International Journal of Application or Innovation in Engineering & Management (IJAIEM)

Web Site: www.ijaiem.org Email: editor@ijaiem.org, editorijaiem@gmail.com Volume 3, Issue 1, January 2014 ISSN 2319 - 4847

A Review on Effect of Fuel Additives on Combustion, Performance and Emission Characteristics of Diesel and Biodiesel Fuelled Engine
AlirezaValipour
Department of Mechanical Engineering, Aligarh Muslim University, Aligarh, Uttar Pradesh, India

ABSTRACT The emissions from diesel engines also seriously threaten the environment and are considered one of the major sources of air pollution. Many countries are evaluating a variety of alternative fuels for use in motor vehicles in an attempt to reduce greenhouse gas emissions and to improve the energy security of the country. Biodiesel and other biofuels are substitute fuels capable of replacing fossil fuels on large scale in the transportation sector. Biodiesels have good ignition characteristics due to their long chain hydrocarbon structure. On the other hand, their disadvantages include higher viscosity, higher pour point, lower calorific value, and poor volatility. The addition of a fuel additives is one of the possible approaches for reducing these problem because of the obvious fuel oil constituent influences on engine performance and emission characteristics. The present work is a literature review on combustion, performance and emission characteristics of diesel and biodiesel blend with additives. According to the results of the review, additives are an effective method for obtaining the reduction in the PM, CO, CO2 and UHC emissions but minimum increase in the NOx emission. If the additives are added in diesel and biodiesel at appropriate proportion, it will improve the engine combustion and performance characteristics. Keywords: Biodiesel, Additive, Emission, Performance, Combustion

1. INTRODUCTION
In this century, it is believed that crude oil & petroleum products will become limited and expensive. Day-to-day, fuel economy of engine is getting improved and will continue to progress. However, massive increase in number of vehicles has started dictating the fuel demand. Gasoline and diesel fuels will become limited and very costly in the near future. World energy demand is increasing continuously, specifically the demand of petroleum fuels. World energy consumption is expected to increase to 180,000 GWh/year by 2020 [1]. Continuously rising petroleum consumption is causing increased load of pollutants in atmosphere. The rapid urbanization, increased air population and the decreasing availability of the fossil fuels have created awareness for effective utilization of the available fuel. Reciprocating engines (CI & SI both) are widely used for transportation and agriculture applications due to their reliability and durability. Diesel engines have a higher thermal efficiency then Gasoline engines. However, there are two major challenges possess the use of Diesel engines. One is related with fossil fuel sustainability and the other is related with environmental concern on engine emissions. Diesel engines are the major contributors of various types of air polluting exhaust gases such as particulate matter (PM), carbon monoxide (CO), nitrogen oxides (NOX), unburnt hydrocarbon (UHC) and other harmful compounds. Harmful exhaust gases and particulate matter (PM) which are present in atmosphere unsafe for lives and property. Advanced research in the combustion of diesel fuels in engine shows that the Brake thermal efficiency, Brake power can further be increased by allowing the fuel to combine with more oxygen atoms to form better combustion, this also reduces the smoke, carbon monoxide (CO) and unburnt hydrocarbon (UHC) emissions. Due to the better fuel economy diesel engines have been widely used in the automotive area. However, the limited reserve of fossil fuel and deteriorating environment have made scientists seek to alternative fuels for diesel while keeping the high efficiency of diesel engine. Of the various alternate fuels under consideration, biodiesel, derived from vegetable oils, is the most promising alternative fuel to diesel due to the following reasons [2]. 1. Biodiesel can be used in the existing engine without any modifications. 2. Biodiesel is made entirely from vegetable sources; it does not contain any sulfur, aromatic hydrocarbons, metals or crude oil residues. 3. Biodiesel is an oxygenated fuel; emissions of carbon monoxide and soot tend to reduce.

