CHAPTER 1

Introduction

1.1. INTRODUCTION:
The world is presently confronted with the twin crises of fossil fuel depletion and environmental degradation. Indiscriminate extraction and lavish consumption of fossil fuels have led to reduction in underground-based carbon resources. The search for alternative fuels, which promise a harmonious correlation with sustainable development, energy conservation, efficiency and environmental preservation, has become highly pronounced in the present context. At present the world is highly dependent on petroleum fuels for generating power, vehicle movement, agriculture and domestic useable machinery operation and for running the different industries. With technological progress and improvement of living standard of the people the demand of the petroleum fuel increases simultaneously. But the reserves of the petrolium fuels are decrease day by day. For this reason, the price of the petroleum is also increasing day by day and use of the petroleum fuel in engine produces harmful products which pollutes the environment. Due to the above reason, we search the renewable alternative fuels, which can meet the locally demand. Vegetable oil is the alternative fuel which can produce in any local area. Many researchers have shown that using raw vegetable oils for diesel engines can cause numerous problems. Vegetable oils have increased viscosity, low volality, cold flow properties and cetane number causes injector cocking, piston ring sticking, fuel pumping problem and deposit on engine. For this reason the vegetable oil could not use direct in engine in place of conventional diesel. However the above limitation can be greatly minimized by converting the vegetable oil into ester through esterification which is named as bio-diesel. Biodiesel has significant potential for use as an alternative fuel in compression ignition (diesel) engines. It is technically competitive with conventional,
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petroleumderived diesel fuel and requires no changes in the fuel distribution infrastructure. Biodiesel is a renewable, environmentally friendly substitute for petrodiesel fuel. It is produced from vegetable oils, animal fats, waste cooking oils and other fats. Normally, it can be used in existing diesel engines without any expensive alteration. Biodiesel can also be added to petrodiesel to create a biodiesel blended with favorable performance attributes and environmental benefits roughly proportional to the biodiesel fraction. Moreover, biodiesel is nontoxic, safe, biodegradable and reduces the emission of many harmful compounds associated with the combustion of petrodiesel. Biodiesel is produced from domestically sourced plant oil or waste oil fats. To switch from petrodiesel to biodiesel decreases dependence on foreign petroleum, reduces net greenhouse gas emissions, and provides tangible benefits for the domestic economy. The potential benefit and economic justification for biodiesel is driven by a supportive national policy i.e. a clear national renewable energy policy that gives a financially beneficial mandate to produce and use biodiesel. The limited supply of fossil fuels and increasing level of environmental consciousness suggests that additional incentives and mandates are likely in the future. The conventional diesel produce the hazardous emission like carbon-di oxide(CO2),carbon mono oxide(CO) sulfer-di-oxide (SO2) nitrogen-di-oxide(NO2), particulate matter(PM10), unburned hydrocarbon(UBHC), 1,3 butadiene, visible smoke(CH2CHCHCH2),noise and odor. Bio-diesel is biodegradable. They do not contain any sulfur, benzene group. As a result the products of combustion of the bio-diesel do not produce sulfer-di-oxide (SO2) & butadiene. The main advantages of using bio diesel in diesel engines can reduce carbon-di-oxide (CO2) emissions.

Due to wide variation in climate, soil condition etc. different countries look upon different vegetable oils as potential substitute of the diesel fuel. For examples, Malaysia is searching the feasibility of palm oil for diesel fuel substitute; in Russia and Australia experiment has been carried on the rapeseed oil. Bangladesh is an under developing country. Its energy demand increasing day by day. The annual demand of diesel fuel in our country is about 37 million liters. For this demand we totally dependent on foreign countries and large amount of foreign currencies is spent to import the diesel fuel. The total amount of edible oil produces in our country can not meet the domestic demand, substantial amount of edible vegetable oil is imported every year to meet the demand and the price of vegetable oil is greater than that diesel fuel. So there is no chance of to use to use the edible vegetable oil as feed stock for bio-diesel. But none edible vegetable oil like Jatropha Curcus seeds oil, cotton seed oil and neem oil etc. can be used as feed stock for bio-diesel. At present 100 percent bio-diesel is not used in place of diesel fuel to run the engine, because 100 percent bio-diesel causes significant reduction of brake thermal efficiency, higher specific fuel consumption& excessive NO x formation. This problem can be greatly minimized by using diesel bio-diesel blend. The most widely used blends are B10 (10 % bio, 90 % diesel) & B20 (20 % bio, 80 % diesel). Diesel bio-diesel doesnt cause significant increase of NO x & reduction of brake thermal efficiency. Mean while the other performance parameter of the engine is like as net diesel fuel.

