Energy 126 (2017) 638e648

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Energy
journal homepage: www.elsevier.com/locate/energy

Application of nano emulsion method in a methanol powered diesel

engine
Dinesh Kumar Soni*, Rajesh Gupta
Department of Mechanical Engineering, MANIT, Bhopal, India

a r t i c l e i n f o a b s t r a c t

Article history: Demand of methanol-blended diesel fuel is increasing to compensate the use of diesel fuel in trans-
Received 13 April 2016 portation purpose despite of their own drawbacks of emission like other petroleum fuels. One of the
Received in revised form major drawbacks is high NOx emission. The nitrogen oxides (NOx) emission from methanol-blended
13 November 2016
diesel engine is not only harmful for the environment, but also affects the life of world population
Accepted 12 March 2017
slowly. Present research is to reduce NOx emission from a methanol-blended diesel engine. The
methanol-blended diesel engine was used in the experiments. In the investigation, diesel fuel is used
with three blends of methanol-blended diesel fuel in the proportion of 0%, 10%, 20% and 30% respectively,
Keywords:
Methanol-Diesel blends
viz, diesel, D þ M10, D þ M20 and D þ M30. Results indicated that, D þ M30 blend produced lower
Single cylinder diesel engine emissions than other blends, but NOx emission was still higher. Therefore, it was selected as an optimum
Water nano emulsion (WNE) method blend. To bring this under control, water nano emulsion method was applied to the optimum blend. The
Water nano emulsified blends (WNEB) optimum blend was treated by WNE method in the percentage of 5%, 10% and 15% while keeping the
Exhaust emissions optimum blend ratio constant. The results revealed that, NOx emission was reduced significantly by the
Performance parameters use of 15% water nano emulsified blend, whereas other emission were increased marginally.
© 2017 Elsevier Ltd. All rights reserved.

1. Introduction
The quest for more sustainable alternative fuel seems deepening
and far more revealing than ever with side effects of global
warming being felt across the globe. According to the referenced
research articles, the energy resource is available for countable
generations only. The coal is available for 218 years and natural gas
is for 63 years. . Amongst various natural resources, the most
apocalyptic data are available for the crude oil and it is expected to
available only for less than half century [1e5]. The rapid depletion
of fossil fuel, unsustainable industrialization and prolific use of
energy in transport sector are primarily contributing to the already
worsening energy crisis and subsequently raising concerns
amongst the scientific fraternity across the world. These issues are
portrayed as a major challenge to elite technical brains. To some
extent, these issues have been resolved by the researchers, who
working actively to find an alternative of conventional petroleum
fuel. Over the years of exhaustive research, biofuel has emerged as
most viable alternative to the conventional fossil fuel, thus, increase
in demand of biofuel is quite natural. Some of the promising
* Corresponding author.
E-mail address: dinsoni2419@gmail.com (D.K. Soni).
biofuels are biogas, biodiesel and alcohols. The researchers are
attracted towards alcohols due to its accessibility, easy storage and
manipulation. The leakage of biogas in automobiles caused by high
pressure is an inescapable problem [6]. The edible oil cannot be
employed as alternative fuel anymore because it may cause food
crisis. The non-edible oil can be used as biodiesel to find an alter-
native of diesel fuel in transportation purpose, but the difficulty of
large scale cultivation may arise and which can indirectly enhance
food crisis [6]. Thus, the focus is moved on alcohols like methanol
and ethanol in terms of non-conventional energy resources [7,8].
Alcohols have become cynosure of discussion for diesel engines
because they are renewable and oxygenated fuels. Ethanol has
achieved the reputation of primary fuel in Brazil from the last 35
years [9,10]. Whereas, methanol was used as a fuel in the oil crisis of
1970. Importantly, methanol has been blended with gasoline in
Europe since 1980. Presently, ethanol and methanol are widely
used as an alternative of fuels either by blending with fuel or in the
form of base fuel in diesel engines [11,12].
Diesel fuel is a combination of hydrocarbon chains. However,
methanol is a neat fluid. The property of hydrocarbons in diesel fuel
makes it suitable for diesel engine. Methanol has proved as a
promising fuel for diesel engines. Methanol is capable to reduce
emissions from diesel engine used either as a partial alternative of
diesel fuel or as an additive. Use of methanol-blended diesel fuel

