent
oxygen of the fuel molecules improves the combustion characteristics.
The BSEC for the blends is slightly varies entire load range due to pure atomization and decrease in
percentage of oleic acid (20) present in the bio diesel due to blends. FOB for medium loads to higher
show lower BSEC than DF this may due to combustion of volatile fats (20) present in the TOB,
Whereas for B60 show lower BSEC than DF at all loads. This may be due inherent oxygen of the
fuel molecules improves the combustion characteristics. The variation of Mechanical Efficiency with
Brake Power in the fig.5.4

0
20
40
60
80
100
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.4. Variation of Mechanical Efficiency with Brake Power using TOME blends
From the plot it is observed that there is slight variation of mechanical efficiency for all the blends of
Tamarind Oil compared to the diesel fuel. The Mechanical Efficiency is found by drawing William’s
line to find the Friction Horse Power (FHP). Since FHP is constant for constant speed. The following
figures 5.5 are shown for DF and B20 blend.
60
62
64
66
68
70
72
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.5. Variation of Volumetric Efficiency with Brake Power TOME Blends
From the plot it is observed that diesel contains 66% at full load, but in case of tamarind oil blends it
shown at slight decrement. The decrement in the volumetric efficiency is due to the decrease in the
amount of intake air due to high temperature in the cylinder.
In diesel engines for given speed irrespective of load an approximately constant fuel enters the
cylinder. Fig. 5.6 shows variation of fuel irrespective of fuel ration of different blends as a function
of load on the engine.

0
10
20
30
40
50
60
70
80
90
1 2 3 4 5 6 7 8 9
DF
B20
B40
B50
B60
5.6. Variation of Air-Fuel Ratio with Brake Power Using TOME Blends
All blends follow the same trend as diesel fuel. The air fuel ratio decreases with increase in load
because of load can only be done with increasing the quantity of fuel injection to develop the power
required to bare the load.
VI. CONCLUSION
 The minimum fuel consumption is 0.1966 kg/KW-hr as that of diesel 0.267 Kg/KW-hr. The
BSFC of Tamarind Oil blend B60 decreased up to 26.36% as compared with diesel fuel at full
load operation.
 The maximum Brake Thermal Efficiency is 43.57% which is obtained for B60 blend at 80%
load. The BTE of Tamarind Oil is increased up to 32% as compared with diesel at full operation.
 The Volumetric Efficiency decreased by 3.3% at full load operation compare with B60 Blend.
 The Mechanical Efficiency decreased by 1.6% at full load operation compare with B60 blend.
 BSEC was decreased by 24% at full load operation.
REFERENCE
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engine running on diesel-ethanol-biodiesel blends of high ethanol content”, Applied Energy, vol.88, pp5042-
5055,2011.
II. Aydin H, Bayindir H. “Performance and emission analysis of cotton seed oil methyl ester in a diesel engine”,
Renew Energy, Vol.35,pp 588-92,2010.
III. Liaquat AM, Kalam MA, Masjuki HH, Jayed MH, “Potential emissions reduction in road transport sector using
bio-fuel in developing countries”, Atmospheric Environment vol.44, pp3869-3877,2010.
IV. Senthil KM, Ramesh A, Nagalingam B, “Use of hydrogen to enhance the performance of a vegetable oil fuelled
compression ignition engine”, International Journal Of Hydrogen Energy, vol.28, pp1143-54,2012.
V. Agarwal AK, “Bio-fuels (alcohols and biodiesel) applications as fuels for internal combustion engines”, Progress
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diesel engine fuelled with used cooking oil Mthyl Ester and its diesel blends”, Int J App SciEnggTechnol, vol.4,
pp64-70, 2008.

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