1.2. TYPES OF FUELS:

Any material, which produces heat when it is burnt, is termed as fuel. Normally fuel is classified into their groups according to their physical state. 1. Gaseous fuel:- Gaseous fuel consists of natural gas, producer gas, blast furnace gas, coal gases etc. 2. Solid fuel:- Various solid fuels are used are wood, coal, including bituminous coal, anthracite coal and peat coal. 3. Liquid fuel:- Fuels in the liquid state including petroleum and its derivatives such as gasoline, kerosene, diesel and vegetable oil. Liquid fuel (petroleum and its derivatives) are widely used in Bangladesh for the following purpose:1. For power generation 2. For industrial operation and other purposes 3. For domestic purpose. The present source of fuel used in IC engine is gasoline and diesel increase day by day. Vegetable oil presents a promising alternative to diesel oil, since they are renewable and produced in rural areas where there is an acute need for modern form of energy. Vegetable oils have always had their advocates ever since the advent of IC engine.

1.3. REAREARCH BACK GROUND:

The use of vegetable oil as fuel for diesel engine is not new. Dr. Rudolph used peanut oil to fuel one of his engines at Paris exposition of 1900. After the Second World War, the limited resource of conventional fuels, High price and energy crises have sent the scientists world wide scrambling on a search of alternative fuels. After the 1973 oil embargo, it is very important to study the alternative source of fuel for diesel engines because of the concern over the availability and the price of the petroleum based fuels. The present source of fuel used in IC engine and diesel will deplete with in 40 years if consumed at an increasing rate estimated to be of the order of 3% per annum. For this reason engineer should under take research work for several renewable sources of energy. In Bangladesh, Diesel is primarily used for transportation, Agriculture and Electric power generation. Diesel is scarce and costlier and hence there is a need to preserve diesel for automotive and agriculture uses only. For power generation alternative fuels should be available for its primary uses. Sustaining the demand country has to face a big amount of import bill for crude oil. In the fuel technology. In Bangladesh Diesel is primarily used for transportation, agriculture and electric power generation. Now-a-days cost of Diesel increase rapidly. So we need to preserve diesel for automotive and agriculture uses only. For power generation alternative fuels should available for its primary uses and also the use of alternative fuel decrease the demand of conventional diesel.

There are several possible alternative sources of fuels. These are vegetable oils, alcohol such methanol and ethane; hydrogen gases such as CNG, LPG; hydrogen producer gas etc. Among them, vegetable oil presents a promising alternative to diesel oil. The vegetable oil is renewable and easy to cultivation in rural areas where there is an acute need for modern forms of energy. The choice of the vegetable oil for diesel engine fuel naturally depends upon the local conditions and the production of vegetable is very simple because it is an agricultural country, it can be made quite economical. The auto ignition properties of vegetable oils are almost the same those of diesel fuels and hence can be used in diesel engines with little or no engine modification. However some problems are faced when we use vegetable oil as alternative fuels in diesel engine. These problems can be minimized by the modification of vegetable oil. In present investigation ethyl alcohol, sunflower oil, neem oil, cotton seed oil mustard oil are used. They can be grown in domestic field. In the present time the market price of those vegetable fuel are higher than the Jatropha Curcus oil, which is establish in INDIA. Jatropha Curcus can play an important role in our country if it can be inspire among the people.