http://dx.doi.org/10.1016/j.energy.2017.03.049
0360-5442/© 2017 Elsevier Ltd. All rights reserved.
 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
Nomenclature
BSFC Brake specific fuel consumption
BTE Brake thermal efficiency
CA Crank angle
CO Carbon monoxide
HC Hydrocarbon
HRR Heat release rate
NOx Nitrogen oxides
PPM Particulate per million
FSN Filter smoke number
TDC Top dead center
BTDC Before top dead center
WNE Water nano emulsion (water þ emulsifier)
WNEB Water nano emulsion blend (water nano
emulsion þ optimum blend)
typically reduces smoke, CO and HC emission owing to complete
combustion; however, higher in cylinder temperature can cause
greater NOx emission. Methanol reduces smoke formation due to
high H/C ratio, high stoichiometric fuel ratio and high oxygen
content. A methanol powered diesel engine requires more fuel than
diesel fueled engine to maintain the same amount of power. It is
because of lower energy content of methanol than diesel fuel. The
presence of oxygen atom in methanol enhances combustion pro-
cess. Methanol absorbs more heat to vaporize than diesel fuel due
to high latent heat of vaporization. Therefore, it may lead to heat
sinking effect or cooling effect inside the combustion chamber. The
low viscosity of methanol helps to easily inject, atomize and mix
with air compared to diesel fuel.
On the other hand, high ignition temperature, high latent heat of
vaporization and low cetane number of methanol produces a weak
ignition behavior and the ignition delay period tends to increase.
The high auto ignition temperature of methanol than diesel fuel
makes it safe for transportation purpose and storage, while the
much lower flash point is a disadvantage for safety [13e16].
The diesel engine requires some physical adjustment in case of
the fumigation mode. Methanol fumigated diesel engine may
require a separate fuel injector. Whereas, a high pressure and a low
pressure fuel injector are used to inject diesel and methanol
respectively. To spray methanol, diesel engine should have a
separate fuel tank, supply channel and their control valves [17,18],
but it involves large quantity of methanol without any additive and
can destabilize the solution during the combustion process and
proceeds to poor mixing of the fuels [18,19].
The blending method is defined as the mixing of two fuels
before injection of fuel in the combustion chamber. The combustion
of the diesel alcohol blend is possible in a diesel engine without any
physical modification, and it is supposed to be a simple and
attractive approach [20]. The methanol has poor miscibility with
diesel fuel. Although, methanol has to be used in limited quantity in
blending method. The choice of additive is important with regard to
the constancy of the blends [21,22]. The blend method is more
effective with respect to exhaust emissions from diesel engine,
while comparison has carried out between blend and fumigation
modes of methanol injection inside the combustion chamber [23].
According to a detailed study of the effect of methanol in diesel
engine, the soot, CO and HC emission is low; but NOx emission has
not shown any general trend. The NOx emission is very harmful for
the human being. When, the methanol is blended with diesel fuel
in the percentage of 0e15%, NOx emission is increased and soot, CO
and HC emission is decreased accordingly [24,25]. Though,
639
methanol can be used as an additive in the diesel - biodiesel blend
and can reduce CO and soot emission successfully, still, NOx emis-
sion is high at full load condition and at varying speeds for all
blends [26,27]. The same trend is observed with Reactivity
Controlled Compression Ignition engine (RCCI), when it is treated
by methanol - diesel blend and has not shown any significant
reduction in NOx emission [28].
Adversely, NOx emission increased from low load to full load
operating condition while fraction of 5% methanol is used in the
blend [29]. Moreover, it increased at partial load, full load operating
condition and different brake mean effective pressure
[26,30and31].
Water nano emulsion method was better than EGR (Exhaust gas
recirculation) method and initial swirl method to reduce NOx
emission from the methanol-blended diesel engine, when the
blend injected through fumigation mode at high and low load
operating conditions [32,33]. The introduction of water through the
separate fuel injector is used to reduce NOx and soot emission
simultaneously [34]; however, the mixture of water and air can
inject through carburetor also. The use of carburetor is an effective
way to reduce NOx and soot emission without any major influence
on performance parameters [35]. It has been proved that, the per-
formance parameters are not affected by the use of carburetor, but
some studies have shown improvement in engine torque, brake
thermal efficiency and power output at high water diesel blend
ratio in diesel engine [36,37].
Two different methods of water addition, such as blending and
fumigation in diesel engine are compared experimentally, whereas
blending method with 15% water seems to be more effective than
the fumigation method in terms of percentage of emission reduc-
tion [38]. With the application of water in diesel fuel, a micro ex-
plosion phenomena activates accordingly. The improvement in
spray characteristics is observed due to micro explosion phenom-
ena, which leads to enhance the pace of combustion process and
achieve low emissions. Moreover, simultaneous reduction of NOx-
and soot emission can be achieved by variation in water diesel
blend ratio and oxygen concentration at constant operating pa-
rameters [39].
The above survey of literature is primarily related to emission
reduction from methanol-blended diesel engines. It is evident that,
researchers are trying to reduce NOx emission from methanol-
blended diesel engines. Such studies clearly show that, NOx emis-
sion increases irrespective of load, speed and brake mean effective
pressure, as a result of increase in methanol in methanol-diesel
blend [24e31]. Further, the dual fuel mode RCCI (reactivity
controlled compression ignition) engines have been used essen-
tially to reduce NOx and soot emissions, to reduce heat transfer
losses, to increase fuel efficiency and to remove the need of costly
after-treatment systems. Yet, such endeavors have not resulted in
any significant reduction in NOx emission while methanol-blended
diesel fuel was used in RCCI engine [28]. For that reason, there is
greater need than ever to bring NOx emission from methanol-
blended diesel engines to the extent of safer and healthier envi-
ronment. Thus, methanol blended diesel fuel should be treated by a
suitable emission reduction method, which can reduce NOx emis-
sion effectively without any major influence on soot emission, CO
emission, HC emission and performance parameters. The
methanol-blended diesel engine becomes center of attraction for
the energy researchers, inspite of major drawback of NOx emission.
