Fuel 285 (2021) 119255

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Performance and emission characteristics of diesel engine fueled with

ternary blends of linseed and rubber seed oil biodiesel
Sudalaiyandi K a, Karthick Alagar b, *, Vignesh Kumar R a, Manoj Praveen VJ a, Madhu P c
a
Department of Mechanical Engineering, National Engineering College, [Link], Kovilpatti 628503, Tamilnadu, India
b
Department of Electrical and Electronics Engineering, KPR Institute of Engineering and Technology, Avinashi Road, Arasur, Coimbatore 641 407, Tamilnadu, India
c
Department of Mechanical Engineering, SNS College of Technology, Coimbatore 641035, Tamilnadu, India

A R T I C L E I N F O A B S T R A C T

Keywords: Fossil fuels are being exhausted and new energy options are being pursued. The processing of fuel can be used as
Biodiesel diesel fuel from vegetable oils and animal fat. The goal of this research is to study the efficiency and emissions of
Linseed diesel in combination with linseed and rubber seed oil as biodiesels simultaneously. Five ternary blends have
Rubber seed
been prepared in a variety of proportions from linseed and rubber seed oil. These two oils have relatively similar
Engine
physical characteristics, and these two oils are not edible. Output and emissions tests were carried out using
Emission characteristics
ternary biodiesel mixtures in a single-cylinder water-cooled diesel engine. The experimental study has shown the
performance efficiency of ternary blend1 (5% linseed biodiesel, 5% biodiesel rubber seed, 90% diesel) and
blend2 (10% linseed biodiesel, 10% biodiesel rubber seed, 80% diesel) is optimum compare to the other blends.
Blend1 and blend2 have a calorific value of 42.33 MJ/kg and 41.95 MJ/kg while. Cetane number (CN) is 51 or
52 respectively which is almost same of the diesel fuel. At higher loads, the SFC deviation from base diesel to
mixture is very small. Ternary blends are lower in NO2 and CO emissions than base diesel. Compared to base
diesel, however, the value of NO and CO2 is high.

and non-toxic fuel synthesized from local and native sources [3].
1. Introduction Rudolph Diesel used biodiesel as fuel for his early invention in 1900.
At that time, however, the use of biodiesel has been faded due to the
The economic status of a country depends on the availability and the pollution regulations and politics. However, the use of biodiesel is
efficient conversion of energy resources. Diesel is one of the primary increasing in recent times [4]. Biodiesel has meanings such as higher in
energy sources used for rapid industrialization. The diesel engine is used Cetane number, flash point and excellent lubrication, which make it a
in the agricultural, transport and power plant sectors. Since it shows better substitute for diesel. Despite many positive characteristics of
significant features such as a very high compression ratio, higher ther­ biodiesel, the use of 100% pure biodiesel as fuel or an extreme blend of it
mal efficiency, lower fuel consumption and a low pumping requirement in diesel can result in carbon deposition, CO emission, incomplete
[1]. On the basis of the report from the energy sector, it is clear that combustion [5]. Over the last decade, research have been focused
energy demand is increasing day by day, but the required energy re­ mainly on reducing the limitations of biodiesel. Recent studies focus
serves are being exhausted at a frightening rate all over the world. There more on higher alcohols (HAs) because lower alcohols have a low cetane
is therefore a need to find a substitute for this exhausting fossil resource. number, higher boiling point, low calorific value, and miscibility with
Despite so many significances in the use of diesel engines, emissions diesel. Higher Alcohol has shown better results in higher power and
from this engine, such as carbon monoxide, unburned hydrocarbons and lower emissions than conventional pure diesel [6,7]. Among all the
particulate matter, have polluted the environment. In this quest, there is available higher alcohols, ten-carbon decanol expresses encouraging
an immediate need to replace these fossil fuels and keep the environ­ fuel properties closer to diesel [8]. Biodiesel has been synthesized from
ment clean [2]. One of the most common alternative fuels is biodiesel, almost all seeds such as castor, sunflower, soybean, groundnut, copra,
which is used in diesel blends in engines to reduce the emission of jatropha, rice, barley, mutton fat, mustard, cottonseed, waste oil, algae
exhaust pollutants. Biodiesel is a non-contaminated, bio-decomposable and microbial oils. [9]. Several methods for the production of biodiesel

* Corresponding author.
E-mail addresses: sudalais444mech@[Link] (S. K), karthick.a@[Link] (K. Alagar), vigneshces@[Link] (V.K. R), manojpraveenvjmech@[Link]
(M.P. VJ), pnpmadhu@[Link] (M. P).

