International Journal of Research ISSN NO : 2236-6124

Experimental Investigation of Mango Seed Bio Diesel with Isobutyl

Alcohol as Fuel Additive

S.Suchitra1, G. Bhaskara Rao2, R Sam Sukumar3

1 P.G Student-Department of Mechanical Engineering, Swarnandhra Institute of Engineering and Technology, Narasapur
Professor, Mechanical Engineering Department, Swarnandhra Institute of Engineering and Technology, Narasapur,
Associate Professor, Mechanical Engineering, Swarnandhra College of Engineering and Technology, Narasapur
1
suchi332@gmail.com@first-third.edu, 2raoganji@gmail.com@first-third.edu
3
samsukumar7@gmail.com@second.com

Abstract— In the present years, population of vehicles increased enormously which increases the demand
of fossil fuel , because of the availability of conservative fuels decreased continuously, these reasons makes to
find the alternative fuels especially bio fuels . The use of bio diesel considerably reduced emissions and increases
the performance of the engine. Now a day’s researchers working on production of bio diesel from edible oil,
palm oil, mango seed oil, pea nut oil etc...There is a best source of raw materials that is mango seed oil for bio
diesel production. In present study mango seed oil is used as fuel in C.I engine. Mango Seed Ethyl Ester(MSME)
is prepared from raw mango seed oil using transesterification process, Blends such as MSME10 , MSME20,
MSME30 &MSMSE100 are taken for the experiment , from this blends MSME20 gives good results and for this
blend 10% & 15% of Iso-Butyl Alcohol is added as fuel additive . The performance was improved and
emissions were reduced by using MSME B20 at 15%.

Keywords— Bio diesel, C.I Engine, Mango seed, Additive, Emissions.

I. INTRODUCTION

Bio-diesels utilized as alternate fuel in Compression Ignition Engines mixed with diesel fuel of many
examination papers, gathering papers, books and a portion of the investigation articles. The included elements
are discussed about the below article. Mango Seed Methyl Ester Oil (MSME) with CeO2 nano particles, Brake
Thermal Efficiency (BTHE) is increased with expansion of diethyl ether and cerium oxide. The Brake specific
Fuel Consumption (BSFC) and fumes gas temperatures (EGT) are reduced. There are a few small pieces of
hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxide (NOX) emissions. [1] In this
Examination Sea Mango seed oil experimentation demonstrated that B50 mix gives required results over
different mixes. From this experimentation, it is clear that streamlined mix is B50 and could be utilized as a
practical alternate fuel in single barrel coordinate infusion diesel engine with no adjustment [2]. The utilizing of
Mango seed oil is mixed with ethanol as fuel is compared with the execution of engine with diesel fuel [3]. BSFC
and NOx of MSME biodiesel mixes are observed to be higher than diesel. It is observed that the ignition
qualities of all mixes of methyl ester of mango seed oil are compared with that of the standard diesel. From this
experimentation, it is observed that streamlined mix is B25 and could be utilized as a useful alternate fuel [4].
The extraction and transesterification of the oil are to be at the subcritical methanol– water condition. The
impact of reaction temperature and time on the extraction f biodiesel was examined. The highest value of
biodiesel was 98.58% and it is obtained at 200 °C, 40 bar and at the time of 6 h. The proportion among ocean
mango seed, methanol, and water was 2:10:1 [5]. In this examination the Methyl Ester Mango Seed Oil (MSME),
Biodiesel has highest values to that of diesel.

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The brake thermal efficiency, unburned hydrocarbon are seen to be lower than diesel at full load, where with
respect to B100 it is higher at all loads. Then again BSFC and NOX of MSME biodiesel mixes are observed to be
higher than diesel. From this examination it is conformed that useful mix is B20 and could be utilized as a
suitable alternate fuel in a solitary chamber coordinate infusion diesel engine to no changes [6]. DEA (Di-Ethyl
Amine), PHC (Pyridoxine Hydro Chloride) and TBHQ (Tert Butyl Hydro Quinone) on engine emissions and
execution of a solitary barrel diesel engine fuelled with methyl ester of mango seed. The test is conducted with
various cancer prevention agents of mango seed methyl ester blends (100,250,500 and 1000 ppm). The
outcomes displayed that PHC is in a limit in controlling NOX outflows than TBHQ and DEA [7]. Additional
cost should be obtained by the purchaser or an administration sponsorship will be required or the cost of diesel
fuel increases to a highest level [8]. Although, the fact that biodiesel transmits more NOx, these emissions can
be controlled by following certain techniques, For example, the expansion of cetane improvers, interruption of
infusion timing, fumes gas distribution, etc.. [9]. the dangerous gas carbon monoxide outflow of waste plastic oil
was higher than diesel. Smoke is decreased by around 40% to half in squander plastic oil at all loads [10]. A
general evaluation of results demonstrates that the sunflower oil can be considered as a conceivable possibility
for diesel fuel. In this experimentation, the results of sunflower oil have been researched as an elective diesel fuel
applicant [11]. Crude vegetable oil can be used as fuel in diesel engine with some minor adjustments. The use of
vegetable oils in I.C. engine energizes can assume a crucial part in helping the created world to decrease the
natural effect of petroleum products [12]. Before pouring in to the engine, COME was preheated to four distinct
temperatures, in particular 300C, 600C, 900C and 1200C. The test results are used for calculating the brake power
and Brake Thermal Efficiency (BTE) together with CO and NOx outflows. The observations indicated that
preheating COME up to 900C provides good results for the BTE and CO outflows causes higher NOx
discharges [13]. The Performance was improved and emissions were reduced by using Iso-butanol with
Callophyllum and Innophyllum methyl ester [14]. Based on the literature Mango seed methyl ester due to its
versatile properties considered for the present work. Iso butyl alcohol is an oxygenated catalyst so that it is
considered as fuel catalyst.