However, exhaust gas recirculation (EGR) and swirl method have
tendency to reduce NOx emission from the methanol-blended
diesel engine. Yet, these are less suitable than WNEB method due
to requirement of major modifications in the engine; additionally, it
increases overall cost of the system.
The aim of the present paper is to reduce NOx emission from
640 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
methanol-blended diesel engine without affecting other parame-
ters. The motivation of the present paper is gained by keeping the
mentioned aim in mind. It is achieved through experimental pro-
cedure in two phases. In first phase, direct mixing of diesel and
methanol is taking place to prepare three different blends by using
a magnetic stirrer. Thereafter, an optimum is selected from three
blends based on NOx emission. As discussed, water nano emulsion
method has ability to reduce NOx emission from diesel engine,
either by fumigation mode or by emulsion (blending) mode.
Therefore, the WNE method is applied on optimum blend to reduce
NOx emission. The present paper illustrates the effect of water nano
emulsion (WNE) method on the methanol-blended diesel engine. It
will be an interesting discussion to analyze the influence of WNE
method on NOx emission along with soot emission, CO emission,
HC emission and performance parameters. The present research
will help to reduce NOx emission from methanol-blended diesel
engine used in transportation purpose.
2. Experimental methodology
The experiment was carried out in two phases. In the first phase
of the experiment, methanol-blended with diesel fuel in different
proportions to find an optimum blend. Methanol fuel was pur-
chased from a local commercial market with the purity of 99.9%.
Methanol blended with diesel fuel to prepare three different
blends, where the proportion of methanol fuel varied from 0% to
30% by an increment of 10%. The blends are represented as diesel,
D þ M10, D þ M20 and D þ M30 for the indication of 0%, 10%, 20%
and 30% methanol quantity in the blend respectively. To prepare a
combustible homogeneous mixture of the fuel, blends were pre-
pared just before the experiment and a magnetic stirrer was used to
prevent the phase separation of the mixture. This part of the work
was utilized to find an optimum blend from three methanol diesel
blends on the basis of emission parameter. The present research is
focused on reduction of NOx emission from methanol-blended
diesel engine, so the selection criteria of optimum blend was NOx
emission.
Although, diesel engine can run by blending of 70%e80%
methanol in diesel fuel. But, engine will emit high NOx emission
due to presence of high quantity of methanol in diesel fuel.
Accordingly, engine will require high amount of WNE (more than
15%) in blend to reduce NOx emission. It may cause erosion of
combustion chamber wall and extinguish the combustion process.
The aim of research is to decipher the property of WNE method to
reduce NOx emission from the methanol-blended diesel engine.
Therefore, the quantity of methanol in diesel fuel was enough up to
30% and blends were prepared as D þ M10, D þ M20 and D þ M30
Only.
The second phase of the experiment employed WNE in
Table 1
Properties of diesel, methanol, water and sorbitanmonolaurate.
S. NO. Properties Diesel
1 Molecular formula C10H20 to C15H28
2 Molecular weight, g/mol 190e220
3 Cetane number 40e55
4 Lower heating value, mJ/kg 42.5
5 Density at 20  C, kg/m3 840
6 Viscosity at 20  C, mpa.s 2.8
7 Heat of evaporation, kJ/kg 250e290
8 Stoichiometric air fuel ratio 14.7
9 Auto ignition temperature,  C 210
10 Carbon content, wt% 86
11 Hydrogen content, wt% 14
12 Oxygen content, wt% 0 50
13 Flame temperature,  C 2054
optimum methanol-blended diesel fuel to achieve minimum level
of emissions, particularlyNOxemission. The water nano emulsion
(WNE) was prepared by the mixing of optimum methanol diesel
blend with water in presence of a suitable emulsifier. Water can be
emulsified with diesel by the use of a suitable emulsifier. Nano
emulsions are the emulsions with very small size of particles in the
range of 50e200 nm. An emulsifier known as sorbitan mono lau-
rate was used in the present paper to prepare a water nano emul-
sion with optimum methanol-diesel blends. The HLB (Hydrophilic
Lipophilic Balance) value of sorbitan mono laurate is 8.6 and it
belongs to category of water in oil emulsifier (7 < HLB Value < 11)
[40].
A suitable emulsifier should use to mix water in the diesel fuel,
so that the mixture can remain stable for long time. The fraction of
2%e4% emulsifier in blend does not affect the engine performance
[36]. Equally important that, the stability of water-diesel blend
depends on the accurate emulsification technique and stirrer speed
[41].
The emulsion of water and optimum blend was prepared with
the help of a magnetic stirrer. The Sorbitan mono laurate was used
as an additive in 3% by volume to make a stable mixture. The nano
emulsion was added in the proportion of 5%, 10% and 15% by vol-
ume in optimum blend, namely D þ M30 þ W5, D þ M30 þ W10
and D þ M30 þ W15 respectively. The mixture of water nano
emulsion (WNE) and optimum blend was called as water nano
emulsified blend (WNEB). The ratio of methanol-diesel blend was
kept constant to maintain the volume of optimum blend in each
sample of WNEB. For example, The D þ M30 þ W5 blend consists
5% of WNE out of 100% of the total quantity of blend and remaining
95% quantity of blend is used to maintain optimum blend ratio of
methanol-diesel blend in the fuel, where, 66.5% diesel represents
70% diesel and 28.5% methanol represents 30% methanol in
D þ M30 þ W5 blend (see Table no 2). Same procedure of blend
preparation is followed for the preparation of other two blends i.e.
D þ M30 þ W10 and D þ M30 þ W15. The experiments were
repeated up to three rounds; therefore average values are reported
in the results. The properties of diesel, methanol, water and sor-
bitanmonolaurateare listed in Table 1 and blends description in
Table 2.
A single cylinder, four stroke, water cooled diesel engine was
used in the present work. The experimental setup is shown in Fig. 1
and engine specifications are mentioned in Table 3. An AVL exhaust
gas analyzer (Di gas 444 CDS model) was used to measure CO, NOx
and HC emission from diesel engine. It was calibrated by using leak
test and HC residue test as per manual of exhaust gas analyzer and a
filter paper was changed after every set of readings. Whereas, the
performance parameters such as pressure, heat release rate (HRR),
brake specific fuel consumptions (BSFC) and brake thermal effi-
ciency (BTE) were measured by using Legion brother's data
Methanol Water Sorbitan mono laurate emulsifier
CH3OH H2O C18H34O6
32 18 346.46
<5 e e
19.7 e e
790 998.2 1032 (at 25  C)
0.59 1 1000
1178 2257 e
6.45 e e
470 e e
37.5 e e
12.5 e e
e e
1890 e e
 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648 641

