Page 416 - Advances in Eco-Fuels for a Sustainable Environment

Engine modification for alternative fuels usage in diesel engine 369

Biodiesel
0
100
10
90
20
80
30
70
40
60
50
50
60
40
70
30
80
20
90
10
100
0
Diesel 0 10 20 30 40 50 60 70 80 90 100 Hexanol
Good miscibility and high flash and fire point

Fig. 13.4 Ternary diagram of biodiesel-diesel-n-hexanol fuel at atmospheric condition.

13.2.8 Engine setup and uncertainty analysis
The engine experiment was conducted on a CRDI-assisted, water-cooled, naturally
aspirated diesel engine fueled with biodiesel-diesel-pentanol and biodiesel-diesel-
hexanol blends. It had 16.7:1 compression ratio and rated power of 3.7kW at
1500rpm. The fuel injection system has a facility to modify the FIT, NOP, fuel injec-
tion quantity, and injection duration. Engine speed and injection duration were not
controlled when NOP exceeded >600bar, which resulted in heavy sound and vibra-
tion. The NOP was fixed up to 600bar due to the above problems. The electronic con-
trol unit (ECU) and engine are connected with the CRDI injection system. ECU
received the signal from the engine and sent it to the data receiver. The performance,
combustion, and emissions characteristics of various test fuels were recorded at full
load condition under different NOP and FIT from 200 to 600bar and 19 to 27°CA
bTDC, respectively. The mass flow rate of fuel, mass flow rate of air, and flow rate
of water and temperature could be measured through differential air flow sensor, stan-
dard burette, and rotameter and K-type thermocouples.
The Kistler make quartz transducer Model-6613C and the crank angle encoder
(Make-Kuebler, Model-Sendix 5000) were engaged to measure the cylinder pressure
and crank angle measurement, respectively. The CRDI driver and high speed data