1.4. LITERATURE REVIEW:

Rudolph Diesel wanted to build an engine with the highest possible compression ratio. He introduced fuel only when combustion was desired and allowed the fuel to ignite on its own in the hot compressed air. Diesels engine achieved efficiency higher than that of the Otto engine and much higher than that of the steam engine. It also eliminated the trouble-prone electric-spark ignition system. Diesel received a patent in 1893 and demonstrated a workable engine in 1897. Today, diesel engines are classified as compression-ignition engines, and Otto engines are classified as spark-ignition engines.
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Diesels motivation was not only to improve efficiency but also to bring the benefits of powered machinery to smaller companies. Steam engines were so large that only the biggest firms could afford them, and Diesel wanted to enable smaller firms to compete against larger, steam-powered firms. He used peanut oil as the fuel for his demonstration engines at the 1900 Worlds Fair and thought that oils from locally grown crops would be used to power his engines. The early 20th century saw the introduction of gasoline-powered automobiles. Oil companies were obliged to refine so much crude oil to supply gasoline that they were left with a surplus of distillate, which is an excellent fuel for diesel engines and much less expensive than vegetable oils. On the other hand, resource depletion has always been a concern with regard to petroleum, and farmers have always sought new markets for their products. Consequently, work has continued on the use of vegetable oils as fuel. Early durability tests indicated that engines would fail prematurely when operating on fuel blends containing vegetable oil. Engines burning vegetable oil that had been transesterified with alcohols, however, exhibited no such problems and even performed better by some measures than engines using petroleum diesel. The formulation of what is now called biodiesel came out of those early experiments. The energy supply concerns of the 1970s renewed interest in biodiesel, but commercial production did not begin until the late 1990s. The National Biodiesel Board reported production of 500,000 gallons in 1999 and 6.7 million gallons in 2000. Vegetable oil has attracted attention as a potential renewable resource for the production of an alternative for petroleum-based diesel fuel. Various products derived from vegetable oils have been proposed as an alternative fuel for diesel engines, including neat vegetable oil, mixtures of vegetable oil with petroleum diesel fuel, and alcohol esters of vegetable oils. Alcohol esters of vegetable oils appear to be the most promising alternative. Vegetable oils are triglycerides

