MAPUA INSTITUTE OF TECHNOLOGY AT LAGUNA

ACADEMIC YEAR 2020-2021

Design and Fabrication of an Alternative Biodiesel Diesel Engine Fuel Supply

System that employs Radiator Waste Heat Recovery System with Shell and
Tube Heat Exchanger for Biodiesel Pre-heating Process

Ferdinand Joseph Flores Domingo

Joshua Radbert Sta. Rosa Pangilinan
Junelle Lawrenz Francisco Zamora

Adviser: Engr. Manuel Rustria

A Capstone Project Proposal Submitted

  

Introduction

Background of the Study

Biodiesel or Biofuel is an alternative source of fuel for diesel engines in

comparison to commercially available Diesel fuel, this alternative fuel contains animal

fats, natural oil such as vegetable oil, cooking oils and non-edible plant oils

(Gebremariam, 2018). Biodiesel fuels are heavily considered to be alternative fuel for

diesel oil, as the world progresses and the demand for fossil fuel rises so does its capacity

to supply the world’s order diminishes. Hence research and applications of biodiesel arise

in order to solve the world’s demands and provide alternative options. Prompting to

biodiesel may seem more beneficial, however the problem arises from the compatibility

of the biodiesel itself on the diesel engine, as such the diesel engine on the long run

breaks down and corrodes faster when exposed to biodiesel than the diesel fuel itself.

(Chandran, 2020)

This alternative provides a much lower CO emission than diesel fuel by 9% if by

B5 blend biodiesel and 37% by B100 blend, proving to be cleaner and environmentally

friendly than commercial fuel, given that it also produces a smoke capacity that is up to

60% lower. (Buyukkaya, 2010). Switching to alternative fuel in addition to the

compatibility to diesel fuel, would add benefit for both transportation and agricultural

department, as prompting to invest more in the development and production in natural

resources to produce more oil for biodiesel and to reduce the need for import of diesel
fuel lowering the countries budget in relying for foreign resources. Compatibility of the

Biodiesel has been on the works with commercial diesel fuel to be regulated to have at

least 2% biodiesel blend and subjected to 5% increase by the Philippine Coconut

Authority as of 2021 (Warner, 2021). Although at lower blends in mixture to diesel fuel,

it has proven to be effective and cost efficient in terms of production to supply and

demand; pure biodiesel is also compatible with diesel engines however on the long run it

has a long-term effect on the engine itself and can pose problems then on. It is initially

due to the high viscosity of the biodiesel (Paar, 2022). The project is set on primary

developing fuel system that absorbs the residual heat of the engine via radiator with the

use of shell and tube heat exchangers integrated with PCM to lessen the viscosity and in

turn made to be compatible for diesel engine on the long run and effectively switching to

biodiesel as a main source of fuel.

Statement of the Problem

Biodiesels are widely available on the market, and they can be made by purifying

used cooking oil while adding chemical compounds for better combustion. Furthermore,

biodiesel will lessen the pollution from carbon emissions that release from combusting

commercial fossil diesel fuels. However, using biodiesel as alternative diesel fuel has a

disadvantage that can affect the performance of an engine in the long run. Hence, the

internal combustion of engines produced waste heat that traveled through the cooling

system and dissipated into the atmosphere. Moreover, Hoang et al. (2018) stated that a

diesel fuel with high density and viscosity lessens the power output due to poor

atomization, time-consuming breakup and mixture formation, increased carbon

deposition, and high energy demand for pumping fuel. In addition, the solution lowers the
viscosity and density of the biodiesel fuel by adding some modifications such as

increasing the temperature of the biodiesel fuel and adding chemical compounds.

The modifications can be considered as advantages that will help the study to

produce a better quality of biodiesel fuels that is more compatible with combustion.

Having a higher temperature in the supply system will lessen the viscosity and density of

the biodiesel fuel at the start of the process. This study will help the researchers to

determine the different effects of biodiesel with a pre-heating system from a modified

fuel supply system. Hence, the study involves the capture of waste heat produced from

the internal combustion of diesel engines. The study will identify if the diesel engine can

be compatible with any biodiesel fuel where it lessens the thickness of the biodiesel fuel

at the early stage of the process.