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4. Unlike fossil fuels, the use of Biodiesel does not contribute to global warming as CO2 emitted is once again absorbed by the plants grown for vegetable oil /biodiesel production. Thus CO2 balance is maintained. 5. The Occupational Safety and Health Administration classifies biodiesel as a non-flammable liquid. 6. The use of biodiesel can extend the life of diesel engines because it is more lubricating than petroleum diesel fuel. 7. Biodiesel is produced from renewable vegetable oils/animal fats and hence improves the fuel or energy security and economy independence. Biodiesel is mainly comprised of mono-alkyl esters of long chain fatty acids and it was defined in standard ASTM D6751. Normally feedstock such as vegetable oil and animal fat is used to produce biodiesel through transesterification method. It may be used in any diesel automotive engine in its pure form or blended with some additives. No modifications are required in the existing diesel engines, and the result is a less-expensive, renewable, clean-burning fuel [3]. The problems associated with the use of biodiesel are thus very complex and no satisfactory solution has yet been achieved despite the efforts of many researchers around the world. The combustion characteristics of the biodiesel can be improved by blending it with oxygenated additives. The idea of using oxygenated compound is to carry out the clean burning. Oxygenated additives have been considered for reducing the ignition temperature of particulates. However, the reduction of particulate emissions through the introduction of oxygenated compounds depends on the molecular structure and oxygen content of the fuel and also depends on the local oxygen concentration in the fuel. To reduce particulate emissions, fuel-compatible oxygen-bearing compounds should be blended to produce a composite fuel containing 10-25% v/v of oxygenate. Therefore, the composition of biodiesel and the use of additives directly affect properties such as density, viscosity, volatility, behavior at low temperatures, and the ignition delay [4]. With additionally to the environmental characteristics of biodiesel, it is evident, that there is a latent demand of this product because of the recent rises in the price of oil, and the realization that fossil fuels will eventually run out, this resulted in renewed interest in fuel made from plant oils or biodiesel. That is why it is necessary to study the potential of biodiesel with oxygenated additives, as well as to study its feasibility, if it will be used as a viable alternative fuel in the future.

2. BACKGROUND
Vegetable oil has been used in diesel engine long time ago. In 1900 after the invention of diesel engine, Dr. Diesel used peanut oil to run one of his engines at the Paris Exposition of 1900. Vegetable oils were used in diesel engines until 1920s. The recent use of vegetable oil as the alternative for diesel starts from early 1980s due to the concern about the energy supply. But biodiesel is not commercialized until late 1990s.For the direct use of vegetable oil, several difficulties occur, including the high viscosity, acid composition, free fatty acid content, and gum formation due to oxidation and polymerization during storage and combustion, carbon deposition, and oil thickening . Therefore, the direct use of vegetable oil may not be satisfactory and practical. The technologies to improve the vegetable oil appeared.In 1996, Canadian researchers investigated the use of conventional refinery technology to convert vegetable oils into a product resembling diesel fuel. A model on vegetable oil atomization showed that blends of vegetable oil should contain from 0 to 34% vegetable oil if proper atomization was to be achieved [5]. Engine tests were performed on several micro emulsions comprising vegetable oil and lower molecular weight alcohols. A micro emulsion comprising a vegetable oil, a lower (C1C3) alcohol, water, and a surfactant system consisting of a trialkylamine was reported [6]. Addition of 1- butanol to the surfactant system was optional. In another patent [7], a micro emulsion consisted of a vegetable oil, a C1-C3 alcohol, water, and 1-butanol as non-ionic surfactant was reported. These fuels had acceptable viscosity and compared favorably to DF in terms of engine performance.