II. TRANSESTERIFICATION PROCESS

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Steps involved in Transesterification Process:

 Catalyst is broken down in liquid utilizing a standard blender.
 Alcohol blend is then poured into a closed reaction vessel and biodiesel (Vegetable or creature oil or fat) is
included.
 Reaction blend is kept just over the breaking point of liquid with a suggested time of around 1-8 hours.
 Un-responded liquid is recuperated by refining, which is reused back.

The elements containing the glycerol and ester in particular, the biodiesel is separated by using a constant
decanter (with glycerine as undercurrent and biodiesel as flood).Once separated from glycerine biodiesel is
decontaminated by washing delicately with warm water to push out cleansers, dried. We made the oil by
separating the seeds by smashing procedure. At that point the produced unrefined petroleum is utilizing the
serigraphy papers (A1, A2) separated oil is preheated by direct heating. The molar proportion 16:1, we blended
methanol and KOH by the titration up to dissolving the KOH totally. This arrangement is blended with raw
petroleum. This arrangement is heated further to separate the glycerine and other unsaturated fats around 6hr.
At steady temperature 600C-750C. The blend arrangements is cooled by using a cone shaped jar for 1day by
keeping in average temperature. At that point it formed in to 2 layers glycerine and pure bio-diesel. Now the bio-
fuel is separated and the mixes are set up with these bio-fuel. I had these mixes are (B5, B10, B20, B30, B40) in
the execution and experimentation criteria.

Properties of Fuel:
The properties of the mango seed bio diesel are calculated from the standard ASTM recommended procedures.
The following are the properties of mango seed methyl ester

Specific Gravity:
Table 1 Results of Specific Gravity for MSME and Diesel
Specific
S. No Oil Blend
Gravity
1. Diesel D100 0.835
Mango seed Methyl Ester Blends With
2 Bio- Diesel B100 0.876
(MSME)
Viscosity:

Table 2 Results of Viscosity for MSME and Diesel at 400C

Kinematic
Dynamic Viscosity
S.NO Oil Viscosity
(Poise)
(stokes)
1 Diesel D100 0.364 0.652
Mango seed Methyl Ester
2 Blends With Bio- Diesel MSME 0.593 0.52
(MSME)

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Flash and Fire Points:

Table 3 Results of Flash Point and Fire of MSME and Diesel

Flash Point Fire Point
S. No Oil 0 0
C C
1. Diesel D100 58 62
Mango seed Methyl Ester Blends
2 With Bio- Diesel MSME 153 168
(MSME)

Calorific Value:
Table 4Results of Calorific Value in kJ/kg for MSME and Diesel
Oils Crude
Mango seed oil kJ/kg
38500
Diesel kJ/kg
42500

After finding all the properties of MSME, then in the next stage performance and emissions parameters
are to be finding with the help of a single cylinder, Water cooled, direct injection (DI), four strokes,
Compression Ignition Engine with a developing 5 HP of power at a speedof1500 rpm, gas analyser and smoke
meter.
III. ENGINE SPECIFICATIONS
Engine 4-STROKE SINGLE
CYLINDER
Make KIRLOSKAR
RPM 1500
Fuel DIESEL
Bore 87.5mm
Stroke Length 110 mm
Cooling WATER COOLING
Compression Ratio 17.5 : 1
Number of Cylinders ONE
Table 5: Engine Specifications

Experimental Procedure:
Experimental set up consists of a water cooled twin chamber vertical diesel motor coupled to a rope
pulley brake plan as it appeared in Fig 2, to consume the power delivered vital weights and spring adjusts are
adjusted to apply a load on the brake drum required cooling water stream of action for the brake drum is given.
A fuel calculating framework consists of a fuel tank mounted on a stand, burette and a three way cockerel. Air
used is estimated by using a steel tank which is fitted with a hole and a U-tube manometer that measures the
weights inside the tank. For calculating the emissions the gas analyser is connected with the fumes stream.

