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Fuel
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h i g h l i g h t s
The manuscript presents availability of butanolmicroalgae biodieseldiesel blends as fuel in diesel engines.
Fuel properties of blends were determined.
The engine performance tests were carried out.
Microalgae biodiesel was identied as a promising alternative fuel and butanol was identied as a promising additive.
a r t i c l e
i n f o
Article history:
Received 20 February 2014
Received in revised form 21 April 2014
Accepted 22 April 2014
Available online 9 May 2014
Keywords:
Microalgae
Butanol
Biodiesel
Fuel properties
Engine performance
a b s t r a c t
In this work, the commercially available diesel fuel (D), diesel (80%)microalgae biodiesel (20%) (by
volume) (D80B20), diesel (70%)microalgae biodiesel (20%)butanol (10%) (D70B20But10) and diesel
(60%)microalgae biodiesel (20%)butanol (20%) (D60B20But20) fuels were tested to evaluate the effects
of the fuel blends on the performance and exhaust emissions of a diesel engine. Engine performance
parameters and exhaust gas emissions such as nitrogen oxides, carbon monoxide and smoke opacity
were measured. The results showed that; although butanol addition caused a slight reduction in torque
and brake power values, the emission values of the engine were improved. Therefore, butanol can be used
as a very promising additive to dieselmicroalgae biodiesel blends.
2014 Elsevier Ltd. All rights reserved.
1. Introduction
Since their exploration, the fossil fuels continued as the major
conventional energy source [1]. However, environmental concerns
and depletion of fossil fuels and their non-renewable nature has
led to a world-wide search for renewable and greener alternatives
for internal combustion engines [2]. In the recent years, serious
efforts have been made by several researchers to use different
sources of energy as fuel in existing diesel engines [38].
Bio-fuels made from agricultural products (oxygenated by nature) reduce the worlds dependence on oil imports, support local
agricultural industries, and enhance farming incomes. Moreover,
they offer benets in terms of reduced smokiness or particulate
matter from diesel engines. Among those, vegetable oils or their
derived bio-diesels (methyl or ethyl esters) are considered as very
promising [9]. Biodiesel is the most used renewable fuel in compression ignition (CI) engines. The advantages of biodiesel as diesel
Corresponding author. Tel.: +90 5052106272; fax: +90 3223386741.
E-mail address: gtuccar@yahoo.com (G. Tccar).
http://dx.doi.org/10.1016/j.fuel.2014.04.074
0016-2361/ 2014 Elsevier Ltd. All rights reserved.
fuel are the minimal sulfur and aromatic content, and the higher
ash point, lubricity and cetane number. Their disadvantages
include the higher viscosity (though much lower than the vegetable oils one), the higher pour point, the lower caloric value and
volatility, the hygroscopic tendency, and the lower oxidation stability [10]. The majority of the literature agrees that particulate
matter (PM), unburnt total hydrocarbons (THC) and carbon monoxide (CO) emissions from biodiesel are lower than from conventional diesel fuel [11]. The global biodiesel market has increased
dramatically over the past 20 years with increasing annual production in order to cater for increasing demand, especially from Europe and the United States which have high levels of biodiesel
use. According to a report from market research reports database,
Axis Research Mind, the market value of biodiesel is expected to
increase 26% reaching $62 million (43.4 million) by 2015 [12].
Most governments are encouraging use of renewable fuels to
decrease fuel imports and boost energy security [13].
Currently, vegetable oils, waste cooking oils and animal fats are
generally used as biodiesel feed stock; however, the limited supply
of these feed stocks limits the further expansion of biodiesel
48
production [14]. In addition to, the usage of vegetable oils as biodiesel feedstock has generated a lot of controversy, mainly due to
its impact on global food markets and on food security. Therefore,
non-edible vegetable oils have been considered as prospective
feedstocks for biodiesel production and microalgae are considered
as a second generation feedstock for production of biofuels since
they have ability to synthesize high amount of lipids [15]. Microalgae appear to be the only source of renewable biodiesel that is
capable of meeting the global demand for transport fuels [16].
Turkey is a very suitable country for microalgae production
because three sides of it are surrounded by the sea; furthermore
the country is sunny, has a mild climate and for most of the
regions, temperature does not decrease below 15 C throughout
the year. In Turkey, there are also substantial areas of abandoned
agricultural land that are not managed and are becoming overgrown. To use these areas for microalgae biomass production will
help improving Turkeys economy. Moreover, utilization of abandoned areas for microalgae production will increase work power
demand of the country and by this way new job opportunities will
be created.