3. EFFECT OF FUEL ADDITIVES ON BIODIESEL

Biodiesel is an oxygenated fuel which contains 1015% oxygen by weight. These facts lead biodiesel to total combustion and less exhaust emissions than diesel fuel. Furthermore also the energy content or net calorific value of biodiesel is about 12% less than that of diesel fuel on a mass basis. Using optimized blend of biodiesel and fuel additives can help to reduce some significant percentage of the worlds dependence on fossil fuels without modification of CI Engine, For example using optimized blend of biodiesel and diesel instead of the conventional diesel. Moreover Additives are an essential part of todays fuel. Together with carefully formulated base fuel composition, they contribute to efficiency reliability and long life of an engine. With use of fuel additives in biodiesel in CI Engine which furthers improve performance by enhancing the combustion characteristics. Most of the researchers/scientists have reported that the performance of blend of biodiesel or diesel is higher when an additive is used.

4. PROPERTIES OF GOOD OXYGENATE ADDITIVE

Oxygenates that are to be mixed with biodiesel fuel must have fuel properties which can be appropriate for smooth running of diesel engines.

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The oxygenate additive must be miscible with various biodiesel fuels over the range of environmental temperatures seen in vehicle operation. The oxygenate additive must not show excessive volatility when mixed with various biodiesel fuel. The mixture of base fuel and oxygenate must have an adequate cetane number and preferably allow the mixture to show an increased cetane number. The oxygenate additive must show a sufficient water tolerance.

5. EFFECT OF FUEL ADDITIVES ON COMBUSTION, PERFORMANCE AND EMISSION CHARACTERISTICS OF DIESEL FUEL
Fuel additives become crucial tools not only to enhance performance and combustion of diesel engines but also produce lesser emissions that meet the international and regional standards. Some researchers investigated the effect of different oxygenated additives (2 Ethoxy Ethyl Acetate, Diethyl ether, Diphenyl ether, Diethelene glycol di methyl ether and nitro methane etc) on diesel fuel. Various results of improvement in diesel properties have been obtained by using different additives. Similarly, oxygenate additives were used by different researchers to improve the performance and emissions of diesel engines. These reviews are taken up to identify the various additives used to improve the properties of fuel and the performance of a diesel engine and its emissions. Further research needs to develop diesel specific additives for better performance, combustion and emissions of diesel engines. Use of multi-functional additives for diesel will lead better fuel conservation and emission control takes place. Awareness of multi-functional additives marketing and there used to be given to the automobile owners especially fleet owners and huge genset users [8]. Tests were conducted with two commercially available bio-additives and results confirmed that pollution can be controlled by reducing CO and HC emissions and conserving fuel by high thermal efficiency [9]. Ethylene glycol mono-alkyl ethers as oxygenated fuel additives had taken and studied for performance parameters such as brake specific fuel consumption, brake thermal efficiency and emission levels. Significant reduction in particulate emission is observed with fuel additives [10]. Adding additive in diesel fuel is found to be able to significantly improve the operating time of the oil filter by decreasing the rate of clogging and enhancing the turbidity removal [11]. In the present, typical additive compositions can be catalogued as metalloid compound based and bio-solution based. However, we observe that the chemical composition of fuel additive, its optimized fraction of amount of biodiesel and effective reaction of additive with diesel fuel are the crucial factors to influence on fuel consumption and exhaust emission of diesel engine. Gong Yanfeng et.al [12] investigated, 2methoxyethyl acetate (MEA) can be used to decrease exhaust smoke as a new oxygenated additive of diesel. Several fuel blends which containing 10%, 15% and 20% MEA were prepared. The effects of MEA on engines power, fuel economy, emissions and combustion characteristics were studied on a single cylinder DI diesel engine. Under the same speed and load conditions, the maximum cylinder pressure decreases when fueled with the blends, while the ignition delays and the combustion duration becomes shorter. The engine emissions of smoke, HC and CO are reduced when MEA is added in diesel. However, MEA has a little effect on NOx emissions. When fueled with MEA15, the coefficient of light absorption of smoke opacimeter decreases about 50% with expense of 5% power, and the engines thermal efficiency increases about 2%. Frank Lujaji et.al [13] studied the aim of this study is to evaluate the effects of blends containing croton mogalocarpus oil (CRO)-Butanol (BU) alcohol-diesel (D2) on engine performance, combustion, and emission characteristics. Samples investigated were 15% CRO- 5%BU-80%D2, 10%CRO-10%BU-80%D2, and diesel fuel (D2) as a baseline. The density, viscosity, cetane number CN, and contents of carbon, hydrogen, and oxygen were measured according to ASTM standards. A four cylinder turbocharged direct injection (TDI) diesel engine was used for the tests. It was observed that brake specific energy consumption (BSEC) of blends was found to be high when compared with that of D2 fuel. Butanol containing blends show peak cylinder pressure and heat release rate comparable to that of D2 on higher engine loads. Carbon dioxide (CO2) and smoke emissions of the BU blends were lower in comparison to D2 fuel. The research on dimethyl ether (DME) as an alternative fuel produced great enlightenment. DME contains oxygen element and has no CC bonds, which therefore helps to achieve smokeless combustion that is superior than with a diesel fuel even without high-pressure injection or turbocharger, however, the use of DME requires significant modifications on the fuel supply, delivery, and injection systems, which largely limits its application. The blending of oxygenates into a diesel fuel could effectively reduce the smoke emission from diesel engines, which has a strong synergy to the use of methanol, ethanol, or dimethyl carbonate (DMC). The studies are carried out on a set of oxygenated fuels, which include DMC, diethylene glycol dimethyl ether (DGM), and diethyl succinate (DES). The results indicated that the smoke emission decreased linearly as the oxygen content increased and notably near zero smoke emission was attained when the oxygen content was higher than 30%.The investigation was carried out by T. Nibin, A. Sathiyagnanam and S. Shivprakasam, 2003 [14] to improve the performance of a diesel engine by adding oxygenated fuel additive of known percentages. The effect of fuel additive was to control the emission from diesel engine and to improve its performance. The fuel additive dimethyl carbonate was mixed with diesel fuel in concentrations of 5%, 10% and 15% and used. The experimental study was carried out in a multi-cylinder diesel engine. The result showed an appreciable reduction of emissions such as particulate matter, oxides of nitrogen, smoke density and marginal increase in the performance when compared with