Table 2 presented graphically from low to high loads.

Blends and their description.

Blend Description 3.1. Methanol addition in pure diesel fuel

D þ M10 90% diesel þ 10% methanol
D þ M20 80% diesel þ 20% methanol The effect of methanol addition in diesel fuel has discussed in
D þ M30 70% diesel þ 30% methanol
the following subsections.
D þ M30 þ W5 5% WNEB (66.5% diesel þ 28.5% methanol þ 5%WNE)
D þ M30 þ W10 10% WNEB (63% diesel þ 27% methanol þ 10%WNE)
D þ M30 þ W15 15% WNEB (59.5% diesel þ 25.5% methanol þ 15%WNE) 3.1.1. Effect on combustion chamber pressure and heat release rate
The cylinder pressure of pure diesel fuel and methanol-diesel
blends is presented in Fig. 2. The pressure curve is drawn against
crank angle at high load (100%) operating condition. The heat of
vaporization of methanol is four times higher than diesel fuel.
Which implies that, methanol absorbs more heat to vaporize than
diesel fuel. The effect of heat of vaporization is reflecting from the
difference in pressure curve between two fuels. The peak of
methanol-diesel blends is higher than diesel fuel. The high quantity
of methanol in the diesel fuel increases heat of vaporization of the
blend, therefore ignition delay increases [42]. It can be seen that,
the long ignition delay period of methanol-diesel blend increases
peak of cylinder pressure curve. Simultaneously, long ignition delay
Fig. 1. Experimental setup. period shifts the peak of cylinder pressure near to TDC due to
combustion of fuel near TDC. The long ignition delay affects pres-
sure and heat release rate. The long delay period increases
acquisition system. A Kistler made (6125B) pressure sensor was
compression period inside combustion chamber and heat is
used to record the pressure in bar with uncertainty less than ± 1%.
releasing before combustion process due to compression of the
The AVL smoke meter 437 was used to measure filter smoke
fuel. This heat increases the temperature of the combustion
number (FSN) and it uses filter paper blackening principle to
chamber to auto ignition temperature of the fuel; as a result,
calculate FSN. In this method, the collected carbon particles on the
combustion occurs. The combustion of the fuel takes place before
filter paper are measured by a photoelectric measuring head and
TDC, results to high heat release rate. The ignition delay period is
the result is analyzed by using a microprocessor. The instruments
increasing due to addition of methanol in diesel fuel, therefore high
with uncertainty and range are listed in Table 4.
heat release rate is observed. The methanol-diesel rich mixture
burns in the premixed mode of the combustion process and
3. Result and discussion consequently increases the heat release rate as depicts in Fig. 3.

To visualize the influence of the methanol addition in diesel in
the first phase of the experiment and mixture of WNE and opti-
mum blend in the second phase of the experiment, comparative
results are discussed in the following subsections in terms of per-
formance and emission characteristics. With regard to the com-
bustion chamber pressure and heat release rate, the results have
discussed only at full load operating condition. Whereas, emissions
and performance parameters (BSFC and BTE) are analyzed and
3.1.2. Effect on emission characteristics
The NOx emission increases as methanol quantity increases
from 10% to 30% in the diesel fuel, as it is shown in Fig. 4. The NOx
emission of methanol ediesel blend is higher than that of diesel
fuel at 20% load and it is increasing continuously with higher
quantity of methanol in the methanol diesel blend. In methanol-
blended diesel engines, the NOx formation occurs mainly from
the thermal NOx and fuel NOx. The thermal NOx depends upon in-

Table 3
Specifications and operating conditions of used diesel engine.

