effect of diesel–microalgae biodiesel–butanol blends on performance and emissions of diesel...

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Fuel xxx (2014) xxx–xxx

JFUE 8068 No. of Pages 6, Model 5G

6 May 2014

Contents lists available at ScienceDirect

Fuel

journal homepage: www.elsevier .com/locate / fuel

Effect of diesel–microalgae biodiesel–butanol blends on performanceand emissions of diesel engine

http://dx.doi.org/10.1016/j.fuel.2014.04.0740016-2361/� 2014 Published by Elsevier Ltd.

⇑ Corresponding author. Tel.: +90 5052106272; fax: +90 3223386741.E-mail address: [email protected] (G. Tüccar).

Please cite this article in press as: Tüccar G et al. Effect of diesel–microalgae biodiesel–butanol blends on performance and emissions of diesel engin(2014), http://dx.doi.org/10.1016/j.fuel.2014.04.074

Gökhan Tüccar ⇑, Tayfun Özgür, Kadir AydınÇukurova University, Department of Mechanical Engineering, 01330 Adana, Turkey

h i g h l i g h t s

� The manuscript presents availability of butanol–microalgae biodiesel–diesel blends as fuel in diesel engines.� Fuel properties of blends were determined.� The engine performance tests were carried out.� Microalgae biodiesel was identified as a promising alternative fuel and butanol was identified as a promising additive.

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a r t i c l e i n f o

Article history:Received 20 February 2014Received in revised form 21 April 2014Accepted 22 April 2014Available online xxxx

Keywords:MicroalgaeButanolBiodieselFuel propertiesEngine performance

a b s t r a c t

In this work, the commercially available diesel fuel (D), diesel (80%)–microalgae biodiesel (20%) (byvolume) (D80B20), diesel (70%)–microalgae biodiesel (20%)–butanol (10%) (D70B20But10) and diesel(60%)–microalgae biodiesel (20%)–butanol (20%) (D60B20But20) fuels were tested to evaluate the effectsof the fuel blends on the performance and exhaust emissions of a diesel engine. Engine performanceparameters and exhaust gas emissions such as nitrogen oxides, carbon monoxide and smoke opacitywere measured. The results showed that; although butanol addition caused a slight reduction in torqueand brake power values, the emission values of the engine were improved. Therefore, butanol can be usedas a very promising additive to diesel–microalgae biodiesel blends.

� 2014 Published by Elsevier Ltd.

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1. Introduction

Since their exploration, the fossil fuels continued as the majorconventional energy source [1]. However, environmental concernsand depletion of fossil fuels and their non-renewable nature hasled to a world-wide search for renewable and greener alternativesfor internal combustion engines [2]. In the recent years, seriousefforts have been made by several researchers to use differentsources of energy as fuel in existing diesel engines [3–8].

Bio-fuels made from agricultural products (oxygenated by nat-ure) reduce the world’s dependence on oil imports, support localagricultural industries, and enhance farming incomes. Moreover,they offer benefits in terms of reduced smokiness or particulatematter from diesel engines. Among those, vegetable oils or theirderived bio-diesels (methyl or ethyl esters) are considered as verypromising [9]. Biodiesel is the most used renewable fuel in com-pression ignition (CI) engines. The advantages of biodiesel as diesel

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fuel are the minimal sulfur and aromatic content, and the higherflash point, lubricity and cetane number. Their disadvantagesinclude the higher viscosity (though much lower than the vegeta-ble oils one), the higher pour point, the lower calorific value andvolatility, the hygroscopic tendency, and the lower oxidation sta-bility [10]. The majority of the literature agrees that particulatematter (PM), unburnt total hydrocarbons (THC) and carbon mon-oxide (CO) emissions from biodiesel are lower than from conven-tional diesel fuel [11]. The global biodiesel market has increaseddramatically over the past 20 years with increasing annual produc-tion in order to cater for increasing demand, especially from Eur-ope and the United States which have high levels of biodieseluse. According to a report from market research reports database,Axis Research Mind, the market value of biodiesel is expected toincrease 26% reaching $62 million (€43.4 million) by 2015 [12].Most governments are encouraging use of renewable fuels todecrease fuel imports and boost energy security [13].

Currently, vegetable oils, waste cooking oils and animal fats aregenerally used as biodiesel feed stock; however, the limited supplyof these feed stocks limits the further expansion of biodiesel

e. Fuel

http://dx.doi.org/10.1016/j.fuel.2014.04.074

mailto:[email protected]


http://www.sciencedirect.com/science/journal/00162361

http://www.elsevier.com/locate/fuel


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production [14]. In addition to, the usage of vegetable oils as bio-diesel feedstock has generated a lot of controversy, mainly due toits impact on global food markets and on food security. Therefore,non-edible vegetable oils have been considered as prospectivefeedstocks for biodiesel production and microalgae are consideredas a second generation feedstock for production of biofuels sincethey have ability to synthesize high amount of lipids [15]. Microal-gae appear to be the only source of renewable biodiesel that iscapable of meeting the global demand for transport fuels [16].