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normal diesel engine. Now a days, 2 Ethoxy Ethyl Acetate (EEA) is also used as fuel additive in diesel engines. R. Senthil et al. [15] investigated the performance and emission characteristics of a diesel engine fueled with 2 Ethoxy Ethyl Acetate (EEA) blends. Different fuel blends containing 5, 10 and 15% (v/v) of EEA were prepared and the effect of these blends on performance and emissions were studied on a single cylinder direct injection diesel engine. The brake thermal efficiency increased with increase in EEA percentage. At full load condition, the 5, 10 and 15% EEA blends produced 4.81, 6.88 and 8.21% higher brake thermal efficiency than diesel fuel respectively. They observed that, EEA of 15% (v/v) blended fuel emits lowest CO, UHC and NOX emissions than other test fuels. At maximum load, 15% EEA blended fuel emits 25.6% lower CO, 17.8% lower UHC and 23.8% higher NOX as compared to diesel fuel. At full load condition, the 5, 10 and 15% of EEA blended fuels emits 7.2, 8.18 and 12.72% less smoke.Bhavin H. Mehta et al [16] investigated the effect of oxygenated fuel additive on diesel engine performance and emissions. Different fuel blends containing 5, 10 and 15% (v/v) of Dimethyl carbonate (DMC) were prepared and the effect of these blends on performance and emissions were studied on a single-cylinder 4-stroke direct injection Diesel engine. The brake thermal efficiency (BTE) increases for all blends with increase in brake power. The maximum BTE was achieved when 5% DMC blended fuel was used in diesel engine. They concluded that, NOX emissions increases with increase in brake power for all DMC blends. The maximum soot reduction was achieved by using 5% DMC fuel blend.Yi Ren et al [17] conducted experiments on the DI diesel engine fuelled with dimethoxymethane (DMM), diglyme (DGM), dimethyl carbonate (DEC), diethyl adipate (DEA) and ethanol as oxygenate additives. They observed that, the ignition delay decreases for the dieselDGM blends but increases for other blends due to an increase in oxygen mass fraction. The effective thermal efficiency showed slight increase with the increase of oxygen content. The results revealed that the smoke reduction was strongly related to the oxygen mass fraction in the blends and weakly related to the type of oxygenate. Ten percent of oxygen mass fraction in the blends can decrease the engine smoke by 30 - 40%. They found that, NOX and CO emissions decrease with the increase of the oxygen mass fraction in the blends.P. Baskar et al [18] experimentally investigated the influence of oxygenated diesel fuels on the emissions with the use of two different synthetic oxygenate compounds namely Diphenyl ether (DPE) and Diethelene glycol di methyl ether (DIGLYME). Several diesel fuel blends, containing 10% and 15% by volume of DPE and DIGLYME, were prepared and the effect of these blends on emission characteristics was studied on a twin cylinder direct injection diesel engine. According to experimental results up to 50% reduction of opacity achieved when blends of DPE (10% v/v) and DIGLYME (10% v/v) were used and up to 60% reduction when the blends DPE (15% v/v) and DIGLYME (15% v/v) were used in diesel engine at medium load condition. The oxygenated diesel fuel blends resulted into a significant reduction of CO and UHC emissions with only a slight penalty in NOX emissions. D.C. Rakopoulos et al. [19], An experimental investigation is conducted to evaluate the effects of using blends of n-butanol (normal butanol) with conventional diesel fuel, with 8% and 16% (by vol.) n-butanol, on the performance and exhaust emissions of a fully instrumented, six-cylinder, water-cooled, turbocharged and after-cooled, heavy duty, direct injection (DI), Mercedes-Benz engine, installed at the authors laboratory, which is used to power the mini-bus diesel engines of the Athens Urban Transport Organization sub-fleet. Thetests are conducted using each of the above fuel blends, with the engine working at two speeds and three loads. Fuel consumption, exhaust smokiness and exhaust regulated gas emissions such as nitrogen oxides, carbon monoxide and total unburned hydrocarbons are measured. The differences in the measured performance and exhaust emissions of the two butanol/diesel fuel blends from the baseline operation of the engine, i.e. when working with neat diesel fuel, are determined and compared. It is revealed that this fuel, which can be produced from biomass (bio-butanol), is a very promising bio-fuel for diesel engines. The differing physical and chemical properties of n-butanol against those for the diesel fuel, aided by sample cylinder pressure and heat release rate diagrams, are used to interpret the observed engine behavior.