The research question of this experiment would be to determine the flow of the

coolant from the cooling channels and the flow of biodiesel from the fuel supply through

the fuel pump and the initial temperature of the biodiesel and coolant. Hence:

1. What is the effect of varying temperature and flow rate of biodiesel from the

fuel supply and the coolant from the cooling channel in producing the targeted level of

viscosity and density of biodiesel?

Through this the hypothesis of this study would determine the parameters such as the area

of the heat exchanger, the temperature difference, heat transfer coefficient, the mass flow

rate inside the heat exchanger, etc. Hence:

1. Varying temperature and flow rate range of both biodiesel and coolant has an

effect in the density and viscosity of biodiesel produced by the heat exchanger.
Null hypothesis;

1. Density and viscosity has no correlation with the varying temperatures and flow rate of

the biodiesel and coolant

Objectives

The aim of this research is to design and fabricate a fuel supply heating system by reusing

the residual heat from the engine via radiator with the use of heat exchanger integrated

with PCM to produce a lower viscosity and density of the biodiesel in higher blends with

correlation and relevance to the heat absorbed dispelled by the diesel engine by reusing

heat obtained from liquid coolants that passes through the coolant channel and is

transferred to the heat exchangers with the use of PCM. The aim is to provide a fuel

supply system compatible with biodiesel to provide a reliable alternative and cost

efficient fuel for diesel engines for public and private vehicles.

The specific objectives are:

1. To design and fabricate a prototype of the whole pre-heating system integrated with

PCM that incorporates specific materials and dimensions using fusion 360

2. Determine the heat exchange rate and the mass flow rate, the change in viscosity and

density of the biodiesel.

3. Determine the performance of the prototype through the use of statistical tools such as

two-way anova and regression.

Rationale for the Research Project

The purpose of conducting the study is to provide an alternative fuel supply

system engine that can support higher blends of biodiesel up to 100% biodiesel, or B100.

The aim of the research is to take advantage of the renewable fuel’s environmental

benefits and reduce the consumers expenses for the surging price of petroleum diesel and

gas. Through this, the possibility of aiming to reduce diesel consumption and prompting

to rely on renewable resources, with the possibility of lessening the strain of the vehicle

from overheating with the reuse of liquid coolant from the radiator of the engine,

prompting for a much cooler temperature for diesel engines. Furthermore, in accordance

with Talavera from Philstar Global, the Philippine Coconut Authority is pushing the

percentage of commercial blend biodiesel with diesel from 2% to 5%, which is to

increase demand for coconut, a natural source of oil, to sustain the livelihood of farmers.

Through this research the possibility and option to opt for natural oil and reuse oil for

source fuel can increase the income of the Philippines through agricultural and

transportation department hence this research opts to develop a general method of heat

exchanger for different types of vehicle diesel engine to accommodate the public.

Scope and Delimitations

The scope of this study would be focusing on developing a heating process for a

fuel supply system that will help the biofuel to increase its power output while decreasing

its viscosity and density at the early stage of the process. Hence, the heated biofuel with

lower viscosity is easier to pump through the engine for combustion. Furthermore, The

heat from the liquid coolant of the radiator after passing through coolant channels would
 be captured by the heat exchanger with the use of PCM to transfer the heat to the

biodiesel before entering the engine. The study also focuses on the compatibility of

biodiesel fuel for combustion, where the diesel engine can be able to combust the

biodiesel fuel and determine the travel quality, mileage and diesel engine component

condition and quality when exposed to biodiesel which will be concluded under the

hypothesis of this study.

The delimitation of the study is the complete replacement of diesel engine or total

overhaul of the engine design to increase the compatibility with biodiesel, furthermore

the research doesn't include redesigning and fabrication of engine components, such as

fuel injector, coolant channels, etc… Engine gas emissions using biodiesel and

manufacturing cost are also not part of the data gathering.

Gantt chart

WEEK 1 WEEK WEEK WEEK WEE WEEK WEEK WEE WEEK WEEK

2 3 4 K5 6 7 K8 9 10

Individual review

of related literature

Capstone grouping

and compilation of

topics for capstone

Tentative Capstone

title proposal
Capstone Advising

and review of

related literature

for capstone topic

Capstone Draft

Revisions

Final Paper and

approval
Conceptual Framework

Figure 1.