Turkey is a very suitable country for microalgae productionbecause three sides of it are surrounded by the sea; furthermorethe country is sunny, has a mild climate and for most of theregions, temperature does not decrease below 15 �C throughoutthe year. In Turkey, there are also substantial areas of abandonedagricultural land that are not managed and are becoming over-grown. To use these areas for microalgae biomass production willhelp improving Turkey’s economy. Moreover, utilization of aban-doned areas for microalgae production will increase work powerdemand of the country and by this way new job opportunities willbe created.

Biodiesel’s high viscosity and low volatilities cause problems inlong-period engine performance tests. The higher viscosity in bio-diesel affects the fuel droplet size, poor atomization qualities andfuel penetration in the cylinder which is very important for thecombustion quality [12]. Due to the emission benefits derived fromthe oxygen in the fuel molecule, the interest in the use of bio-alco-hols fuel blends in compression ignition engines has beenincreased [17]. Butanol is a feasible alternative fuel that has a num-ber of desirable properties for use with diesel engines [18]. Com-pared to ethanol, butanol has superior fuel properties whichmake it more suitable for application in diesel engines, such ashigher heating value, good intersolubility with diesel fuel, and nocorrosion to existing pipelines [19]. Most studies have focusedthe use of ethanol as fuel in reciprocating engines. Fewer studieshave reported the use of butanol as fuel, although butanol possessome better fuel properties than ethanol [2]. Studies about utiliza-tion of butanol as fuel in diesel engines found that the soot emis-sions were effectively reduced [19–22]. However, the currentliterature concerning the use of butanol/vegetable oil/diesel fuelblends in diesel engines and the usage of butanol with non-ediblefeedstock based biodiesels is nearby absent.

The objective of this study was to evaluate performance charac-teristics and emissions of a diesel engine which uses microalgaebiodiesel, butanol and diesel blends as fuel. Some of the physicalproperties such as density, viscosity were also determined sincethey have a significant impact on these characteristics.

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Table 1Technical specifications of the test engine.

Brand Mitsubishi CanterModel 4D34-2AConfiguration In line 4Type Direct injection diesel with glow plugDisplacement 3907 ccBore 104 mmStroke 115 mmPower 89 kW@3200 rpmTorque 295Nm@1800 rpmOil cooler Water cooledWeight 325 kg

2. Materials and methods

2.1. Test fuels

Three blends were prepared in order to evaluate butanol addi-tion effect on microalgae biodiesel (MB) and diesel mixtures,namely D70B20But10 (70% diesel, 20% microalgae biodiesel, 10%butanol), D60B20But20 (60% diesel, 20% microalgae biodiesel,20% butanol) and D80B20 (80% diesel and 20% microalgae biodie-sel). 100% diesel fuel was also used as reference.

The tested fuels were commercial diesel, butanol and microal-gae biodiesel. Microalgae oil used in biodiesel production was pur-chased from Soley Biotechnology Institute and butanol wasprovided by Merck. During the microalgae biodiesel production,the necessary amount of catalyst (NaOH) for the transesterificationreaction (0.4% by weight of the oil) was dissolved in methanol andadded to the reactor after heating the microalgae oil to 65 �C; thereaction was performed at 60–61 �C and the mixture was stirred

Please cite this article in press as: Tüccar G et al. Effect of diesel–microalgae bio(2014), http://dx.doi.org/10.1016/j.fuel.2014.04.074

by the help of a magnetic stirrer at about 600 rpm during 1 h. Aftercompletion of the transesterification reaction, the mixture wascooled to room temperature and then transferred to a separatoryfunnel and separation of the ester and glycerin phases was per-formed by letting them stand for 8 h in the separatory funnel.The crude ester phase was washed 3 times with hot water at 1/5water to ester phase ratio. After washing process, the mixturewas waited in separatory funnel during 30 min and by this waywater is separated from methyl ester. Since purity level has strongeffects on fuel properties, in order to provide water content to beless than 0.1, drying process was conducted by heating the biodie-sel to 105 �C during 1 h until bright color occurred. Finally, filteringprocess was done in order to ensure that the end product is ofexcellent quality.