[glycerin esters] of fatty acids; alcohol esters of fatty acids have been prepared by the transesterification. The emergence of transesterification can be dated back to as early as 1846 when Rochieder described glycerol preparation through ethanolysis of castor oil (Fermo, 1954). Since that time alcoholysis has been studied in many parts of the world. Other researchers have also investigated the important reaction conditions and parameters on the alcoholysis of triglycerides, such as fish oils, soybean, rapeseed, cottonseed, sunflower, safflower, peanut and linseed oils to produce ethyl and methyl esters (Chancellor and Rauback, 1985; Clark et al., 1984). They also prepared methyl and ethyl esters from palm and sunflower oils using NAOH as the catalyst. Lago et al. (1985) proposed the use of ethanol for both the oil extraction and the esterificaticn process. Clark et al. (1984) transesterified soybean oils into ethyl and methyl esters, and compared the performances of the fuels with diesel. DuPlessis and DeVilliers (1985) have produced both methyl and ethyl esters of degummed sunflower oil using NAOH catalyst. Stem et al. (1986) worked on a process with at least two esterifications. The first esterification was catalyzed by an acidic chemical and the second by an alkali. Detailed literature reviews concerning the production and use of AEVO have been given by Peterson et al. (1991) and Bam et. al. (1991). Previous publications reported the use of methyl, ethyl, and butyl alcohols for the transesterification of rape oil, sunflower oil, cottonseed oil, peanut oil, soybean oil, and palm oil to produce methyl, ethyl, butyl esters. The transesterifications were enhanced by the use of potassium hydroxide, sodium hydroxide, sodium methoxide, or sodium ethoxide as a catalyst. Alcohol esters of fatty acids have surprisingly good emission characteristics; the emissions of methyl esters of winter rape [MEWR]
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gave significantly lower total particulates and lower polynuclear aromatic hydrocarbons than diesel fuel. The use of neat vegetable oil, mixture of vegetable oil and other components, and alcohol esters of vegetable oils [AEVO] has been under study at the University of Idao since 1979. Peterson et al. (1991) have given a complete description of the process for the production of the methyl ester of winter rape [MEWR]. Research at the University of Idao has been focused on alcohol esters of vegetable oils because vegetable oils are a renewable energy resource. Earlier work has concentrated on methyl esters. The next logical steps are the use of ethanol rather than methanol and consequently produce the ethyl esters of vegetable oils. Ethanol can be produced from agricultural renewable resources, thereby attaining total independence from petroleum- based alcohols Zhang et. al. (1988) has shown that the methyl ester of high erucic acid rapeseed oil (MEWR) performs similarly to diesel in both short and long term engine tests. However, cloud points and pour points of vegetable oil esters are known to be much higher than diesel fuel and are much more susceptible to problems when used in cloud weather. Fatty acid esters have surprisingly good emissions characteristics. Mittelbach et al. (1985) found that emissions of two different methyl ester fuels derived from rapeseed oil gave significantly lower total particulates and lower polynuclear aromatic hydrocarbons than diesel fuel. However, combustion of methyl ester fuels produced higher levels of NOx emissions and aldehyde emissions than did diesel fuel. Similar results have been reported by Gayer et al. (1984), Mills and Howard (1983) and Feldman (1988). Additional long term engine tests, cold starting tests, and studied of gaseous emissions are needed before vegetable oil fuels can be commercialized. Both engine modification and fuel medication have
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potential for enhancing engine heat release rates and further reducing exhaust emissions. Transesterification of vegetable oils with ethyl alcohol and methyl alcohol to produce ethyl esters and methyl esters has been the topic of several University of Idaho graduate thesis including Jo (1984), Madasen (1985), Melville (11987), Mosgrove (1987) and Carnigal (1989). In each of thesis, the literature reviews have reported investigations of the tranesterification of several oils to produce methyl and ethyl esters; fish oil, soybean, sunflower, cottonseed, peanut and linseed oils have been transesterified. These transesterification studies have concentrated on optimizing the reaction variables of temperature, agitation time, ratio of alcohol to vegetable oil and type of reaction rate enhancing agent. Nye and Southwell (1983) investigated the effects of several important reaction parameters on the methanolysis of rapeseed oil. They reported finding successful conditions at room temperature by systematically optimizing the other operating variables. They identified the main variables as catalyst type, catalyst concentration, oil/alcohol ratio and stirring rate. They found that one percent NaOH or KOH was an effective reaction rate enhancer at room temperature, a 60minute reaction time was allowed. It was determined that a 6:1 molar ratio of methanol to oil gave the best conversion. They also found that the rate of reaction is satisfactory if the stirring action is vigorous with some slashing. Nye and Southwell (1983) extended their work on transesterification of rapeseed oil to produce the methyl ester in a bench-scale operation. They transesterified 25litre (6.6 gallon) batches of oil in an enclosed stainless steel cylindrical drum which was equipped with a 4-inch diameter propeller driven by a 1/3 horsepower electric motor. Rapeseed oil was added to a solution of 1% sodium hydroxide (by weight relative to oil) dissolved in 6 molar equivalents of dry methanol. The solution was stirred with splashing for one hour at 240C. The mixture was allowed to separate into two phases: one phase is rich in glycerin and unreacted methanol,
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the other phase is rich in glycerin and unreacted methanol. The ester phase was washed three times with water equal to half the volume of ester to remove methanol and potassium compounds. The ester was then dried over anhydrous calcium chloride and filtered. University of Idaho workers Jo (1984), Madasen (1985), Melville (1987) and Mosgrove (1987) followed the work of Nye and Southwell (1983). They studied effect of temperature, rate of stirring, KOH concentration, reaction rate and degree of conversion. Their results confirmed those of Nye and South well (1983). Based on their bench-scale results, a small pilot-plant procedure was developed for production of methyl ester of rapeseed oil. They produced the ester for large scale laboratory testing and small scale commercial use.

