# Application of Canola Oil Biodiesel/Diesel Blends in a Common Rail Diesel Engine
## 2 Equipment and Experiments
### Test Engine and Experimental Procedure  
In this study, a naturally aspirated high-pressure common-rail direct-injection diesel engine with a displacement volume of 1979 cm\({}^{3}\) and a compression ratio of 17.7 was used to investigate the combustion performance and exhaust emission characteristics of the test fuels. The basic data of the engine used are given in Table 3, and the experimental setup schematic is shown in Figure 1. \begin{table}
\begin{tabular}{l c c c} \hline \hline
**Properties** & **ULSD** & **BD20** & **PCO** \\ \hline Density at 15 \({}^{\circ}\)C (kg/m\({}^{3}\)) & 836.8 & 846 & 880 \\ Viscosity at 40 \({}^{\circ}\)C (mm\({}^{2}\)/s) & 2.719 & 2.991 & 4.290 \\ Lower calorite value (MJ/kg) & 43.96 & 42.71 & 39.49 \\ Catane number & 55.8 & - & 61.5 \\ Flash point (\({}^{\circ}\)C) & 55 & - & 182 \\ Pour point (\({}^{\circ}\)C) & \(-21\) & - & \(-8\) \\ Oxidation stability (h/110 \({}^{\circ}\)C) & 25 & - & 15 \\ Ester content (\%) & - & - & 98.9 \\ Oxygen (\%) & 0 & - & 10.8 \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Properties of ULSD (ultra low sulfur diesel), BD20 (20% canola oil blended with 80% ULSD by volume), and PCO (pure canola oil) fuels. \begin{table}
\begin{tabular}{l c} \hline \hline
**Test Parameters** & **Operating Conditions** \\ \hline Engine speed (rpm) & 1500 \\ BMEP \({}^{1}\) (MPa) & 0.13, 0.26, 0.39, 0.52 \\ Test fuels & \multicolumn{2}{c}{ULSD, BD20, PCO} \\ Cooling water temp. (\({}^{\circ}\)C) & 70 \(\pm\) 3 \\ Intake air temp. (\({}^{\circ}\)C) & 20 \(\pm\) 3 \\ Main injection timing (degree) & TDC 0 \\ \hline \hline \end{tabular}  
* BMEP: brake mean effective pressures.  
\end{table} 
Table 2: Experimental and operating conditions. Figure 1: Schematic diagram of the experimental apparatus. \begin{table}
\begin{tabular}{c c} \hline \hline
**Number of Cylinders** & **4** \\ \hline Cylinder diameter & 81 mm \\ Stroke & 96 mm \\ Displacement & 1979 cm\({}^{3}\) \\ Compression ratio & 17.71 \\ Max. power & 82 kW at 4000 rpm \\ Max. torque & 260 Nm at 2000 rpm \\ Max. fuel pressure & 145 MPa \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Specifications of the test engine. The experimental device was equipped with a turbocharger consisting of a four-cylinder diesel engine (2004 Hyundai Santa Fe, Ulsan, Korea), a fuel consumption meter (Hwanwoong Mechatronics Co., Ltd., Gyeongnam, Korea) was used to test fuel consumption by an electrical voltage of 220 V to provide power, the main and pilot injection timings were controlled by an electronic control unit (ECU) (Hyundai 3910027220, Bosch, Muenchen, Germany), the engine speed was controlled by an eddy-current-type EC dynamometer (HE-230, Hwanwoong Mechatronics Co., Ltd., Gyeongnam, Korea), and the combustion pressure was controlled by a piezoelectric pressure sensor (6056a, Kistler, Winterthur, Switzerland). Experimental data were acquired using a data acquisition board (PCI6040E, National Instrument, Austin, TX, USA). The combustion pressure in the combustion chamber was analyzed by a combustion analyzer. A multi-gas analyzer (GreenLine MK2, Eurotron (Korea) Ltd., Seoul, Korea) was used to measure the amount of O\({}_{2}\), CO, CO\({}_{2}\), NO, NO\({}_{2}\), and NO\({}_{x}\). An opacity smoke meter (OPA-102, QROTECH Co., Ltd., Gyeonggi-do, Korea) with the partial flow sampling method was used to measure the amount of PM. To ensure high accuracy of the measured values, when changing the diesel engine to a new fuel, in order to burn out the remaining fuel as much as possible, the engine needs to run for sufficient time. Whenever the experimental conditions were changed, the engine ran long enough to achieve stability before we began to record the experimental data.