The analysis of test fuels was conducted at the Çukurova Uni-versity Automotive Engineering Laboratories. Fuel properties asdensity, viscosity, flash point and pour point of the test fuels weredetermined according to standard test methods. Tanaka MPC 102Ltype pour point analyzer with an accuracy of ±1 �C for pour point;Tanaka AKV-202 type automatic kinematics viscosity meter withan accuracy of ±0.01 mm2/s for determining the viscosity; KyotoElectronics DA-130 type density meter with an accuracy of±0.001 g/cm3 for density measurement, Tanaka APM-7 type flashpoint analyzer with an accuracy of ±0.5 �C for flash point measure-ment was used for analyzing the test fuels.

In this study, experiments were conducted on a four stroke, fourcylinder diesel engine. Specifications and the schematic diagram ofthe engine are presented in Table 1 and Fig. 1, respectively. Testfuels were tested at the most common engine working conditions,from 1200 to 2800 rpm, with an interval of 200 rpm at full loadcondition. The engine was coupled to a hydraulic dynamometerwhich has torque range of 0–1700 N m and speed range of 0–7500 rpm to measure engine torque. Before starting to the experi-ment, the engine was operated with the new fuel for sufficienttime to clean out the remaining fuel from the previous experiment.Engine performance values were read by the help of a computerprogram of dynamometer control unit which can take values intwo second time intervals and exhaust emissions such as CO andNOx were obtained by Testo 350-XL gas analyzer and smoke opac-ity values were measured by MRU OpTrans 1600 which takes dataon optical basis according to the absorption photometry measure-ment principle. The accuracy of the measurements and uncertain-ties in calculated results are shown in Table 2.

3. Results and discussion

3.1. Fuel properties

The fuel properties of diesel and MB and test fuels are given inTable 3 with European Biodiesel Standards (EN 14214). The mea-sured physical properties of microalgae biodiesel like density, vis-cosity, pour point and heating value are comparable with those of

diesel–butanol blends on performance and emissions of diesel engine. Fuel


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Fig. 1. Layout of experimental setup.

Table 2The accuracy of the measurements and the uncertaintiesin the calculated results.

Parameter Accuracy

Load ±1%Speed ±10 rpmCO ±10 ppmNOx ±5 ppmSmoke ±1%Calculated results UncertaintyBSFC ±2% maxBrake power ±2% max

Engine Speed (rpm)

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Fig. 2. Torque output versus engine speed for the test fuels.

Engine Speed (rpm)

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Fig. 3. Brake power output versus engine speed for the test fuels.

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6 May 2014

diesel fuel. It can also be observed from Table 3 that except its lowcetane number, all other measured properties of microalgae bio-diesel are within EN 14214. Cetane number is an indicator of theignition quality of a diesel fuel. If a cetane number is too high, com-bustion can occur before the fuel and air are properly mixed and ifa cetane number is too low ignition delay time increases andallows limited combustion time duration for complete reaction.Therefore, 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 withinthe EN14214 standards. Biodiesel produced from microalgae oilwas found viscous than diesel fuel, however this viscosity of MBnot exceed EN 14214 standards. The high viscosity of MB was com-pensated 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 fuelsat various engine speeds are shown in Figs. 2 and 3, respectively.Beside, Fig. 4 shows the effect of butanol addition to MB dieselblends on maximum engine torque values that runs with test fuels

Table 3Properties of test fuels.

Properties MB Diesel D70B20But10 D6

Density (kg/m3) 886 833 841 83Cetane number 48.3 56.46 52.24 51Viscosity (mm2/s) 4.47 2.37 2.85 2.ASTM D 445Pour point (�C) �12.0 �10 �9 �

Flash point (�C) 165.5 58.5 42.5 40


at full load condition. The maximum torque was obtained at about1800 rpm for all test fuels. Maximum torque value of the testengine was reduced by 2.7% and 3.8% when butanol was addedto the blends with 10% and 20% volumetric ratios, respectively.The average torque values are decreased approximately by 5%and 2.7% compared to diesel fuel; for D70B20But10 and D80B20,respectively. The maximum brake power was obtained at about2200 rpm for all of the test fuels. Brake power output valuesreduced with both microalgae biodiesel and butanol addition. Adecrease in the brake torque and brake power values of the testengine was due to the lower energy content of butanol additivecompared to the MB-diesel fuel blends. In addition, oxygen

0B20But20 D80B20 European Biodiesel Standard (EN 14214)

9 843 860–900.6 54.19 >51

80 2.88 3.5–5.0

9 �12 Summer < 4.0Winter < �1.0

78.5 >120



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Fig. 4. Comparison of maximum torque values of the engine.

NOX

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Fig. 6. Comparison of NOx emissions for the test fuels.