1.5. OBJECTIVES:
1. 2. 3. 4. Preparation of bio-diesel from Non-edible vegetable oil. Here Jatropha Curcus oil is selected. Determination of properties of diesel & different diesel bio-diesel blends. Determination of carbon deposit for various injection pressures with diesel and diesel-bio-diesel blends. Performance and emission study of a diesel engine with diesel & dieselbio-diesel blends. a) BMEP determination with diesel and diesel-bio-diesel blends. b) BSFC determination with diesel and diesel-bio-diesel blends. c) Brake thermal efficiency determination with diesel and diesel-bio-diesel blends. d) Comparison of NO x, CO, noise level & particulate emissions of a diesel engine with diesel fuel and diesel bio-diesel blends.

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1.6. SCOPES AND LIMITATIONS OF BIODIESEL: 1.6.1. The advantage of biodiesel:

# Bio Diesel is the most valuable form of renewable energy that can be used directly in any existing, unmodified diesel engine. # Energy Independence: Considering that oil priced at $60 per barrel has had a disproportionate impact on the poorest countries, 38 of which are net importers and 25 of Which import all of their oil; the question of trying to achieve greater energy independence one day through the development of biofuels has become one of when rather than if, and, now on a near daily basis, a biofuels programme is being launched somewhere in the developing world. # Smaller Trade Deficit: Rather than importing other countries ancient natural resources, we could be using our own living resources to power our development and enhance our economies. Instead of looking to the Mideast for oil, the world could look to the tropics for biofuels. producing more biofuels will save foreign exchange and reduce energy expenditures and allow developing countries to put more of their resources into health, education and other services for their neediest citizens. # Economic Growth: Biofuels create new markets for agricultural products and stimulate rural development because biofuels are generated from crops; they hold enormous potential for farmers. In the near futureespecially for the twothirds of the people in the developing world who derive their incomes from agriculture. Today, many of these farmers are too small to compete in the global market, especially with the playing field tilted against them through trade distorting agricultural subsidies. They are mostly subsistence farmers who, in a good year, produce enough to feed their families, and in a bad year, grow even poorer or

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starve. But biofuels have enormous potential to change this situation for the better. At the community level, farmers that produce dedicated energy crops can grow their incomes and grow their own supply of affordable and reliable energy. At the national level, producing more biofuels will generate new industries, new technologies, new jobs and new markets. # Cleaner Air: Biofuels burn more cleanly than gasoline and diesel. Using biofuels means producing fewer emissions of carbon monoxide, particulates, and toxic chemicals that cause smog, aggravate respiratory and heart disease, and contribute to thousands of premature deaths each year. # Less Global Warming: Biofuels contain carbon that was taken out of the atmosphere by plants and trees as they grew. The Fossil fuels are adding huge amounts of stored carbon dioxide (CO 2) to the atmosphere, where it traps the Earth's heat like a heavy blanket and causes the world to warm. Studies show that biodiesel reduces CO2 emissions to a considerable extent and in some cases all most nearly to zero. # Safe for handling and storage: Bio-diesel is extremely safe to store. It has a flash point of over 3000F whereas petroleum diesel has a flash point of around 1250F. Storage and handling requirements are virtually the same as for diesel storage, except that copper, brass, lead, tin and zinc storage container should be avoided. Because corrosion may take place # Bio-diesel is nontoxic, biodegradable. It reduces the emission of harmful pollutants (mainly particulates) from diesel engines (80% less CO 2 emissions, 100% less sulfur dioxide) but emissions of nitrogen oxides (precursor of ozone) are increased. # Bio-diesel has a high cetane number (compared to only 40 for diesel fuel). Cetane number is a measure of a fuel's ignition quality. The high cetane numbers of bio-diesel contribute to easy cold starting and low idle noise.
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# The use of bio-diesel can extend the life of diesel engines because it is more lubricating and, furthermore, power output are relatively unaffected by biodiesel. Other advantages: # Bio Diesel is the most valuable form of renewable energy that can be used directly in any existing, unmodified diesel engine. # Bio Diesel fuel and can be produced from oilseed plants such as rape seeds, sunflower, canola and or JATROPHA CURCAS. # Bio Diesel is environmental friendly and ideal for heavily polluted cities. # Bio Diesel is as biodegradable as salt # Jatropha Bio Diesel provides a 90% reduction in cancer risks. # Bio Diesel can be used alone or mixed in any ratio with mineral oil diesel fuel. The preferred ratio if mixture ranges between 5 and 20% (B5 - B20) # Bio Diesel is cheaper then mineral oil diesel # Bio Diesel is conserving natural resources # Significant lubricity # Lower particulate matter emission