Biodiesels high viscosity and low volatilities cause problems in
long-period engine performance tests. The higher viscosity in biodiesel affects the fuel droplet size, poor atomization qualities and
fuel penetration in the cylinder which is very important for the
combustion quality [12]. Due to the emission benets derived from
the oxygen in the fuel molecule, the interest in the use of bioalcohols fuel blends in compression ignition engines has been
increased [17]. Butanol is a feasible alternative fuel that has a number of desirable properties for use with diesel engines [18]. Compared to ethanol, butanol has superior fuel properties which
make it more suitable for application in diesel engines, such as
higher heating value, good intersolubility with diesel fuel, and no
corrosion to existing pipelines [19]. Most studies have focused
the use of ethanol as fuel in reciprocating engines. Fewer studies
have reported the use of butanol as fuel, although butanol posses
some better fuel properties than ethanol [2]. Studies about utilization of butanol as fuel in diesel engines found that the soot emissions were effectively reduced [1922]. However, the current
literature concerning the use of butanol/vegetable oil/diesel fuel
blends in diesel engines and the usage of butanol with non-edible
feedstock based biodiesels is nearby absent.
The objective of this study was to evaluate performance characteristics and emissions of a diesel engine which uses microalgae
biodiesel, butanol and diesel blends as fuel. Some of the physical
properties such as density, viscosity were also determined since
they have a signicant impact on these characteristics.
The fuel properties of diesel and MB and test fuels are given in
Table 3 with European Biodiesel Standards (EN 14214). The measured physical properties of microalgae biodiesel like density, viscosity, pour point and heating value are comparable with those of
Table 1
Technical specications of the test engine.
Brand
Model
Conguration
Type
Displacement
Bore
Stroke
Power
Torque
Oil cooler
Weight
Mitsubishi Canter
4D34-2A
In line 4
Direct injection diesel with glow plug
3907 cc
104 mm
115 mm
89 kW@3200 rpm
295Nm@1800 rpm
Water cooled
325 kg
49
Torque (Nm)
200
180
160
140
Diesel
D80B20
D70B20But10
D60B20But20
120
100
80
60
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
Fig. 2. Torque output versus engine speed for the test fuels.
Table 2
The accuracy of the measurements and the
uncertainties in the calculated results.
55
Accuracy
Load
Speed
CO
NOx
Smoke
Calculated results
BSFC
Brake power
1%
10 rpm
10 ppm
5 ppm
1%
Uncertainty
2% max
2% max
50
45
Parameter
diesel fuel. It can also be observed from Table 3 that except its low
cetane number, all other measured properties of microalgae biodiesel are within EN 14214. Cetane number is an indicator of the
ignition quality of a diesel fuel. If a cetane number is too high, combustion can occur before the fuel and air are properly mixed and if
a cetane number is too low ignition delay time increases and
allows limited combustion time duration for complete reaction.
As a result, incomplete combustion and smoke occurs in each cases
[23]. Therefore, low cetane number of MB can create problems.
Although; both neat MB and butanol have low cetane number,
Table 3 shows that cetane number of all fuel mixtures stays within
the EN14214 standards. Biodiesel produced from microalgae oil
was found viscous than diesel fuel, however this viscosity of MB
not exceed EN 14214 standards. The high viscosity of MB was
compensated by mixing it either diesel fuel or butanol.
3.2. Brake power and torque output
The variations torque and brake power with respect to test fuels
at various engine speeds are shown in Figs. 2 and 3, respectively.
Beside, Fig. 4 shows the effect of butanol addition to MB diesel
blends on maximum engine torque values that runs with test fuels
40
35
Diesel
D80B20
D70B20But10
D60B20But20
30
25
20
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
Table 3
Properties of test fuels.
Properties
MB
Diesel
D70B20But10
D60B20But20
D80B20
Density (kg/m )
Cetane number
Viscosity (mm2/s)
ASTM D 445
Pour point (C)
886
48.3
4.47
833
56.46
2.37
841
52.24
2.85
839
51.6
2.80
843
54.19
2.88
860900
>51
3.55.0
12.0
10
12
165.5
58.5
40
78.5
42.5
50
NOX Emissions
900
800
NOX (ppm)
700
600
500
400
Diesel
D80B20
D70B20But10
D60B20But20
300
200
100
1000
1200
1400
1600
2000
2200
2400
2600
2800
3000
400
600
Diesel
D80B20
D70B20But10
D60B20But20
380
500
360
Diesel
D80B20
D70MB20But10
D60MB20But20
400
340
CO(ppm)
BSFC (g/kWh)
1800
300
320
300
280
200
260
100
1000
1200
1400
1600
1800
2000
2200
2400
2600
240
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
Diesel
D80B20
D70B20But10
D60B20But20
10
0
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
51
52
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