S.No. Make Kirloskar engine, TV-1

1 Number of cylinders 1
2 Bore  Stroke 87.5 mm  110 mm
3 Swept volume 661 cc
4 No. of nozzle holes 3
5 Connecting rod length 234 mm
6 Rated output 5.2 kW
7 Compression ratio 17.5
8 Type of combustion chamber (Piston bowl shape) Hemispherical open combustion chamber
9 Rated speed 1500 rpm
10 Volume of cavity with piston top 32.708 cc
11 Clearance 1.2 mm
12 Cylinder head curvature Flat
13 Nozzle opening pressure 220 bar
14 Fuel injection pressure 270 bar
15 Fuel spray angle 120
16 Injection timing 23 CA BTDC
17 Engine type Vertical engine
18 Angle of injector 15 with axis of piston motion
19 Valve diameter 34.2 mm
20 Maximum valve lift 10.1 mm
642
Table 4
Instruments with their range, accuracy and uncertainty analysis.
S.No. Instruments
1 AVL Di gas 444- Measuring parameters
Nitric oxides (NOx) emission
Hydrocarbon (HC) emission
Carbon monoxide (CO) emission
2 Smoke meter (AVL 437)
2 Crank angle encoder
3 Speed measuring unit
4 Load cell
Fig. 2. Pressure at all methanol-diesel blends.
Fig. 3. HRR at all methanol-diesel blends.
cylinder temperature and oxygen concentration of the fuel [43].
Methanol contains 50% oxygen by weight and its cetane number is
lower than that of diesel fuel, which causes high in-cylinder tem-
perature after combustion. At high temperature, nitrogen is con-
verted to NOx emission and diatomic nitrogen (N2) is converted to
monoatomic nitrogen (N), which is highly reactive. On the other
hand, NOx is also generated due to conversion of fuel bound ni-
trogen (fuel contains traces of NH3, NC and HCN) to NOx during
D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
Measuring range Accuracy Percentage uncertainties
0e5000 ppm ±50 ppm ±0.2
0e20000 ppm ±15 ppm ±0.2
0e10% volume ±0.02% volume ±0.2
0e10 FSN ±0.001FSN ±1
0e720 BTDC ±0.2 CA BTDC ±0.5
0e10000 rpm ±10 rpm ±0.1
250e6000 W ±10 W ±0.2
Fig. 4. NOx emission at all methanol-diesel blends.
combustion process. This is called fuel NOx. However, fuel NOx is
formed in very small quantity [43]. If the quantity of diesel in-
creases or decreases in the blend, fuel NOx varied accordingly. As
the diesel quantity is constant to maintain the ratio of optimum
blend, the effect of fuel NOx is negligible in the present paper.
Therefore, the thermal NOx can be seen as a major source of NOx
emission in diesel engine and higher NOx emission is produced
from the fuel, which having higher methanol content as also
depicted in Fig. 4. The trend of NOx emission at 20% load operating
condition is diesel fuel, D þ M10 blend, D þ M20 blend and
D þ M30 blend respectively. The NOx emission increases from low
to high load operating condition and follows the same trend of NOx
emission formation as observed in 20% load operating condition. It
may be due to the large amount of fuel injected at high loads.
The presence of oxygen in methanol enriches oxygen quantity in
the blend. The addition of methanol makes combustion process
better than the combustion of pure diesel fuel. The presence of
oxygen in the blend helps to combustion process and leads to
complete combustion inside combustion chamber. This in turn
contributes to high combustion temperature inside combustion
chamber and finally, obeys ideal combustion process with regard to
combustion of carbon particles (carbon is converted to carbon di-
oxide instead of carbon mono oxides). It can be seen from Fig. 5
that, CO emission decreases as the methanol quantity increases in
the blend at 20% load and same trend is observed for other loads.
The CO emission decreases as mass of fuel increases from low to
high load operating condition. As the fuel quantity increases, high
amount of methanol leads to high in cylinder temperature and
brings complete combustion inside chamber.
 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648 643

The smoke emission contains unburned carbon particles. The 0.8

smoke formation occurs at the air deficient regions in the com- Diesel
bustion chamber. These air deficient regions are formed as the air/ D+M10
fuel ratio decreases. Smoke is produced by oxygen deficient ther-
0.7 D+M20
mal cracking of long-chain molecules. The high amount of oxygen D+M30
in methanol helps to produce complete combustion inside cylinder.
The presence of atomic bound oxygen in methanol satisfies positive

Smoke (FSN)
chemical control over smoke formation. The tendency to generate 0.6
smoke by the fuel dense region inside a diesel combustion process
is reduced, so that smoke free spray combustion could be realized
[25]. The smoke emission is sensitive to temperature of combustion 0.5
chamber. Consequently, the in cylinder temperature increases
while, methanol quantity increases in the blend. As NOx emission
increases at high temperature, simultaneously, smoke emission 0.4
decreases just because of high in cylinder temperature. The
occurrence of high incylinder temperature results to complete
combustion process. Therefore, less amount of carbon particles are
emitted at the exhaust of the engine. As load increases from 20% to 0.3
100%, the high quantity of fuel injected inside chamber. This in turn 20% 40% 60% 80% 100%
produces high temperature with respect to load. Subsequently, Loads
smoke emission decreases from low to high load operating condi-
Fig. 6. Smoke emission at different methanol-diesel blends.
tion as shown in Fig. 6.
Unburned hydrocarbon (HC) is a product of incomplete com-
bustion. The formation of HC emission decreases as methanol 90
quantity increases in the blend and it can be seen in Fig. 7. The high Diesel
amount of oxygen is resulted in complete combustion and im- D+M10
proves combustion process inside the cylinder. Therefore, lower
80 D+M20
unburned hydrocarbons are formed. The increase in HC is the
D+M30
highest in the low load case, and the lowest in the high load case.
HC emission (PPM)

The higher quantity of fuel is responsible for the reduction of HC

emission from low load to high load operating condition. One of the 70
major reasons of hydrocarbon formation in methanol-blended
diesel engine is trapped methanol in the crevices. This trapped
methanol can not burn during combustion process and it is counted 60
as unburned hydrocarbon ultimately.