6 May 2014

contents of microalgae biodiesel and butanol also lead to decreasebrake torque and brake power when compared to diesel fuel.

3.3. Brake specific fuel consumption (BSFC)

The BSFC variation with engine speed for diesel, D80B20,D70B20But10 and D60B20But20 fuels was shown in Fig. 5. Thehighest BSFC was for D60B20But20 while the lowest BSFC wasobtained from diesel for all speeds of the engine. The BSFC valuesincrease about 10.9%, 17.1% and 29.7% for D80B20, D70B20But10and D60B20But20 compared to diesel fuel, respectively. It isexpected that BSFC at D70B20But10, D60B20But20 is higher whencompared with diesel and D80B20 due to lower calorific value ofbutanol. Therefore, butanol addition increases the fuel consump-tion for biodiesel diesel blends (D70B20But10 and D60B20But20)compared to diesel and D80B20.

3.4. NOx emission

Thermal NO formation is extremely affected by higher combus-tion and flame temperatures which are formed via better combus-tion quality [24]. The variation of NOx emission values for differenttest fuels is presented in Fig. 6. There is an increase in NOx valuewith MB addition to diesel. This trend may be caused from highercombustion temperature due to extra oxygen content of MB. How-ever, NOx values are decreased with butanol addition to the blends.

Engine Speed (rpm)

1000 1200 1400 1600 1800 2000 2200 2400 2600

BS

FC

(g/k

Wh)

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D80B20

D70MB20But10

D60MB20But20

Fig. 5. Comparison of BSFC values for the test fuels.


This may be attributed to the engine running overall ‘leaner’ andthe temperature lowering effect of the butanol (due to its lowercalorific value and its higher heat of evaporation) having the dom-inant influence, against the opposing effect of the lower cetanenumber (and thus longer ignition delay) of the butanol leadingpossibly to higher temperatures during the premixed part of com-bustion [25]. The literature also shows a slight increase in NOx

emissions with biodiesel fuel usage [26–34] and decrease withbutanol addition [35–39].

3.5. CO emission

Generally a reduction in CO emission values occur when biodie-sel is used instead of diesel fuel since biodiesel contains additionaloxygen and this additional oxygen enhances complete combustion.CO emissions of blends are lower than diesel for as it is shown inFig. 7. This decrease is mainly due to the oxygen content of biodie-sel which makes the combustion more complete [26]. In contrastto D80B20; butanol addition to MB-diesel blend further decreasedCO emissions. This benefit in CO emissions using alcohols blendscould be due to the lower C/H ratio of alcohols compared to MB[40]. With regard to most of the other authors, also a decrease inCO emissions occurs when substituting diesel fuel with biodieseland alcohol [41–44].

Engine Speed (rpm)

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000

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(ppm

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D80B20

D70B20But10

D60B20But20

Fig. 7. Comparison of CO emissions for the test fuels.



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Engine Speed (rpm)

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Fig. 8. Comparison of smoke opacity values of the test fuels.

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3.6. Smoke opacity

Fig. 8 shows the variation of smoke opacity for all fuels. It isobserved that the smoke opacity of all test fuels is less than dieselfor all speeds. D80B20 reduced smoke opacity by 3.1%. This is con-sistent with extra oxygen content of MB indicated better and com-plete combustion of fuel. Moreover, D70B20But10 andD60B20But20 have lower reduction in smoke opacity of 27.3%and 49.5% compared to diesel fuel, respectively. Butanol includesexcess oxygen compared to diesel and MB which results in reduc-ing the smoke by increasing the constituent of oxygen available inbiodiesel diesel blends. Most of the other authors reported thatsmoke opacity values decrease with the addition of butanol to die-sel or biodiesel fuel [9,21,25,35,37,39,43,45–47].

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4. Conclusions

Emission and engine performance experiments and fuel proper-ties tests were conducted on a four-cylinder diesel engine. Theeffects of butanol addition in diesel/microalgae biodiesel blendson engine performance, nitric oxides, carbon monoxide and smokeopacity values were investigated. The following major conclusionswere drawn from this study:

The measured physical properties of MB–butanol–diesel mix-tures like cetane number, density, viscosity and pour point werefound comparable with those of diesel fuel according to the fuelproperties test.The engine performance tests showed that; the power and tor-que output of engine reduced slightly when butanol was addedto the MB–diesel blends.The exhaust emission tests revealed that CO and NOx emissionand smoke opacity values improved with butanol addition.Finally, it can be concluded that, butanol can be used as a verypromising additive to diesel–microalgae biodiesel blends inconventional diesel engines, by this way exhaust emission val-ues can be improved.

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