[Link]
Received 19 May 2020; Received in revised form 13 August 2020; Accepted 11 September 2020
Available online 13 October 2020
0016-2361/© 2020 Elsevier Ltd. All rights reserved.
S. K et al. Fuel 285 (2021) 119255

Nomenclature D Diesel
EGR Exhaust Gas Recirculation
SFC Specific Fuel Consumption POD Palm oil blended diesel
NO2 Nitrogen dioxide HC Unburnt Hydrocarbon
NO Nitric oxide GO Graphene Oxide
CO2 Carbon dioxide TiO2 Titanium Oxide
CO Carbon monoxide FFA Free Fatty Acid
CI Compression Ignition BP Brake Power
CN Cetane number BMEP Brake Mean Effective Pressure
NOx Oxides of nitrogen TFC Total Fuel Consumption
BTE Brake Thermal Efficiency IP Indicated Power
THC Total Hydro Carbon BSFC Brake Specific Fuel Consumption
E Ethanol IMEP Indicated Mean Effective Pressure

have been explored, and later studies focus mainly on the potential of seed oil have been analyzed for the free fatty acid (FFA) content of the
Nano-catalyst processes. Catalytic treatment shows an effective way to oil as high as 45–46%. Significant reductions in viscosity and acid values
control the emission of NOx from diesel engines [10]. Non-compatible are reported. Properties such as specific gravity, viscosity, flash point,
biodiesel properties such as cold flow, oxidation solidity, corrosive cloud point, pour point and calorific value are comparable to Petro-
and acidic properties for diesel engines have been reviewed. Further­ diesel. Abedin et al. [28] investigated Palm and Jatropha blends for
more, the additive treatment with biodiesel appears to be suitable for the engine. It has been concluded that brake power decreased on
low-temperature properties and oxidation stability [11]. Metal-based average from 2.3% to 10.7% while operating on 10% to 20% blends. The
additives are more useful for reducing the smoke opacity of biodiesel palm mixtures produced an average 5.3% higher brake power than the
fuel due to their catalytic effect. Diethyl ether and ethanol are also useful jatropha mixtures. On average, 5.0%, 19.0% and 26.4% of BSFC in­
for reducing smoke opacity [12]. creases are reported in addition to 5%, 10% and 20% of biodiesel (both
The blending of ethanol with diesel by volume proposition of 10% palm and jatropha) respectively. Dixit et al. [29] reported that the
and 15% has improved engine performance. It is reported that the brake content of linseed oil in India varies from 33 to 47%. The linseed plant is
thermal efficiency (BTE) of the engine improved by 1–2%, while CO traditionally grown for the production of textile fibers. An appropriate
emission have been decreased by 16.7%, NOx decreased by 2.2% for the method for transesterification of linum usitatissimum oil based on its
E15–D blend under different load conditions. However, total hydro properties must be investigated. Linseed oil has lower oxidative stability
carbon (THC) increased by 40% compared to the diesel [13]. Applica­ compared to linseed oil esters, paving the way for research into the
tion of ethanol and methanol blending with biodiesel delivers improved oxidative stability of linseed. which is a promising source of bio-diesel.
engine performance and, in particular, NOx emissions by 30% and 19%, Atabani et al. [30] reported that feedstock alone represents more
respectively. However, with regard to CO2 emissions, methanol is re­ than 75% of the total cost of production of biodiesel. The selection of the
ported as higher compared to the ethanol [14–16]. Out of all conven­ best feedstock is therefore vital to ensure a low cost of production. It has
tional processes, Triglycerides delivers the better performance as diesel also been found that continuity in the transesterification process is
fuel. It has high viscosities, low volatilities and poor cold flow properties another option to minimize the cost of production. Biodiesel is currently
which has been led to the investigation of various derivatives [17,18]. not economically feasible and more research and technological devel­
Rapeseed oil is blended with diesel and employed in the diesel engine opment is needed. According to the literature studies, biodiesel has the