6. EFFECT OF FUEL ADDITIVES ON COMBUSTION, EMISSIONCHARACTERISTICS OF BIODIESEL FUEL

PERFORMANCE

AND

Biodiesel blended with pure diesel can be safely used in diesel engine without any modification. The best results can obtain for blends containing biodiesel up to 20%. Further increase in biodiesel content introduces some additional problem in engine operation along with some rise in emissions. Researchers have directed their attention towards improving the fuel characteristic by introducing some additives as oxygenates. Some of the additives which have shown very encouraging results are DEE, EEA, DMC, DMG, DMM, DEA and nitro methane (NM). These additives have been tried at various concentrations with pure diesel and with biodiesel blends. Out of all above oxygenates nitro methane is most recent attempt with very promising result. V. Pirozfar et al [20]s work has demonstrated that NM with added 0.1 0.2% results in improving the combustion characteristic and reduction in soot by 30%. They have used various concentration of NM to show the benefits of this additive. Lei Zhu et al. [21] investigated the performance and emissions of a diesel engine fuelled with biodiesel and ethanol blends. Euro V diesel fuel, biodiesel and ethanolbiodiesel blends (BE) were tested in a 4-cylinder direct-injection diesel engine (1800 rpm), at five engine loads and maximum torque. The blended fuels contain 5, 10 and 15% by volume of ethanol, and are identified as BE5, BE10, and BE15 fuels. The biodiesel was produced from waste cooking. For biodiesel as well as the BE blends, the brake specific fuel consumptions