1.6.2. They have some limitation: 1. Neat vegetable oils are unable to use in the engine. 2. Not economic. Price of bio-diesel is higher than that of conventional diesel 3. Bio-diesel increased NOX formation.

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CHAPTER 2
About Jatropha Curcus

2.1. Botanical Features:

It is a small tree or shrub with smooth gray bark, which exudes a whitish colored,
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watery, latex when cut. Normally, it grows between three and five meters in height, but can attain a height of up to eight or ten meters under favourable conditions. 2.1.1. Leaves: : It has large green to pale-green leaves, alternate to sub-opposite, three-to fivelobed with a spiral phyllotaxis. 2.1.2. Flowers: The petiole length ranges between 6-23 mm. The inflorescence is formed in the leaf axil. Flowers are formed terminally, individually, with female flowers usually slightly larger and occurs in the hot seasons. In conditions where continuous growth occurs, an unbalance of pistillate or staminate flower production results in a higher number of female flowers. 2.1.3. Fruits: Fruits are produced in winter when the shrub is leafless, or it may produce several crops during the year if soil moisture is good and temperatures are sufficiently high. Each inflorescence yields a bunch of approximately 10 or more ovoid fruits. A three, bi-valved cocci is formed after the seeds mature and the fleshy exocarp dries. 2.1.4. Seeds: The seeds become mature when the capsule changes from green to yellow, after two to four months.

2.1.5. Flowering and fruiting habit: The trees are deciduous, shedding the leaves in the dry season. Flowering occurs

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during the wet season and two flowering peaks are often seen. In permanently humid regions, flowering occurs throughout the year. The seeds mature about three months after flowering. Early growth is fast and with good rainfall conditions nursery plants may bear fruits after the first rainy season, direct sown plants after the second rainy season. The flowers are pollinated by insects especially honey bees. 2.1.6. Ecological Requirements: Jatropha curcas grows almost anywhere , even on gravelly, sandy and saline soils. It can thrive on the poorest stony soil. It can grow even in the crevices of rocks. The leaves shed during the winter months form mulch around the base of the plant. The organic matter from shed leaves enhance earth-worm activity in the soil around the root-zone of the plants, which improves the fertility of the soil. Regarding climate, Jatropha curcas is found in the tropics and subtropics and likes heat, although it does well even in lower temperatures and can withstand a light frost. Its water requirement is extremely low and it can stand long periods of drought by shedding most of its leaves to reduce transpiration loss. Jatropha is also suitable for preventing soil erosion and shifting of sand dunes.