Figure 1 shows the conceptual framework that researchers came up with and it

has three variables which are Independent, Dependent, and Mediator Variable.

Independent variables explain the different usual problems that can occur when using

biodiesel as an alternative fuel for diesel engines. For the mediator variable, it is a process
of modification for the study which can produce different dependent variables when

applied. The dependent variable is the final stage of the process that is directly connected

to both the independent and mediator variable. Furthermore, different results can be

obtained from the mediator and independent variable to analyze and compare each other

to come up with the disadvantages and advantages of biodiesel. Hence, the study assumes

that the modification of the fuel supply system of the diesel engine will gather enough

data that can improve the overall performance of biodiesel fuel for diesel engines.

According to Bergthorson et al. (2015). fuel delivery, spray, evaporation, and mixing

process would depend on the changes in flame composition and temperature of biodiesel

fuel. Hence, increasing the temperature of the biodiesel fuel will lessen the viscosity and

density that can increase the compatibility of biodiesel fuel for combustion in a diesel

engine. Furthermore, Verduzco et al. (2013). stated that better compatibility of chemical

compounds in biodiesel fuel results in better power output for combustion. However, the

environmental temperature can increase the viscosity and density of the biodiesel in the

fuel supply system when the weather is cold. For this reason, the modified heating

process for the fuel system will give initial changes to help the biofuel at the start of the

combustion process.

Definition of Terms

Viscosity - measure of a fluid’s resistance to flow

Density – measure of the quantity of some physical property per unit length, area, or

volume.
Fuel supply system – fuel injection pump supplies fuel under high pressure to the

injectors through high pressure pipes.

Temperature – a physical quantity that expresses hot and cold or a measure of the

average kinetic energy of the atoms or molecules on the system.

Biodiesel – renewable, biodegradable fuel manufactured domestically from vegetables

oils, animal fats, or recycled restaurant grease.

B100 – is an efficient alternative biofuel in small diesel engines.

Diesel - a type of engine that produces enough heat to burn fuel and power a vehicle

Diesel engine – internal combustion engine in which ignition of the fuel is caused by the

elevated temperature of the air in the cylinder die to the mechanical compression; thus,

the diesel engine is a so-called compression-ignition engine.

Fabrication – the act of creating or making something

Flashpoint – in the presence of an igneous source, the lowest temperature at which a

volatile substance evaporates to form an ignitable combination with air and continues to

burn when the trigger source is removed

Heat exchanger – a heat transmission system that involves two or more fluids.

PCM - Phase change matter, is the change of material from two states (solid to liquid,

vice versa) depending on the temperature achieved.

 Review of Related Literature

According to Capellan-Perez et al. (2014), the fossil fuels that are available in this

generation will deplete in the next two decades and the demand for non-renewable energy

won't be achieved by the year 2025-2040. Fossil fuels produce energy that helps humans

to create machinery and technologies for the future foundation of industries.

Transportation is responsible for transferring an object or a person from one place to

another in a short period. Hence, the factor of transportation is also responsible for

consuming a huge percentage of energy produced by fossil fuels. Furthermore, modern

transportation operates with engines that consume fuel compared to the old method of

transportation that only involves animals carrying a wooden cart or trolley to transport

objects. However, the advantages of modern transportation in terms of efficiency,

comfortability, and durability have a huge gap compared to the old method of

transportation.

According to the annual report of the Land Transportation Office with the date of

September 2021, the statistics show that the total number of registered land vehicles

increased with a population of 15,5827,412 in the year 2021 compared to 13,443,338 in

the year 2020. Hence, registered private cars decreased by approximately 500 thousand in

the mid-year of 2021 compared to 1.1 million in the mid-year of 2020. Furthermore, the

increase in the population of vehicles affects the pollution caused by emissions of toxic

gases. According to Lloyd et al. (2011). diesel engines are the most common engine that

contributes the most power to transportation from the past decades until now. However,

the diesel engine is one of the most contributors to pollution from the emission of fossil

fuel that affects climate change. The gasoline engine was introduced for better efficiency

in terms of combustion while reducing the emission released from the gas engine.