without any modification of the engine setup. It is reported that the potential to replace conventional diesel engines. The availability of
smoke, CO and HC emissions are higher than diesel in various engine linseed and rubber seeds is globally available. Triglycerides of linseed,
loads [19,20]. When the diesel is blended with higher proportion, the rubber seed mixed with diesel of different proportions blended to form
emissions from the engine are appeared to be lower than diesel. How­ biodiesel, further analysis of biodiesel blends is required. Fuel blends
ever, at the same time, NOx emissions are getting worst [21,22]. used in these investigations shall be prepared by altering the percentage
It is observed that the exhaust gas recirculation (EGR) method re­ volume of diesel with linseed and rubber seed biodiesel without any
duces NOx emissions by 25–75% for diesel while for biodiesel with an modification of the engine. Five tertiary blends are prepared in a
EGR rate of 5–25% fueled engine [23]. Palm oil blended diesel (POD) laboratory-scale biodiesel processor. Diesel is referred to as base fuel
delivers better emission performance, and it is reported that the 51% with no alteration whatsoever. Pure diesel is also blended with 5%, 10%,
reduction in CO and a 55% reduction in unburned hydrocarbon (HC). 15%, 20% and 25% of linseed biodiesel and rubber seed biodiesel,
However, the emission of NOx increased by 33% compared to that of respectively. All fuel samples are tested in a single-cylinder, four-stroke,
Petro-diesel [24]. Based on performance aspects, Decanol mixed diesel naturally-aspirated diesel engine used as a power source for the eddy
provides a 1.5–2.3% reduction in fuel consumption and a 0.5–0.8% current dynamometer at different engine loads (No load, 500 W, 750 W,
improvement in brake thermal efficiency. The doping of graphene oxide 1000 W, and 1250 W) with a constant engine speed of 3000 rpm and the
(GO) and titanium oxide (TiO2) with diesel fuel improved the engine results are compared with the diesel fuel.
performance. GO additives improved BSFC by up to 6%, especially at
high loads. However, CO and NOx emissions increased by 15.1% and 2. Materials and methods
26.77% respectively for GO-TiO2 fuel [25]. Ejim et al. [26] presented an
analytical comparison of the atomization characteristics of 7 biodiesels The key objectives of this work are the development of biodiesel
and 17 binary and ternary diesel blends at 80 ◦ C using a direct injection from Linum usitatissimum (linseed oil) and Hevea brasiliensis (rubber
injector. The results of the statistical analysis show that B100 coconut seed oil) by transesterification. Prepared biodiesel is tested in a single-
biodiesel have similar atomization characteristics to diesel. Morshed cylinder, four-stroke, vertical, water-cooled, direct injection computed
et al. [27] reviewed rubber seed oil extraction from seed using a variety Kirloskar make CI Engine. The overall layout of the analysis is shown in
of methods that have been identified as a promising alternative fuel Fig. 1. Properties and fatty acid composition of linseed oil and rubber
source. The maximum yield for oil is 49%. The properties of the rubber seed oil are shown in Tables 1 and 2.

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S. K et al. Fuel 285 (2021) 119255

Fig. 1. Overall flowchart of the study.

Table 1 Table 2
Properties of linseed oil and Rubber Seed Oil. Fatty acid composition of linseed oil and rubber seed oil.
Fuel properties Linseed oil Rubber Seed Oil Fatty acids Linseed oil Contents (%) Rubber Seed Oil Contents (%)

Density at 15 ◦ C (kg/m3) 893 922 Palmitic acid 6.58 10.20

Viscosity at 40 ◦ C (mm2/s) 26.24 41.24 Stearic acid 4.43 8.70
Calorific value (MJ/kg) 39.3 38.96 Oleic acid 18.51 24.60
Acid value (mg KOH/g) 0.80 4 Linolenic acid 53.21 16.30
Flash point (◦ C) 265 294 Linoleic acid 17.25 39.60
Cetane Number 37 39 Saturated Fatty acid 11.01% 18.90%
Unsaturated Fatty acid 88.97% 80.50%