2.2. We select the jatropha curcus for the following reason:

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Jatropha Curcas is resistant to drought and can be planted even in the desert climates, and it thrives on any type of soil, grows almost anywhere; in sandy, gravelly and saline soils. Jatropha needs minimal input or management. Jatropha has no inspect pests it is not browsed by cattle or sheep. Jatropha Curcas can survive long periods of drought. Jatropha Propagation is easy. Jatropha Curcas growth is rapid; forms a thick live hedge after only a month's planting. Jatropha Curcas starts yielding from the second year onwards and continues for 40 years. The Meal after extraction an excellent organic manure

(38%Protien N:P:K ration 2.7:1.2:1). Jatropha Curcas quickly establishes itself and will produce seeds round the year if irrigated. Other than extracting Bio diesel from Jatropha Curcas plant, the leaf and the bark are used for various other industrial and pharmaceutical uses. Localized production and availability of quality fuel restoration of degraded land over a period of time. Approximately 31 to 37 % of oil extracted from the Jatropha Curcas seed. It can be used for any diesel engine without modification.

2.3. THE PRODUCTIVE PLANTATION OF JATROPHA CURCAS:

The practices being undertaken by the Jatropha growers currently need to be scientifically managed for better growth and production. The growth and yield of Jatropha could be improved through effective management practices. The key factors that can influence the oil yield of Jatropha Curcas are:
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1. Climate 2. Quality of the soil 3. Irrigation 4. Weeding 5. Use of fertilizer 6. Crop density 7. Genotype 8. Use of pesticide
9. Inter-cropping

1- Cultivation 2- Fruits 3a- Seeds 3b- Kernels 3c- Oil

The most suitable tree specie

2.4. Chemical composition of jatropha curcus:
[www.novodboard.com] 1) Moisture: 6.20% 2) Protein: 18.00% 3) Fat: 38.00% 4) Carbohydrates: 17.00%

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5) Fiber: 15.50% 6) Ash: 5.30% The oil contain is 35-40% in the seeds and 50-60%in the kernel. The oil contains 21%saturated fatty acids and 79% unsaturated fatty acids. There are some chemical demants in the seeds which are poisonous and sender the oil not appropriate for human consumption. The results of chemical analysis of jatropha curcus oil show that [www.novodboard.com] 1) Acid value 3) Iodine value 38.2 101.7 2) Saponification value 195.0 4) Viscosity,cp 40.4 Fatty acids consumption [www.novodboard.com] 1) Palmitic acid% 2) Stearic acid% 3) Oleic acid% 4) Linoleic acid% 5) Other acids% 4.2 6.9 43.1 34.3 1.4

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CHAPTER 3
Introduction to bio-diesel preparation

3.1. VEGETABLE OIL IN BANGLADESH:

In our country various kinds of vegetable oils are available. They are listed bellow: a) Sunflower oil b) Rape seed oil
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c) Caster oil d) Soybean oil e) Coconut oil f) Palm oil g) Linseed oil h) Sesame oil i) Ground nut oil j) Corn oil k) Safflower oil But we use the non edible vegetable oil Jatropha Curcus oil for producing Biodiesel. Because it contain about 35 percent oil from its seeds.

3.2. BIODIESEL:
As its name suggests biodiesel is a fuel oil derived from biological sources. Mainly these are vegetable oils and recycled cooking greases or oils, and it is aviable alternative to traditional petro-diesel for fuelling diesel engines. It has other uses, for example in heating boilers, but our main concern is its use in cars and other motor vehicles. As a motor fuel, it may be used 100% pure (in compatible engines) or combined with petro-diesel in proportions as low as 2%. Although on combustion it releases greenhouse gases (mainly, but not only, CO 2) it is described as carbon-neutral, since it is derived indirectly from living plant sources. It is argued that the plants absorb essentially the same amount of these gases during the growing stage and this is in stark contrast to fossil-based fuels. The benefits of biodiesel exceed its carbon-neutral property and some of the other advantages are identified below. Biodiesel can also be manufactured from animal oils and greases for which the arguments are different. However, if these oils and greases are normally discarded then taking them out of the waste stream and converting them to a fuel has obvious, substantial environmental benefits. First

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let's briefly see how it is manufactured then identify some limitations before identifying its main advantages.