Furthermore, filtration of emissions from the diesel engine is not enough to reduce the

huge increase in carbon emissions. Hence, the innovation of biodiesel fuel was

introduced to have an eco-friendly emission that will lessen the harm to the environment.

With these in mind, according to Talavera from Philstar Global as of january 4, The

department of agriculture are working to increase the blend of Biodiesel from commercial

Diesel Fuel from 2% blend to 5% with the hopes from this increase can benefit the

countries agriculture and lessen the dependence from imported fuel, hence in turn

profiting from locally sourced goods and in turn creating more job opportunities.

Furthermore, the added benefit to the environment as the emissions are reduced as the

purity of biodiesel gets higher, as such, carbon monoxide emissions are 10% reduced at

B20 and 50% at B50. In comparison to the performance, loss in comparison to diesel fuel

is at 5%-7% according to the Engine Manufacturers Association or EMA, although the

benefits greatly present the possibilities of switching to biodiesel, however the

compatibility of the biodiesel itself doesn’t meet the standards in terms of performance
and other engine components, as it causes clogs and diminishes the components which

greatly affects the cost of repair in comparison to standard diesel fuel (Lyden, 2006).

According to the U.S department of Energy, Biodiesel is considered a renewable source

as it comes from natural oil and animal fats or restaurant grease. Biodiesel and Diesel

however have a considerable difference when it comes to their properties. referencing to

the article of US Department of Energy, Biodiesel Handling and Use Guide (Fifth

Edition), Diesel or ASTM D975 fuel standard, in comparison to Biodiesel, No. 1-b Grade

or ASTM D6751 fuel standard, the kinematic viscosity at 40 degree celsius of biodiesel is

significantly higher than Diesel with 4.0-6.0 compared to 1.3-4.1 respectively, with the

difference in density (lb/gal) of only 0.2, from 7.3 of Biodiesel in comparison to 7.1 of

Diesel Fuel. Although the cetane number of biodiesel is much higher coming from 47-55

in comparison to 40-55 of Diesel fuel.

The aforementioned properties play on the compatibility with the fuel to diesel engine,

several factors are to be considered when using fuel hence those can affect the

components of the engine. As such according to the experiment by Davannendran

Chandran in 2020, Compatibility of Diesel engine materials with biodiesel fuel on a fuel

system of a common rail type diesel engine. It is shown that different sources of biodiesel

as such from palm trees, soy, jatropha curcas and pongamia pinnata have different rate of

corrosion to each component of the diesel engine, but on a general note, the experiment

was conducted at a general properties of fuels of diesel and Biodiesel at, viscosity of 2.6

and 6, cetane number at 44 and 55, equal sulphur content at <15, and density at 15 degree

celsius at 0.85 and 0.88, flash point at 60 and 130, higher heating value at 42.7 and 40.6

respectively.
 Chandran’s experiment shows that B100 or pure blends has been proven to

increase the rate of corrosion of copper at higher concentration and immersion duration

although at higher fuel temperature it lowers the corrosion rate. Oxidation of biodiesel

also plays a part in the corrosion of copper at pure blends with an immersion condition of

60 degree celsius and 840h its corrosion rate stands at 0.084 mpy (millimeter per year)

when oxidized and 0.053 mpy when not. Furthermore piston metal stands at varying

corrosion rate at the range of 0.0117 to 0.1236 mpy in relevance to the different

feedstock. Furthermore, findings show that biodiesel is able to hold water 40 times more

than diesel hence promotes corrosion to total this, the findings show that the corrosion

rate of copper increased by 148%. The gas emissions for B100 of rapeseed oil, gas

emissions show -52.4% in hydrocarbons, -47.6% Carbon monoxide, -10.0% nitrous

oxides, +0.9% Carbon oxide, and other particulates at +9.9%. Elastomers on the other

hand when exposed to biodiesel have shown compatibility through diesel degredation, in

which a change in volume has been shown, as such, nitrile rubber went up by 250%, at 26

degree celsius and 627h.