2.1. Preparation of ternary blends of biodiesel

blending is that linseed oil has low viscosity and lower economic
Linseed and rubber seed oils have a high FFA content and biodiesel availability compared to rubber seed oil. Consequently, the blending of
derived from these oils are viscosity-like compared to diesel fuel and these two biodiesels with diesel gives a good economic viability. The
have improved atomization characteristics. The reason for ternary following ternary fuel mixtures are prepared and shown in Fig. 2.

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S. K et al. Fuel 285 (2021) 119255

Fig. 2. Biodiesel blends B5, B10, B15, B20, B25.

Blend 1. (B5)90% Diesel + 5% Linum usitatissimum + 5% Hevea f. Glycerine separation: the presence of glycerine is observed at the
brasiliensis bottom of the flask, and it is removed manually shown in Fig. 3 (b).
Blend 2. (B10)80% Diesel + 10%Linum usitatissimum + 10% Hevea g. Amount of glycerin separated after transesterification is measured
brasiliensis using an electronic balance.
Blend 3. (B15)70% Diesel + 15% Linum usitatissimum + 15%
Hevea brasiliensis
Blend 4. (B20)60% Diesel + 20% Linum usitatissimum + 20% 2.3. Experimental setup
Hevea brasiliensis
Blend 5. (B25)50% Diesel + 25% Linum usitatissimum + 25% The Engine chosen to perform the experiment is a single-cylinder,
Hevea brasiliensis four-stroke, vertical, water-cooled, direct injection Kirloskar comput­
erized CI Engine. This engine can withstand higher pressures and is also
widely used in agriculture and industry. The engine has an electrical DC
2.2. Procedure for preparation of biodiesel dynamometer to measure its output. The dynamometer is statistically
calibrated before use. The load is controlled by changing the current of
a. Dilute 0.1 N KOH solution prepared by dissolving 4 g of KOH pellet in the field. The theory of eddy-current dynamometers is based on eddy-
1000 ml distilled water. Current (Table 3 and Fig. 4).
b. The raw oil is mixed with methanol and diluted 0.1 N KOH in the All emissions such as carbon monoxide, carbon dioxide, unburned
following ratio, hydrocarbons, nitrogen oxide and unused oxygen found in the model’s
c. 400 ml of raw linseed oil/Rubber seed oil + 100 ml of methanol + 9 5-gas emission analyzer are used. At the end of the exhaust gas outlet,
ml of dilute 0.1 N KOH solution the one end of the cable connected to the inlet of the analyzer and the
d. The above mixture is maintained at a temperature of 60 ◦ C for 1 h other end is connected. Engine performance is an indication of the de­
and 30 mins in the three-way flask. gree of success that the engine performs its assigned task, such as the
e. After heating the mixture, it is allowed to cool for 24 h continuously conversion of the chemical energy contained in the fuel into useful
at atmospheric temperature. The transesterification setup is shown in mechanical work. The performance of the engine shall be assessed on
Fig. 3 (a). the basis of the specific fuel consumption of the brakes, the mean

Fig. 3. (a) Transesterification setup (b) Separation of biodiesel.

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S. K et al. Fuel 285 (2021) 119255