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Fig 2 Four- Stroke Diesel Engine

Description
Multi Fuel Variable Compression Ratio engine test fix was chosen for the present trial work. The engine
is totally arranged with number of sensors for the calculation of required parameters like Torque, Speed, Fuel
utilization, Air stream, Combustion chamber, weight and volume, Crank edge and so forth… The engine chosen
for the present work is normally in suctioned mode. The purpose of the use of this mode is in the vehicle
populated world, the greater part of the engine is regular suctioned engines. A solitary barrel, Water cooled,
Direct injection(DI), Four stroke, Compression Ignition Engine with a creating 5 HP of intensity at a speed of
1500rpm is utilized for introduce fill in as indicated Fig 2.

Procedure

Note down the engine specifications and ambient temperature.

 Using Engine specifications, calculate maximum load on the engine.
 Connect the water inlet of the calorimeter and the engine jacket to constant head water source. (5meters head)
 Open the inlet gate valves of calorimeter and engine jacket to suitable desired flow rate.
 Connect R.Y.B & Neutral line to loading system.
 Connect the instrumentation power input plug to a 230 V single phase power source. Now all the digital meters,
namely, RPM, voltmeter Ammeter & temperature indicator display the respective readings.
 Fill up the diesel into the diesel tank mounted on the panel frame.
 Check the lubricating oil level in the sump with the ‘dipstick’ provided.
 Open the diesel cock provided underneath the diesel tank.
 Ensure the MCB switch provided for the purpose engaging and disengaging the loading system should be in off.
 Rotating the cranking handle anti clock wise direction and pulling down the decompression lever
simultaneously, now the engine will run at 1500RPM.

IV. RESULTS AND DISCUSSIONS

The experiments conducted on the four stroke single cylinder water cooled diesel engine at constant speed (1500
rpm) with varying 0% to 100% loads with diesel and different blends of Mango Seed Methyl Ester (MSME) with
Iso-Butyl Alcohol like B10, B20, B30, IBA 10% and IBA 15%. The performance parameters such as brake
thermal efficiency and brake specific fuel consumption were calculated from the observed parameters and
shown in the graphs. The other emissions parameters such as exhaust gas emissions such as hydrocarbons,
oxides of nitrogen and carbon dioxide were represented in the form of graphs from the measured values.

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Performance analysis using pure diesel and its Blends of MSME:

In this stage various performance parameter characteristics are discussed in below for diesel, MSME -diesel
blends.

Brake Thermal Efficiency:

BP vsBTHE
35
30
25
DIESEL
20
BTHE

MSME B10
15 MSME B20
10 MSME B30
5 IBA 10%
0 IBA 15%
0 1 2 3 4
BP IN KW

Fig.3. BP vs. BTHE diagram

The variation of brake thermal efficiency with brake power for different fuels is presented in Fig.3. In all cases, it
is increased with increase in brake power. This was due to decrease in heat loss and increase in power with
increase in load. The maximum thermal efficiency for B20 at full load 32% was higher than that of diesel
(28.61%). Increase in thermal efficiency due to oxygen presence in the biodiesel, the extra oxygen leads to
causes better combustion inside the combustion chamber. The thermal efficiency of the engine is improved by
increasing the concentration of the biodiesel in the blends and also the additional lubricity provided by biodiesel.
The reason may be the smaller combustion of diesel and extended ignition delay resulting in a large amount of
fuel burned. The increase of BTE was observed with B20 at full load is 13.42% higher than that of diesel fuel.

Brake Specific Fuel Consumption:

BP vs SFC
3
SFC K IN Kg/KW h

2.5
2 DIESEL

1.5 MSME B10

1 MSME B20
0.5 MSME B30
0 IBA 10%
0 1 2 3 4 IBA 15%

BP IN KW

Fig.5. BP vs. SFC diagram

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The variation in BSFC with brake power for different fuels is presented in Fig.5. Brake-specific fuel
consumption (BSFC) is the ratio between mass fuel consumption and brake efficiency power, and for a given
fuel, it is inversely proportional to the thermal efficiency. BSFC decreases with increase in brake power for all
fuels. The main reason for this could be that the percentage increase in fuel required to operate the engine is less
than the percentage increase in brake power, because relatively less portion of the heat is lost at higher loads. It
can be observed that the BSFC of 0.3kg/kW-hr were obtained for diesel and 0.28 kg/kW-hr B20 with IBA 15%
at full load. It was observed that BSFC decreased with the increase in concentration of MSME in diesel. The
BSFC of Bio-diesel is decreases up to 6.67% as compared with diesel at full load condition.