Biodiesel’s viscosity and density can be and is regulated by its temperature, according to

the research of Ramirez Verduzco in 2012, Density and viscosity of biodiesel as a

function of temperature: Empirical Models. The research shows data on the effect of

temperature on methyl ester and biodiesel dynamic viscosity and density, it shows that in

T-kelvin the viscosity level decreases when the temperature increases. Through

calculated and experimental values at different temperatures, the minimum, maximum

and average absolute deviation are as follows, 0.09, 29.63 and 6.04%. In more accurate
data, the density of Methyl ester starting at between 18 to 20 mpa-s decreases to below 2

mpa-s at 370 to 380 Kelvin.

The design of the heat exchanger for liquid is to counterflow the transfer of two liquids

with different temperatures to one another. Hence, materials for creating heat exchangers

can withstand the highest heating point and the lowest cooling point of the substance for

safety purposes. The process of heat exchange with different substances without having

physical contact is very flexible in terms of cooling and heating of liquid and gas. The

loop inside the shell of the heat exchanger is the key to the temperature to maximize its

transferring capacity (Parisher, 2012). Small tubes are responsible for maximizing the

absorption of the transferred heat or cold from the shell. The 30% of the energy that

has been combusted in the diesel engine doesn't convert into mechanical work for

automobile engine vehicles (Paniyarajan, 2011). However, capturing the waste heat

would be a huge help to lessen the depleted waste energy on the environment.

The heat exchanger is in demand in the industries, especially in the power plant

companies. Hence, different types depending on the uses of the heat exchanger. The most

common material used for the heat exchanger is aluminum and copper. The two metals

have great corrosion resistance and have optimum thermal properties. According to

Soares (2020), the metal named AA 3003 is a type of aluminum that has been passed with

a great result against corrosion using biodiesel, diesel, Ethanol, and Gasoline. According

to another study by Yusoff (2015), Biodiesel and diesel were tested for corrosion with the

use of copper, aluminum, stainless steel, and carbon steel. Furthermore, the results show

that copper has a higher rate of corrosion than the other metals. Hence, aluminum ranks

second for the highest corrosion resistance and the third is carbon steel. The materials of
the heat exchanger can be modified if it involves biodiesel or diesel. However, stainless

steel and aluminum would be the materials that will be used to avoid corrosion that can

affect the engine.

The product named Hydronic MII Series is a type of heat exchanger and the main

function is a water coolant heater. The process of the water coolant heater is to add

additional heat to the engine for more energy usage that can be used for better

combustion. Furthermore, the product was made for trucks and large engines that need a

lot of energy for combustion. The study for shell and tube heat exchangers has a huge

difference compared with Hydronic MII Series. Hence, Both studies focus on the better

use of heat exchangers that will help biodiesel to maximize its potential in terms of

efficiency and helps to lessen the pollution in the environment. However, the study for

shell and tube will focus on capturing the heat from heated coolant that passed through

the combustion of an air-oil mixture of biodiesel in the engine with the use of PCM. The

heat captured by the heat exchanger will be used for heating the biodiesel which will

create better efficiency in terms of performance and combustion.

Regulating the Heat Exchanger

The figure below shows the Five Ways to Control Temperature in Heat Exchanger.
Figure 1: Stirring Reactor with Heat Exchanger

Figure 2: Open-Loop Process

 Figure 3: Feedback Control

Figure 4: Feedforward Control

 Figure 5: Feedforward-Feedback Control.

Below is a diagram of a chemical reactor known as a "stirring tank." The top inlet

brings liquid into the tank to be blended. By adjusting the amount of steam supplied to

the heat exchanger (bottom pipe) via its control valve, the tank liquid must be kept at a

consistent temperature. The main source of disruptions in this operation is temperature

variations in the incoming flow. (2022, The Math Works Inc.)

Biodiesel and Heat Exchanger Relationship

Biodiesel typically comprises fatty acid methyl esters (FAME) and other

chemicals, according to (HRS Heat Exchangers, 2022), and its manufacture might require

various heating, cooling, and condensing processes. HRS Heat Exchangers manufactures

a variety of heat exchangers for biodiesel production and processing. Methanol

condensation and sub cooling, methanol heating, cooling of methanol-glycerin blends,

biodiesel heating, and biodiesel heat recovery are among processes that HRS has offered

heat exchanger solutions for. Heat exchangers, according to (Advantage Environment,

2009), are essential for turning organic resources to fuel. The primary function of a heat

exchanger is to assure effective energy transfer from one medium (for example, air or

water) to another without needing direct contact between the two. Plate heat exchangers,

which are extensively used in the process industry, are made up of a stack of metal plates

that are stacked together to enhance the surface area between the two temperature zones.