Table 3 processes normally have a comparatively suitable property. Viscosity is

Specification of the Diesel Engine. the most important property for the use of fuel injection equipment. This
Parameters Specification affects the operation of fuel, particularly when fuel fluid is affected by an
increase in viscosity. High viscosity results in weaker fuel spray atomi­
Make LEGION BROTHERS
Bhp 5 HP zation and less efficient injector activity. The lower blends (blend1 and
Speed 1500 RPM blend2) have similar viscosity to diesel. With higher blends, the density
Number of cylinders 1 increases rapidly due to the increase in unsaturated fatty acids in the
Compression ratio 16: 1 mixture. The reason for higher value is that rubber seed biodiesel has
Bore diameter 80 mm
Stroke length 110 mm
higher viscosity due to the presence of more saturated fatty acid than
Type of ignition Compression-Ignition linseed biodiesel. Blends 1 and 2 have an almost equal calorific value
Method of starting Manual crankshaft compared to diesel. By increasing the proportion of biodiesel, the
Method of loading Eddy current Dynamometer calorific value is drastically reduced due to the addition of more oxygen
molecules. The flashpoint is affected by fuel homogeneity, which means
that the fuel has a low flash point when it is homogeneous. Biodiesel
effective pressure of the brakes, the exhaust smoke and other emissions.
proportions of blends 1 and 2 have a low flash point compared to other
The instruments used in the study are listed in the Table 4.
blends because the mixtures are highly homogeneous. The number of
Cetane is a function of density, viscosity, flash point and calorific value.
3. Experimental uncertainty analysis
The CN value is evaluated based on the correlation given by Sivar­
amakrishnan et al. [33] Viscosity affects ignition delay, which is why
Error is the difference between the value measured and the real
improved viscosity explains the improved CN of biodiesel compared to
value. Random error and systematic error are two forms. Random mis­
vegetable oils. Blend 1 and blend 2 have CN values close to those of
takes are altered when tests in different conditions are carried out but
diesel fuel samples due to the presence of diesel in mixtures.
structural mistakes are different. karthick et al. [31,32] also suggested a
systematic method in experimental science to quantify uncertainty. For
4.2. Performance test of an engine
the study, all independent parameters are distributed uniformly, such
that the uncertainties of the measurements are of form B (uncertainty
The performance test results for diesel and five ternary blends are
measured on the basis of the instrument’s precision and calibration
shown in Figs. 5–9. Performance test performed in the conventional
characteristics). In the experiments described here, the separate pa­
engine without modifying the parameters of the engine. Our main
rameters measured are: density, viscosity, voltage, current, carbon di­
objective is to test the fuel quality for all types of diesel engines. This
oxide, Brake Specific Fuel Consumption, Brake Mean Effective Pressure,
work is independent of the modification of the engine. Figs. 5–9 shows
Exhaust Smoke emission is analyzed. The maximum exhaust smoke
that Brake Power (BP), Brake Mean Effective Pressure (BMEP), Total
emission is found to be 0.57%.

4. Result and discussion Table 4

Instrument specification.
4.1. Characterization of the biodiesel blends Instruments Range Accuracy Uncertainty

Redwood viscometer 20 ◦ C to 99 ◦ C ± 1 ◦C 0.57%

The atomization characteristics of diesel, biodiesel and ternary bio­ Penske Marten Flash Point 20 ◦ C to to 370 ◦ C ± 0.5 ◦ C 0.2886
diesel blends are defined in Table 5 on the basis of the experimental Apparatus
Bomb Calorimeter 15 to 35 ◦ C ± 0.01 ◦ C 0.0057
assessment. The physical properties such as density increase with rising
Exhaust Gas Analyzer CO 0–15% vol. ± 1% 0.57%
biodiesel fusion ratio on the basis of the experimental test, the kinematic CO2 0–20% vol. ± 1% 0.57%
viscosity of the ternary fusion. blend1 (90% gasoline, 5% biodiesel and NOx 0–5000 ppm vol. ± 1% 0.57%
5% Biodiesel) and blend2 (80% gasoline, 10% biodiesel, 10% biodiesel) Voltmeter (Meco make) 0–300 V ±1V 0.57%
generally feature comparatively suitable properties. The mixing Ammeter (Meco make) 0–15 A ±0.1A 0.057%

(1)Computerized control unit

(2) Fuel tank
(3) Engine setup
(4) Eddy current Dynamometer
(5) Exhaust calorimeter setup
(6) Exhaust gas outlet pipe

Fig. 4. Experimental setup of the diesel engine.