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(BSFC) and the brake thermal efficiency were higher than that of Euro V diesel fuel. The brake specific carbon monoxide (BSCO) reduced for pure biodiesel and BE5, compared to diesel fuel for all load conditions. However, for BE10 and BE15, compared with biodiesel, the BSCO emissions were higher at light and medium engine loads, while on the same level at high engine load. The brake specific hydrocarbon (BSHC) emissions of biodiesel decreased by 60, 38, 32, 40 and 30% at in-cylinder pressures of 0.08 MPa, 0.20 MPa, 0.38 MPa, 0.55 MPa and 0.70 MPa, respectively, as compared to Euro V diesel fuel. They also found that, brake specific NOx (BSNOx) emissions decrease with increase in the engine load. M. Loganathan et al [22] used Dimethyl ether (DME) as an additive to enhance combustion characteristics. They experimentally determined the effect of DME with Jatropha biodiesel in a diesel engine. Jatropha biodiesel-Dimethyl Ether (BDE) blends shows better performance and emission characteristics as compare to neat jatropha biodiesel. The BDE5 (biodiesel 95% and dimethyl ether 5%), BDE10 (dimethyl ether 10%) and BDE15 (dimethyl ether 15%) were tested in a single-cylinder, direct-injection diesel engine. The thermal efficiency (BTE) of all blends of biodiesel BDE was higher than that of neat jatropha oil (B100). They observed from the results that, BTE for all fuel blends were 3-10% higher than that of neat jatropha at full load condition. Brake specific fuel consumption (BSFC) for BDE5, BDE10 and BDE15 were 8, 12 and 17% higher than that of neat jatropha biodiesel. The UHC emissions for the blends were found to be lower than that of the neat jatropha biodiesel. The reduction in UHC was of the order of 42%, 36% and 26% for BDE5, BDE10 and BDE15 respectively. A similar trend was observed for CO and NOX also. The CO was reduced by 67, 51 and 35% while NOx was reduced by 17, 28, and 35 % for BDE5, BDE10 and BDE15 respectively. S. Rajagopan et al. [23] investigated the effect of adding DEE to the biodiesel-diesel blends (B25, B50 and B70) and biodiesel (B100).DEE was added in 10%, 15% and 20% (v/v) to the blended fuels. All the biodiesel blends produced a higher NOX emission compared to diesel. With B25 blend, the NOX emission was reduced by the addition of DEE at all load conditions. This lowering in NOX concentration for the blends was found to occur at low and medium loads. However, at high loads the NOX emission was higher relative to diesel; but lower compared to the corresponding fuel blends. The availability of oxygen in the biodiesel blends leads to better combustion and reduced smoke emissions. However the smoke emissions were decreased by 2, 16, 23 and 26% using B25, B50, B70 and B100 blends respectively. It was also observed that the addition of 15% and 20% DEE to biodiesel fuel was found to give significant reduction in smoke emission. The addition of 20% DEE to B25, B50, B70 and B100 blends reduced smoke emissions by 13, 23 and 34% respectively as compared to diesel. Ma, H., et al. [24],Combustion analysis has been conducted on a small two-stroke glow ignition engine, which has similar combustion characteristics to homogeneous charge compression ignition (HCCI) engines. The engine has been fuelled with a mixture of methanol, nitro methane, and lubrication oil. The effect of nitro methane on combustion is difficult to determine, since altering nitro methane content also changes the airfuel ratio under the current experiment set-up. However, it is still possible to show that nitro methane shortens the combustion periods beyond the uncertainty created by the mixture strength and cycle-by-cycle variations. The result further shows that a faster combustion does not necessarily give a higher indicative mean effective pressure (I.M.E.P.) in this engine. This is because the start of combustion can shift away from its optimum value when nitro-methane is added. The initial combustion period is found to be between 10 and 30 CA (crank angle); the main combustion period is between 25 and 50 CA. Anand K., et al., [25],The experimental work reported here has been carried out on a turbocharged, direct injection, multi-cylinder truck diesel engine fitted with mechanical distributor type fuel injection pump using biodiesel-methanol blend and neat karanji oil derived biodiesel under constant speed and varying load conditions without altering injection timings. The results of the experimental investigation indicate that the ignition delay for biodiesel-methanol blend is slightly higher as compared to neat biodiesel and the maximum increase is limited to 1 deg. CA. The maximum rate of pressure rise follow a trend of the ignition delay variations at these operating conditions. However, the peak cylinder pressure and peak energy release rate decreases for biodiesel-methanol blend. In general, a delayed start of combustion and lower combustion duration are observed for biodiesel-methanol blend compared to neat biodiesel fuel. A maximum thermal efficiency increase of 4.2% due to 10% methanol addition in the biodiesel is seen at 80% load. A later study [26] revealed that 3% ethanol, 2% biodiesel (sunflower oil methyl esters), and 95% low sulfur diesel improved the pour point (PP) of the resultant blend. In general, EB-diesel blends resulted in reduced CO and HC exhaust emissions versus neat LSD. Also elucidated were the effects of blending ethanol with biodiesel (E-biodiesel) in a 6:4 ratio on the PP, kinematic viscosity, and flash point (FP). Specifically, the PP of biodiesel was reduced from 3 C to 9 C, kinematic viscosity (40 C) was reduced from 4.22 to 1.65mm2/s, and FP was reduced from 187 to 14 C after blending with ethanol [26]. Analogously, [27, 28] a blend of ethanol and biodiesel prepared from Madhucaindica oil (MME) and poultry fat (PFME) exhibited better fuel properties versus unblended biodiesel. Where the reduction in cloud point and pour point was 4 C and 3 C for MME and 6 C and 4 C for PFME respectively, when blended with 20% of ethanol, with reduction in CO, lower NOx emissions and decrease in smoke emissions on an average without affecting the thermal efficiency. Other experimental investigations [29, 30] were conducted to evaluate the effects of using ethanol as additives to soybean biodiesel/diesel blends on the performance, emissions and combustion characteristics of a direct injection diesel engine. The tested fuels denoted as B20E5 (20% biodiesel and 80% diesel in vol.) with 5% ethanol and (B30E5) 30% biodiesel and 70% diesel in vol.) with 5% ethanol. The results indicate that, compared with blended fuel, there is a slightly lower brake specific fuel