The plates are patterned in various ways to ensure that heat exchange is as efficient as

possible. To keep the liquids from mixing or seeping out, these plates are normally sealed

using gaskets, though the seals may be brazed or welded for high heat or corrosion

resistance.applications of pressure Biofuels such as ethanol, biodiesel, and biogas are

gaining popularity around the world. Concerns over energy security caused by reliance

on fossil fuels, as well as the need to minimize greenhouse gas and other pollutant

emissions, are driving this movement. Avoiding heat loss during the production process

is a vital aspect in creating biofuels at a low cost, and here is where heat exchangers come

in handy. Alfa Laval, which has a long history of producing heat exchangers, sees a lot of

promise in enhancing the production of renewable fuels from a range of raw materials.

Technical solutions for heating, separation of desirable products from by-products, and

residue processing are also emerging markets, according to the business.

Assessment of Physical, Chemical, and Tribological Properties of Different

Biodiesel Fuels
 (Mahmudul, H.M. & Mofijur, M., 2017) states that flash point is the safety

measure of fuel for storage. It is the point at which fuels are flammable [28]. According

to the Australian standards and EN14214 standards, the minimum FP temperature for

biodiesel should be 120°C whereas it should be 130°C according to US standards. To

measure the FP value of the fuel according to the ASTM D93 method, an HFP 380

Pensky-Martens FP analyzer was used. The flashpoint temperature of different biodiesel

fuel. All the biodiesels have a higher flashpoint than diesel fuel which indicates that

biodiesel is safer to transport and store. Among all the biodiesels, JBD has the maximum

flashpoint (184.5°C), and BBD has the minimum flashpoint temperature (141.5°C). All

the values are within the specified limits

Flash Point and Autoignition Temperatures of Common Vehicle Fluids

Laboratory Measurements

In ideal settings, laboratory flashpoint tests provide useful information about the

temperature at which a fluid can release enough vapor to sustain a flame. The

temperature of autoignition requires more interpretation. Autoignition is studied in the lab

by placing materials within almost closed chambers with no airflow and technology to

detect even the most fragile and brief ignition events. Under ideal conditions, the

numbers in the following table show the lowest achievable ignition temperatures for the

fluids specified.
Figure 6: Flash point and Autoignition temperatures of common vehicle fluids laboratory

measurements
 Methodology

In pursuit of gathering information, the researchers used the applied research

design to gain deeper understanding about the study. Applied research is a type of research

design that seeks to solve a specific problem or provide innovative solutions to issues

affecting an individual, group, or society. The main point of our study is to commercially

produce a clean burning, renewable substitute for petroleum diesel using vegetable oils,

yellow grease, used cooking oils, or animal fats to create a biodiesel, because of the

continuous rise in fuel prices, producing biodiesel domestically will help minimize the

expenses of using petroleum diesel. The method used to obtain our studies is finding

verified sources about biodiesel on the internet and systematically gathering all the

resources that connect to our study to produce and measure the outcome.

Diesel engines, as stated, tend to corrode and break down over a long period of

time when exposed to biodiesel, several factors affect the corrosion of the components of

the engine under the exposure to biodiesel(Chandran, 2019). A way to combat this is to

lower the viscosity of the biodiesel through heating, relatively heating the biodiesel to

higher temperatures lowers its viscosity and density (Verduzco, 2013).

Through this the aim of this experiment is to design and manufacture a shell and

tube heat exchange system, that utilizes the heat residue or waste of the diesel engine and

convert it to heat the biodiesel. The design is to use the waste heat from the radiator, in

which after passing through the coolant channel, the coolant is then passed on through the

shell and tube heat exchangers in which heats the biodiesel at a temperature range of

315K to 330K. Flash point of average biodiesel is 423.15K (Gouveia, 2017) and the flash
point of engine coolant is 384.15K (Nally, 2021). At those given temperature ranges and

the intended heating rating the heat exchange system for the fuel supply is relatively safe.