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S. K et al. Fuel 285 (2021) 119255

Table 5
Characterization of diesel, biodiesel and ternary biodiesel blends by measurement.
Fuel Composition (%) Density (kg/m3) Kinematic Viscosity (cSt) Calorific value (MJ/kg) Flash point (oC) Cetane Number

Diesel 100-0-0 813 1.43 42.32 63 49

Linseed 0-100-0 874 2.00 39.21 130 53
Rubber seed 0-0-100 880 2.32 38.32 145 50
Blend1 (B5) 90-5-5 816 1.46 42.23 65 51
Blend2 (B10) 80-10-10 825 1.52 41.95 69 52
Blend3 (B15) 70-15-15 832 1.58 41.74 72 52
Blend4 (B20) 60-20-20 833 1.78 40.82 76 53
Blend5 (B25) 50-25-25 850 1.88 39.82 78 54

Fig. 5. Variation of Indicated Mean Effective Pressure for load with various blends.

Fig. 6. Variation in total fuel consumption for load with various blends.

Fuel Consumption (TFC), Indicated Power (IP), Mechanical Efficiency increases with an increase in the load on all types of fuel. But diesel TFCs
and Brake Thermal Efficiency (BTE) are increasing with a load surge. are lower compared to other ternary blends because diesel has lower
Brake Specific Fuel Consumption (BSFC) decreases with increased load. viscosity and higher calorific value. Biodiesel has saturated fatty acids,
The indicated mean effective pressure of biodiesel blends is low and the viscosity increases with an increase in saturated acid content.
compared to diesel. This is due to the higher viscosity and lower calorific Blends 1 and 2 have comparatively similar TFC values, as these two
value of the biodiesel blends. Although the CNs of blend 1 and 2 are blends have higher diesel proportions.
almost comparable to diesel. So, those blends are giving slightly the The Fig. 7 clearly shows that the Specific Fuel Consumption linearly
same results with diesel for all loads. The IMEP variation is shown in decreases with an increase in loads. At lower loads, the SFC values are
Fig. 5. The fig, man. 6 It clearly shows that the total fuel consumption very high, resulting in reduced engine efficiency. That’s why we’ve got

6
S. K et al. Fuel 285 (2021) 119255

generated and it is shown in Fig. 8.

Biodiesel blend density is high. Density causes poor atomization
characteristics, resulting in abnormal combustion. Brake Thermal Effi­
ciency of ternary blends is therefore lower compared to neat diesel, as
shown in Fig. 9. The lower calorific value of biodiesel blends is also
another reason for reducing thermal brake efficiency, even ternary
blends 1 and 2 have similar BTEs compared to diesel BTEs. Can [37]
showed that the proportion of bio-diesel increases, followed by an in­
crease of SFCs with a decrease of BTE up to 2.8%. Similar BSFC and
thermal efficiency values have been determined in the current study.
BTE decreases with increases in the proportion of biodiesel in fuel
blends. The lower heating value, higher viscosity and higher density are
the reasons for lowering BTE. The BTE values increase when compared
Fig. 7. Variation in Specific fuel consumption for load with various blends. to the results in [36].

4.3. Emission characteristics analysis

Fig. 10 clearly shows that the carbon dioxide (CO2) emission per­
centage decreases with an increase in loads. The CO2 percentage of
biodiesel blends is also high compared to clean diesel.
Due to excess oxygen molecules present in the ternary biodiesel
blends, and CO2 gas is less harmful than Carbon monoxide (CO). When
the load is increased, incomplete combustion starts. Therefore, the CO2
emission is reduced. The Fig. 11 shows the Nitric oxide (NO) emission
values concerning load conditions of ternary biodiesel blends and neat
diesel. At light and medium load conditions, the blend2 gives less NO
emission compared to diesel.
Under higher loads, the combustion temperature of the engine in­
creases, produces NO and results in the formation of CO2 at low tem­
peratures. Ternary biodiesel blends have more oxygen molecules that
react at high temperatures with nitrogen molecules and form NO and
Fig. 8. Variation in Mechanical efficiency of the engine load.
Nitrogen dioxide (NO2) during combustion. Fig. 12 shows that the NO2
values of diesel are higher than those of ternary biodiesel blends. Vari­
to drive the vehicle at an economical speed/load. The SFC value at that
ations of CO with loads of ternary biodiesel and diesel are shown in
point is very low. The SFC value is increased if we increase the load from
Fig. 13. The graph clearly shows that diesel has the highest CO per­
that point onwards. The SFC values of Ternary blends are higher at all
centage compared to Ternary biodiesel blends under medium and high
loads than diesel, and this is due to the lower calorific value of biodiesel.
load conditions. In light load conditions, diesel has a lower percentage of
Similar results have been observed for SFC in the reference period
CO emissions due to the occurrence of complete combustion resulting in
[34,35]. The SFC values of Ternary blends are higher at all loads than
low CO production. When the amount of cetane increases, the CO
diesel, due to the lower calorific value and higher density of biodiesel.
emission decreases and the number of biodiesel blends is slightly higher
SFC is higher than blends in [36]. The mechanical efficiency of the en­
than that of diesel. It is concluded that the emission of CO and CO2 has
gine improved when blend1 and blend2 are used as fuel at medium loads
been influenced by the addition of biodiesel to fuel mixtures. As bio­
due to the complete combustion of the fuel and the maximum energy
diesel is made up of a higher amount of oxygen, oxidation reactions