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consumption (BSFC). Drastic reduction in smoke is observed with ethanol at higher engine loads. Nitrogen oxide (NOx) emissions and hydrocarbon (HC) emissions are slightly higher for blended fuel with ethanol, but carbon monoxide (CO) is slightly lower. However, the blended fuels with ethanol could lead to reduce both of NOx and HC emissions of a diesel engine [31], where biodiesel was blended with 5%, 10% and 15% by volume of ethanol and tested in a 4-cylinder directinjection diesel engine. This paper prepared by J. Wang, J. Xiao and S. Shuai, [32] explores the possibility to significantly reduce the particulate matter (PM) emissions by new fuel design. Several oxygenated blends were obtained by mixing the biodiesel, ethanol, and dimethyl carbonate (DMC), and diesel fuels. The tests were conducted on two heavy-duty diesel engines, both with a high-pressure injection system and a turbocharger. The total PM and its dry soot (DS) and soluble organic fraction (SOF) constituents were analyzed corresponding to their specific fuel physiochemical properties. A blended fuel that contains biodiesel, DMC, and high cetane number diesel fuels was chosen eventually to enable the diesel engines to meet the Euro IV emission regulation. Based on the test results, the basic design principles were derived for the oxygenated blends that not only need the high oxygen content, but also the high cetane number and the low sulfur and low aromatic contents. The fuels used in this study include a baseline diesel fuel, three types of biodiesels, and their blends with ethanol, DMC, DMM, and straight-run (or directly distilled) diesel fuel. Ethanol, DMC, and DMM are used as oxygenates to raise the oxygen content, while the straight-run diesel fuel is used to improve the auto-ignition capability of the blended fuel. When fueling oxygenated blends, the direct soot constituent in PM emissions decreases significantly as the fuel oxygen content increases. However, when the oxygen content reaches 15% or higher, reduction rate becomes slow. Keskinetal. [33] reported that Mg and Mo based additives mixed with tall oil biodiesel did not work properly to improve the performance of the engine. One of the limitations of biodiesel is its flow properties at the low temperatures caused by higher density and viscosity. An investigation was carried out to improve the cold flow properties, combustion and emission performance of biodiesel fueled engine by infusing several additives like ethanol, methanol, kerosene and orange oil, and found favorable results. Especially ethanol additives showed the significant results to enhance the combustion and emission performance [34]. Effective additives are imperative to improve the fuel properties of biodiesel fuels to obtain the effective engine performance and controlled NOx emission [35, 36]. A study conducted by Canakci [37] using soybean oil biodiesel and petroleum diesel fuel in a turbocharged DI diesel engine at engine speed of 1400 rpm to observe the emissions and BSFC behaviors. The results showed that biodiesel offer higher BSFC and NOx emission. Controlling of the NOx emissions primarily requires the reduction of in-cylinder temperatures. Therefore, this higher NOx emission can be controlled by employing EGR system [38-46]. Hessetal. [47], carried out a study in a single cylinder, direct-injection, air-cooled, naturally aspirated Yanmar engine using 20% soy biodiesel with and without antioxidant (butylatedhydroxyanisole or butylatedhydroxytoluene).The result also illustrated that NOx emission was reduced significantly with the addition of antioxidant.Caynaketal. [48] studied the effect of Mn additive on viscosity of pomaee biodiesel and engine performance. The results showed that the reduction in viscosity due to addition, but this had no effect on brake power.