Figure 2. Modified fuel supply system for diesel engine

Figure 2 is the intended prototype for the preheating process of biodiesel designed

to absorb by integrating the PCM in which the residual heat is dispelled from the engine

via radiator coolant passing through the heat exchanger. The procedure for this study is to

modify the fuel supply system to reduce the viscosity of the biodiesel before entering the

engine for combustion. The diesel engine released more than 60% of energy from the

combustion of an air-fuel mixture that cannot be used or also known as waste heat

(Hoang,2018). A cooling system for the diesel engine is involved to capture the waste

heat before it travels back to the radiator for cooling. Hence, the waste heat from internal

combustion would be involved in the procedure to have an initial heat for the heat
exchanger. However, modification to the engine itself is not part of the study. The

process would start with the internal combustion of the diesel engine, the coolant from

the radiator will travel to the engine block to lessen the heat from the combustion. The

heated coolant would not travel back instantly to the radiator for cooling. Furthermore,

the heat exchanger will absorb the heat of the coolant before it travels back to the

radiator.

Figure 3. Shell and tube heat exchanger for biodiesel

A process of heat transfer from two liquids with different temperatures would

become possible with the help of a heat exchanger (Sharma,2017). The heated coolant

from the combusted air-fuel mixture will enter and leave on the shell-side of the heat

exchanger. Hence, The biodiesel will enter and leave on the tube side of the heat

exchanger. Furthermore, the heated coolant will transfer the heat by passing through the

pipeline of the biodiesel. The biodiesel should be able to absorb all the heat from the
coolant before leaving the tube side of the heat exchanger. The biodiesel that leaves the

heat exchanger will lessen the density and the viscosity. Moreover, the diesel engine

would combust the biodiesel easier with lower viscosity. It may result in better

performance of the biodiesel in terms of efficiency and for the long-term use of biodiesel

in the diesel engines.

Statistical Tool

The statistical method that will be used for this research will be a Regression and

Two-way Anova. Two-way anova will be used for two independent variables mainly the

density and viscosity of the biodiesel before and after entering the heat exchanger, the

regression on the other hand will determine the viscosity and density achieved in relation

to the temperature achieved of the biodiesel through the heat exchanger.

Equations:

Equation 1
𝑄̇ = 𝑚̇ 𝐶𝑝∆𝑇
Where:
𝑄̇ =Heat Transfer (kW)
𝑚̇ = Flow Rate of Fluid (kg/s)
𝐶𝑝 = Specific Heat of Fluid (kJ/kg-K)
∆𝑇 = T ¿−T out ( K )

Equation 2
𝑄̇ = 𝑚̇ 𝜆

Where:
𝑄̇ =Heat Transfer (kW)
𝑚̇ = Flow Rate of Fluid (kg/s)
𝜆 = Latent Heat of Fluid (kJ/kg)

Equation 3

Where:

=Heat transfer rate

= Overall heat transfer coefficient
A=Area of heat exchanger
=the temperature log mean difference of the system.
=Temperature of the hot fluid entering the heat exchanger
= Temperature of the hot fluid exiting the heat exchanger
= Temperature of the cooling fluid entering the heat exchanger
= Temperature of the cooling fluid exiting the heat exchanger

Equation 4
X−μ
Z score =
σ /√ n
Where:

X = Sample mean

μ = Population mean

σ = Population standard deviation

n=¿Sample size
 Σ( x i−x )( y i− y )
r=
√Σ ¿¿ ¿

Equation 5

r =correlation coefficient x i=values of the x−variable∈a sample

x=mean of the values of the x−variable y i=values of the y −variable ∈a sample

y=meanof the values of the y−variable

Size of correlation Interpretation

.90 to 1.00(-.90 to - Very high positive (negative) correlation

1.00)

.70 to .90 (-.70 to -.90) High positive (negative) correlation

.50 to .70 (-.50 to -.70) Moderate positive (negative) correlation

.30 to .50 (-.30 to -.50) Low positive (negative) correlation

.00 to .30 (.00 to -.30) Negligible correlation

Flow Chart

Literature Cited

1. Aminabhavi, T., et.al. (2021). Recent Advances and Viability in Biofuel Production.

Volume 10. Science Direct. Retrieved from:

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