Brake Power:

load vs BP
4
3.5
3 DIESEL
BP IN KW

2.5
2 MSME B10
1.5 MSME B20
1
MSME B30
0.5
0 IBA 10%
0 20 40 60 80 100 120 IBA 15%

LOAD

Fig.6 LOAD vs. BP diagram

From Fig 6 shows the Brake power varies linearly with load. At full load of the engine with various blends (like
MSME B10, MSME B20, MSME B30 and Diesel) MSME B20 shows high brake power compared to test results
and with other blends. As the load on the engine increases, brake power increases at full load conditions and
running of the engine, the brake power of the MSMEB20 is high. MSME B20 shows 5% increases in brake
power compared to diesel results.

Brake Mean Effective Pressure:

BP vs BMEP
5

4
BMEP IN BARS

DIESEL
3
MSME B10
2 MSME B20
1 MSME B30
IBA 10%
0
IBA 15%
0 1 2 3 4
BP IN KW

Fig.7 BP vs. BMEP diagram

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Fig-7 shows the Brake Mean Effective Pressure variation of the biodiesel and its blends with respect to Brake
power of the engine. The BMEP of the engine with MSME B20 is higher when compared to MSME B10,
MSME B30 and diesel at all loads. This may be due to lower heating value, density and higher viscosity of
MSME. The MSME B20 shows 5% increases in BMEP compared to diesel.

EMISSIONS ANALYSIS USING PURE DIESEL AND ITS BLENDS OF MSME

Hydrocarbon (HC):

LOAD vs HC
45
40
35
30 Diesel
25 B10
HC (PPM)
20
B20
15
B30
10
5 IBA 10%
0 IBA 15%
0 20 40 60 80 100 120
LOAD (%)

Fig 8. LOAD vs HC diagram

The variations of HC emissions with Load as shown in Fig 8. The emissions of HC decreases as the
Mango seed oil blends were substituted by ISO 15%. The oxygen molecules present in the structure of biodiesel
blends, which helps to complete combustion of the fuel and hence decreases in HC emissions. At full load
MSME B100 had highest HC emission of 40ppm where as for ISO 15% there was a decrease of 20% HC
emission indicate better combustion of MSME.
Carbon Dioxide (CO2):

LOAD vs CO2
4
3 Diesel

CO2(%) 2 B10

1 B20
B30
0
IBA 10%
0 20 40 60 80 100 120
IBA 15%
LOAD (%)

Fig.9 LOAD vs CO2 diagram

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The variation of carbon dioxide with load for diesel and blends of Mango Seed Methyl Ester (MSME) with Iso-
Butyl Alcohol like B10, B20, B30, IBA 10% and IBA 15% are shown in Fig 9. CO2 emission increased with
increase in load for all blends. The lower percentage of blends emits less amount of CO2 when it is compared
with diesel. MSME B20 with IBA 15% emit very low emission, this is due to that bio diesel is a low carbon fuel
and it has less amount of carbon to hydrogen ratio than diesel fuel. In general biodiesels themselves are
considered as carbon neutral because, all the carbon dioxide released during combustion had been released from
the atmosphere for the growth of the vegetable oil crops.

Nitrogen Oxides (NOX):

LOAD vs NOx
900
800
700
600 Diesel
500 B10
NOx(ppm)
400
B20
300
200 B30
100 IBA 10%
0 IBA 15%
0 20 40 60 80 100 120
LOAD (%)

Fig.10 LOAD vs NOX diagram

The variation of nitrogen oxides emission with brake power output as shown in Fig 10. Three factors that affect
the formation of NOx in the cylinder are oxygen content, combustion flame temperature and reaction time.
NOx emissions of bio diesel and its blends are slightly higher than those of diesel fuel. The higher temperature
of combustion and the presence of oxygen with biodiesel cause higher NOx emissions, especially at higher
engine loads. NOx emissions were increased due to the presence of extra oxygen in the molecules of bio diesel
blends. From the Fig 10 it is clear that at full load, NOx emission for MSME B20 with IBA 15% is higher than
that of biodiesel blends and diesel, diesel emitting least NOx emissions.

VI. CONCLUSION

The performance and emission characteristics of conventional diesel, diesel and biodiesel blends of
Mango Seed Methyl Ester (MSME) with Iso-Butyl Alcohol like B10, B20, B30, IBA 10% and IBA 15% were
investigated on a single cylinder diesel engine. The conclusions of this investigation at full load are as follows:
 Among all the fuel blends like diesel, B10, B20,B30&B100.Mango seed bio diesel with 20% blend produces
good performance in terms of high Brake power, high Brake thermal efficiency and low Specific Fuel
Consumption.
 Emissions such as Carbon Monoxide (CO) and Hydro Carbon (HC) were reduced for B20 .
 By the addition of Isobutyl alchol of 15% of mass showers better results than the existed fuel blends in terms of
performance and reduction emissions

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