7. CONCLUSION
The present review, discussed the combustion, performance and emission characteristics of diesel and biodiesel fuel blend with additives. The conclusions drawn from the present study are the following points: Various fuel additives are available which possess more oxygen content compared to diesel. If these additives are added in diesel and biodiesel at appropriate proportion it will improve the engine performance and emission characteristics. Based on the performance, minimum increase in Brake Specific Fuel Consumption (BSFC) and with higher improvement in Brake Thermal Efficiency (BTE), have found by adding the additives to both diesel and biodiesel. Based on the emissions, reduction in CO, CO2, PM, NOx and UHC for diesel fuel and minimum increase in NOx for biodiesel blended with additives is observed by previous studies. Based on the combustion, reduction in ignition delay and peak cylinder pressure and increase in combustion duration is observed for diesel and biodiesel blended with additives. ACKNOWLEDGEMENTS Author thanks Prof. Khalid Zaidi for his guidance and Prof. ArifSuhail chairman of department of mechanical engineering, Aligarh Muslim University (AMU), Aligarh for facilities provided. REFRENCES [1] S. Fernando, C. Hall, S. Jha, NOx reduction from biodiesel fuels, Energy Fuels2006; 20:37682. [2] G. Knothe, and K. R. Steidley, Lubricity of components of biodiesel and petrodiesel: The origin of biodiesel lubricity, Energy & Fuels, vol. 19, pp. 1192-1200, 2005.

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Web Site: www.ijaiem.org Email: editor@ijaiem.org, editorijaiem@gmail.com Volume 3, Issue 1, January 2014 ISSN 2319 - 4847
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