3.1.3. Effect on performance parameters 50

Brake specific fuel consumption (BSFC) is defined as the amount
of fuel supplied in one hour to maintain a particular power output
from the diesel engine. BSFC is related to the lower heating value of 40
the mixture. The results showed that increasing methanol ratio in 20% 40% 60% 80% 100%
the fuel blend caused to increase in the BSFC. As the amount of
Loads
Fig. 7. HC emission at different methanol-diesel blends.

methanol increases in the blend, lower heating value of the blend

Fig. 5. CO emission at all methanol-diesel blends.
decreases i.e. blend releases less energy. This less energy is not
sufficient to burn the fuel completely and generates low power.
Thus, to maintain the same amount of power output from the en-
gine, large quantity of fuel is required in the combustion chamber.
Fig. 8 manifests that, high methanol quantity in the blend increases
BSFC. At high loads, the rate of increase in brake power is much
more than the fuel consumption. Therefore, increase in load from
low to high reduces BSFC due to increase in total energy released by
brake power.
Brake thermal efficiency (BTE) depends on the lower heating
value of the mixture for a constant effective power. It is the indi-
cation of diesel engine to adopt the working fuel in the combustion
process and to examine the capability of the combustible fuel to
convert chemical energy into mechanical energy. The result in-
dicates that, the lower heating value decreases, when the methanol
percentage increases in the blend. Fig. 9 reveals that, the reduction
in lower heating value of the blend reduces brake thermal effi-
ciency. It can be seen from Fig. 9 that, at low load operating
644 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
Fig. 8. BSFC at all methanol-diesel blends.
condition, brake thermal efficiency of the blend is lower than other
loads. This may be attributed to the supply of sufficient amount of
heat to warm up the engine. Once the engine gets hot enough, the
brake thermal efficiency increases at high loads.
3.2. Optimum blend
On the basis of above discussion, it can understand that, the
D þ M30 blend is an optimum blend. After the comparison of re-
sults, it is observed that, the D þ M30 blend emits low smoke, CO
and HC emission. Additionally, its brake thermal efficiency is
acceptable. However, high NOx emission of D þ M30 blend seems to
be a challenge. Therefore, second phase of the experiment is per-
formed to reduce NOx emission form optimum blend.
Fig. 9. BTE at all methanol-diesel blends.
3.3. Water nano emulsion (WNE) in optimum blend
By aiming the reduction of NOx emission from optimum blend,
the second phase of experiment is carried out through WNE
method. In the second phase of the research work, WNEB are
prepared by the help of an emulsifier in the proportion of 5%, 10%
and 15% and the new blends are called as D þ M30 þ W5,
D þ M30 þ W10 and D þ M30 þ W15. The influence of WNEB on
performance and emission parameters is discussed in the following
subsections.
3.3.1. Effect of water nano emulsified blend (WNEB) on cylinder
pressure and heat release rate
The effect of WNE addition in the optimum blend is represented
in Fig. 10. This Figure contains curve of cylinder pressure at full load
operating condition. The peak of cylinder pressure reduces as the
quantity of WNE increases in optimum blend. This may be attrib-
uted to high latent heat of vaporization of water. Water absorbs
heat of the combustion chamber to vaporize and it is known as heat
sinking effect. Thus, reduces pressure and temperature inside the
chamber. After absorbing sensible and latent heat from the com-
bustion chamber, water gets vaporize and distribute into tiny
droplets inside the combustion chamber and leads to enhance at-
omization in the cylinder. This phenomenon is known as “micro
combustion”. It is found that, the peak of pressure curve is reducing
as the quantity of water is increasing in the optimum blend. The
higher peak of pressure represents low quantity of water in the
optimum blend and vice versa. The lower peak of D þ M30 þ W15
blend can be attributed to longer ignition delay period, conse-
quently, combustion occurs in the diffusion combustion mode. The
high latent heat of vaporization of WNEB increases ignition delay;
hence, the combustion process shifts toward the expansion stroke
side. The explosion of fuel in a larger space may be a reason of weak
pressure raise, as can be seen in Fig. 11.
Fuel has sufficient time to mix with the surrounding air due to
long ignition delay and pushes the premixed combustion process
near TDC. Therefore, high heat release rate is observed in the pre-
mixed mode of the combustion, as shown in Fig. 11. The diffusion
combustion process occurs after TDC and forms second peak of heat
release rate. This diffusion combustion process is responsible for
pressure rise after TDC and second peak of heat release rate. By
adding the quantity of WNE in optimum blend, weak peak (second
80
Diesel
D+M10
70 D+M20
D+M30
D+M30+W5
60 D+M30+W10
D+M30+W15
Pressure (Bar)
50
40
30
20
10
680 700 720 740 760 780
Crank angle (deg)
Fig. 10. Pressure of methanol-diesel blends and WNEB.
 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648 645

