INTERNATIONAL JOURNAL OF RESEARCH ISSN NO : 2236-6124

Experimental Investigation of Mango Seed Bio Diesel with Iso butyl

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
1suchi332@gmail.com@first-third.edu, 2raoganji@gmail.com@first-third.edu

3samsukumar7@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 days 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, I.C 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 used as a practical alternate fuel in single barrel coordinate infusion diesel engine with no adjustment [2]. The
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. 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.

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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

Alcohol + Catalyst
(Ethyl Alcohol) (KOH)

Crude Mango Seed Oil Heating and stirring in Reactor

(650C-700C)

Transesterification Glycerol

Sulphuric Washing (Distillation

Acid Water and Blown Air)
(H2SO4)

Mango seed Oil

Drying

Ethyl Ester

Fig.1 Flowchart of Transesterification Process of MSME

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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 arrangement 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 Bio-
2 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 Blends
2 With Bio- Diesel MSME 0.593 0.52
(MSME)

Flash and Fire Points:

Table 3 Results of Flash Point and Fire of MSME and Diesel
Flash Point Fire Point
S. No Oil 0C 0C

1. Diesel D100 58 62
Mango seed Methyl Ester Blends With
2 Bio- Diesel MSME 153 168
(MSME)

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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
find with the help of a single cylinder, Water cooled, Direct injection (DI), Four stroke, 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.

Fig 2 Four- Stroke Diesel Engine

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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 used for introducing 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.

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.

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Brake Thermal Efficiency:

BP VS BTHE
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 BTHE was observed with B20 at full
load is 13.42% higher than that of diesel fuel.

Mechanical Efficiency:

BP vs MECH EFF%
90
80
70
MECH EFF%

60 DIESEL
50 MSME B10
40
MSME B20
30
MSME B30
20
10 IBA 10%
0 IBA 15%
0 1 2 3 4
BP IN KW

Fig.4. BP VS MECH EFF% diagram

The comparison of Mechanical efficiency for various biodiesel blends with respect to brake power shown the Fig.4. From
the graph it is observed that diesel and its blends like B40 nearly equal at full load conditions.

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But considerable improvement in mechanical efficiency was observed by the blends B30 is 65.03% because of lowest
frictional powers compared to diesel. Because of sufficient lubricating property of this blend frictional powers are reduced
drastically and considerable improvement in mechanical efficiency has been observed and calorific value of this blend is
more compared to other blends.

Brake Specific Fuel Consumption:

BP VS SFC
3

2.5
SFC K IN Kg/KW h

2 DIESEL

1.5 MSME B10

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

BP IN KW

Fig.5. BP VS SFC diagram

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

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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
4.5
4
BMEP IN BARS

3.5 DIESEL
3
2.5 MSME B10
2 MSME B20
1.5
MSME B30
1
0.5 IBA 10%
0 IBA 15%
0 1 2 3 4
BP IN KW

Fig.7 BP VS BMEP diagram

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

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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
3.5
3
DIESEL
2.5
CO2(%) 2 B10
1.5 B20
1 B30
0.5 IBA 10%
0
IBA 15%
0 20 40 60 80 100 120
LOAD (%)

Fig.9 LOAD VS CO2 diagram

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% emits 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

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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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