Fig. 9. Variation in Brake thermal efficiency of the engine load.

7
S. K et al. Fuel 285 (2021) 119255

improve. This leads to lower CO and higher CO2. The formation of CO2
increased because the higher load mass is associated with chemical re­
actions due to higher engine load [34].
Based on the above, ternary blend1 (5% linseed biodiesel, 5% rubber
seed biodiesel and 90% diesel) and blend2 (10% linseed biodiesel, 10%
rubber seed biodiesel and 80% diesel) have comparatively similar per­
formance characteristics to neat diesel. The mechanical efficiency of the
engine improved under certain specific load conditions. The SFC values
of these blends are much closer to diesel under high load conditions. The
CO and NO2 emissions of these blends are lower compared to diesel.
These two blends may therefore be used as fuel in the CI engine without
any modification. Biodiesel derived from linseed oil contains 55% of
Fig. 10. Emission characteristics of CO2 for various loads. linolenic acid and the density of this acid is higher than that of diesel. As
a result, the density of the mixer with higher proportions of biodiesel
results in poor fuel atomization and higher flashpoint. Higher flash point
is the root cause of incomplete combustion and better results from lower
mixtures. Experiments on biodiesel with different blends are carried out
without modifying the configuration of the engine. It is therefore suit­
able for all diesel-fueled engines.

5. Conclusion

Linseed, rubber seed oil and ternary biodiesel blends are developed
and employed in the computerized single-cylinder water-cooled diesel
engine to optimize the performance and emission characteristics of the
diesel engine. The observation shows that both ternary blends1 (5%
biodiesel, 5% biodiesel rubber and 90% diesel) and blend2 (10% bio­
diesel linseed, 10% biodiesel rubber and 80% diesel) have fairly similar
output properties like diesel. In such load conditions, the mechanical
Fig. 11. Emission characteristics of NO for different loads. performance of the engine increased. The calorific values pf blend1
42,23 MJ/kg and blend2- 41,95 MJ/kg) of the mixtures which is more
appropriate to diesel under heavy load conditions. The CN is also
equivalent to diesel, 51 and 52, for blend1 and blend2 respectively. CO
and NO2 emission levels are lower than diesel emissions. The excess
oxygen in the biodiesel blends at high temperatures react with the ni­
trogen and produces NO is an annoyance. Other advantages jeopardize
the downside. These two blends can be used in the diesel engine without
any modification in the engine part, in turn it also reduces the emission
of the engine due to the blends of linseed and rubber seed.

CRediT authorship contribution statement

K. Sudalayandi: Writing - original draft, Writing - review & editing.

Alagar Karthick: Supervision, Validation, Visualization. R. Vignesh
Kumar: Investigation, Methodology, Project administration. V.J.
Manoj Praveen: Formal analysis, Writing - review & editing. P. Madhu:
Fig. 12. Emission characteristics of NO2 for various loads. Conceptualization, Data curation.

Declaration of Competing Interest

The authors declare that they have no known competing financial

interests or personal relationships that could have appeared to influence
the work reported in this paper.

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