100 NOx emission produced due to temperature variation is known as

Diesel “thermal NOx”. The thermal NOx in an optimum blend drops due to
90 D+M10
D+M20 low temperature caused by heat sinking effect of WNE. Whereas,
D+M30 the fuel NOx is negligible due to constant methanol-diesel ratio in
80
Heat release rate (J/deg)

D+M30+W5 each WNEB. Therefore, NOx reduction owing to temperature drop

70
60
50
40
30
20
10
0 cording to Ref. [44], the oxidation of CO emission would freeze
680 700 720 740
Crank angle (deg)
Fig. 11. HRR of methanol-diesel blends and WNEB.
peak) of heat release rate is observed for D þ M30 þ W5 blend on
the expansion stroke side. As more WNE is added to the blend, the
ignition delay increases accordingly. Hence, it shifts diffusion
combustion away from TDC; as a result, second peak of heat release
rate becomes weak.
3.3.2. Effect of WNEB on emission characteristics
The effect of WNEB on NOx emission is delineates in Fig. 12. The
reduction of NOx emission from methanol-diesel blend (optimum
blend) is the primary challenge of the present work. By increasing
quantity of WNE in optimum blend, NOx emission gets lower
respectively. The heat sinking effect of water plays a vital role in
reducing the combustion chamber temperature. The water parti-
cles surrounded by fuel particles takes heat of combustion chamber
to evaporate and after sufficient heating, water particles get
vaporize. This process results to low in cylinder temperature. The
D+M30+W10 caused by heat sinking effect is more effective and predominates
D+M30+W15
over the NOx reduction effected by fuel NOx. The NOx emission is
decreasing continuously by increasing the quantity of WNE in op-
timum blend at 20% load. At higher load, the NOx emission follows
same trend. It may be attributed to amount of fuel injected at
higher loads, which means a large amount of WNEB is also injected
into the chamber. Accordingly, the heat sinking effect acts contin-
uously at high loads. Thus, NOx emission decreases by the appli-
cation of WNEB at all loads.
As shown in Fig. 13, CO emission increases as WNE increases in
the optimum blend. It is because of low combustion temperature
inside the cylinder, which results in incomplete combustion. Ac-
760 780
when temperature is lower than 1400 K inside combustion cham-
ber. The flame temperature of WNEB is lower than that of
methanol-diesel fuel due to the presence of water in WNEB in the
form of WNE. Therefore, the combustion process leads to incom-
plete combustion because of deficiency of sufficient temperature.
The incomplete combustion of the fuel upshots the conversion of
carbon particles to CO emission instead of CO2. So, high CO emission
is observed for all WNEB at operating condition of 20% load. As the
load increases, the trend of CO formation remains same. However,
the formation of CO emission is not as it is found in reference,
because water-diesel blends have tended to increase CO emission
up to 400% [44]. The formation of CO emission is restricted by the
oxygen quantity of methanol present in WNEB.
The smoke emission forms in the fuel rich region of the com-
bustion chamber. When, waterediesel emulsion is used in diesel
engine, the smoke emission reduces successfully. It is due to the
micro combustion phenomenon, which helps to improve air-fuel
mixing in the combustion chamber. Thus, better air fuel mixing
can reduce smoke emission from diesel engine [39]. The low tem-
perature of combustion chamber is also a reason of smoke forma-
tion. In the present study, the incylinder temperature decreases due

Fig. 12. NOx emission of methanol-diesel blends and WNEB. Fig. 13. CO emission of methanol-diesel blends and WNEB.
646 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
the addition of WNE in the optimum blend. It may also because of
the cooling nature of methanol and WNE. This results to incomplete
combustion up to some degree and enhances carbon deposits in
smoke emission. Here, the low temperature reason of smoke for-
mation dominates over the previous reason. Therefore smoke
emission increases at low temperature for a particular load of 20%.
At higher loads, soot emission maintains same trend. It can be seen
from Fig. 14 that, the high quantity of the fuel at higher load leads to
low smoke emission due to high incylinder temperature.
The incomplete combustion of WNEB due to addition of WNE in
the optimum blend leads to higher HC emission than optimum
blend. The formation of HC emission is again related to the low
incylinder temperature and incomplete combustion, as explained
for CO emission. The HC emission increases as the WNE increases in
the optimum blend at a particular load and same trend is found for
all loads. The rise in HC emission is observed, but not that much as
mentioned in the literature. The high quantity of oxygen in meth-
anol helps to restrict CO emission as well as HC emission, which can
be understood from Fig. 15.
Fig. 14. Smoke emission of methanol-diesel blends and WNEB.
Fig. 15. HC emission of methanol-diesel blends and WNEB.
3.3.3. Effect of WNEB on performance parameters
The effect of WNEB on brake specific fuel consumption is drawn
in Fig. 16. BSFC increases as the WNE increases in the optimum
blend. The addition of WNE drops down the heating value of the
blend due to its cooling nature. At low load operating condition, the
BSFC should increase to maintain the power. The BSFC increases
continuously as the WNE quantity increases in the optimum blend.
Therefore, higher BSFC is achieved at high WNEB i.e.
D þ M30 þ W15 blend. At high loads, the WNE increases in the
optimum blend and large quantity of fuel is required to maintain
the same amount of power. Hence, BSFC increases continuously.
The low quantity of heat is liberated after combustion of WNEB due
to the lower heating value of the blends. The mixing of WNE in
optimum blend generates low heat compare to optimum blend and
this effect can be seen in Fig. 17. The BTE decreases for WNEB than
optimum blend and this trend remains same for all loads.
On the basis of the above discussion, the results can be
Fig. 16. BSFC of methanol-diesel blends and WNEB.
Fig. 17. BTE of methanol-diesel blends and WNEB.
 D.K. Soni, R. Gupta / Energy 126 (2017) 638e648
Table 5
Comparison of diesel fuel, optimum fuel and 15% WNEB in terms of emission and performance parameters.
Emissions/performance parameters Diesel fuel D þ M30 (Optimum blend)
NOx (ppm) 620 719 (14% [)
Smoke (FSN) 0.413 0.361 (14.40Y)
CO (% Volume) 0.13 0.08 (38.46%Y)
HC (ppm) 60 44 (27% Y)
BSFC (g/kWh) 263 321 (18% [)
BTE (%) 33.9 31.91 (6% Y)
[ Emission increases.
Y Emission decreases.
summarized in the following Table 5. The NOx emission of 15%
WNEB is reduced up to 19% and 30% than diesel fuel and optimum
blend respectively. The smoke emission of 15% WNEB
(D þ M30 þ W15) is almost equal to diesel fuel and 13% higher than
that of optimum blend. The variation of smoke emission is
accepted. It increases up to 0.48% and 13% than diesel fuel and
optimum blend respectively. The CO emission drops up to 31.53% by
the application of 15% WNEB compared to diesel fuel. However, it is
higher (10.11%) than optimum blend. The rise in CO emission is
restricted by the high oxygen content methanol, whereas, water-
diesel emulsion have tended to increase CO emission up to 400%.
The HC emission reduces by using 15% WNEB compared to diesel
fuel. However, it increases than optimum blend (D þ M30) blend.
The rise in HC emission is comparatively less than the natural rise
(50%) of water-diesel emulsion. Brake specific fuel consumption
increases up to 30 and 14.85% than diesel fuel and optimum blend
respectively. BSFC should increase to maintain the power output of
the diesel engine. Brake thermal efficiency has tended to decrease
in the diesel engine by the application of blends. Brake thermal
efficiency decreases up to 11.92% than diesel fuel and 6.42% than
optimum blend.
4. Conclusions
In the present work, WNE method has utilized to reduce NOx
emission from an optimum blend of methanol-blended diesel fuel.
The aim of the research work is to reduce NOx emission from an
optimum blend and it is achieved successfully. The effect of water
addition (WNE addition) on performance and emission parameters
is analyzed. The comparison of 15% WNEB is shown in results with
pure diesel fuel and optimum blend (D þ M30). With 15% WNEB,
NOx emission is reduced quite successfully from methanol-blended
diesel engine. It can be observed that, while NOx emission is
reduced effectively as compared to pure diesel and optimum blend,
smoke, CO and HC emission are increased only marginally. How-
ever, CO and HC emission are found lower as compared to that
produced by pure diesel and higher than that resulted from opti-
mum blend. This may be attributed to the incomplete combustion
caused by heat sinking effect of water nano emulsion. Apart from
emission parameters, the addition of 15% WNEB also influences the
performance parameters as well. BSFC is found to increase with 15%
WNEB than pure diesel and optimum blend. BSFC should be
increased to maintain the same power output throughout the
combustion process. Inspite of BSFC getting increased, BTE de-
creases as compared to that with pure diesel and optimum blend.
The reduction of BTE can be understood by the role of lower heating
value of the blends.
Finally, it is revealed that, the WFNE method has ability to
reduce NOx emission without any physical modification of the en-
gine. According to Subramanian [38] “water-diesel emulsion (15%)
is a better emulsion to control the engine emission”. Consequently,
it is also proved in the present research work.
647
D þ M30 þ W15 (Than Diesel fuel) D þ M30 þ W15 (Than D þ M30 blend)
503 (19% Y) 503 (30% Y)
0.415 (0.48%[) 0.415 (13%[)
0.089 (31.53% Y) 0.089 (10.11% [)
52 (13.33% Y) 52 (15.38% [)
377 (30% [) 377 (14.85% [)
29.86 (11.92% Y) 29.86 (6.42% Y)
It is proven that water nano emulsion method is better than EGR
and swirl method to reduce NOx emission from methanol-blended
diesel engine [32]. Moreover, it does not require any modification in
the engine and can be mixed easily with methanol-diesel blend by
use of a suitable emulsifier (emulsifier). Therefore, the WNE
method is more appropriate compared to other methods or studies.
Researchers and engineers around the world are focusing more
on emissions from diesel engines owing to serious environmental
issue and understandably ready to compromise with power and
efficiency. From a report of Methanol Institute, direct methanol fuel
blending is increasing annually with a rate of 25%. Practically,
methanol-blended diesel engine vehicles are used in USA and
China, and present research deals with the one of the major
problem of their vehicles i.e. NOx emission. Therefore, it is appro-
priate to use water nano emulsion method to achieve low emis-
sions in practical applications of methanol-blended diesel engine.
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