Bio-diesel is an eco-friendly, alternative diesel fuel prepared from domestic renewable resources i.e. vegetable oils (ediable or non- ediable oil) and animal fats. These natural oils and fats are made up mainly of triglycerides. These triglycerides when reacted chemically with lower alcohols in presence of a catalyst result in fatty acid esters. These esters show striking similarity to petroleum derived diesel and are called "Bio-diesel". As India is deficient in edible oils, nonedible oil may be material of choice for producing bio diesel . For this purpose Jatropha curcas considered as most potential source for it. Bio diesel is produced by transesterification of oil obtains from the plant.

3.3. DIFFERENT METHODS TO PREPARE BIODIESEL:

3.3.1. Methods: Vegetable oils are extracted from crude oil. There crude oil usually contains free fatty acids (FFA), water, sterols, phospholipids, odorants and impurities.
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Vegetable oils can cause numerous problems in diesel engines. Vegetable oils increased viscosity, low volatility and poor cold flow properties. They lead to severe engine deposits, injector coking, piston ring sticking, etc. Bio-diesel may be produced by following four ways: 1. Pyrolysis. 2. Micro emulsification. 3. Dilution. 4. Transesterification 3.3.1.1. Pyrolysis Pyrolysis refers to a thermal degradation of vegetable oils by heat in absence of oxygen, which results in the production of alkanes, alkenes, alkadienes, carboxylic acids, aromatics and small amount of gaseous products. Depending on the operating condition, the pyrolysis process can be divided into three subclasses: a) Conventional pyrolysis b) Fast pyrolysis c) Flash pyrolysis. The pyrolysis product has lower viscosity, flash point and pour point than diesel fuel and equivalent calorific values. The cetane number of the pyrolysis product is lower. The pyrolysis oil contains acceptable amount of sulfur, water, sediment but unacceptable amount of ash and carbon residue. According to many researches pyrolysis produces more biogasoline than bio-diesel.

3.3.1.2. Micro-emulsification

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The formation of micro emulsification is one of the potential solutions for solving the problem of vegetable oil viscosity. Micro-emulsification is defined as transparent, thermodynamically stable colloidal dispersion. The droplet diameters in micro emulsions range from 100 to 1000A0. A micro emulsion can be made of vegetable oils with as ester and dispersant (co-solvent) or of vegetable oils, an alcohol and a surfactant and a cetane improver, with or without diesel fuel. Water (from aqueous ethanol) may also be present in order to use lower proof ethanol, thus increasing water tolerance of the micro-emulsions. Micro emulsions are classified as non-ionic or ionic, depending on the surfactant present. Micro emulsions containing, for example, a basic nitrogen compound are termed ionic while those consisting, for example, only of a vegetable oil, aqueous ethanol, and another alcohol, such as 1-butanol, are termed non-ionic. Non-ionic micro emulsions are often referred to as detergent less micro emulsions, indicating the absence of a surfactant. Viscosity-lowering additives were usually with C 13alcohols length while longer- chain alcohols and alkyl amines served as surfactants. N-Butanol (CN 42) was claimed to be the alcohol most suitable for micro emulsions, giving micro emulsions more stable and lower in viscosity than those made with methanol or ethanol. Micro emulsions with hexanol and an ionic surfactant had no major effect on gaseous emissions or efficiency. Emulsions were reported to be suitable as diesel fuels with viscosities close to that of neat DF. 3.3.1.3. Dilution Dilution of vegetable oils can be accomplished such materials as diesel fuels, solvent or ethanol. The viscosity of oil can be lowered by blending with pure ethanol. 25 parts of sunflower oil and 75 parts of diesel were blended as diesel fuel. The viscosity was 4.88 cst at 313 k, while the maximum specified ASTM value is 4.0 cst at 313k. This mixture was not suitable for long term use in a direct injection engine. Another study was conducted by using the dilution technique on the same frying oil. The addition of 4% ethanol to D2 fuel increases the brake
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thermal efficiency, brake torque and brake power, while decreasing the brake specific fuel consumption. Since the boiling point of ethanol is less than that of D2 fuel, it could assist the development of the combustion process through an unburned blend spry. In our project Transesterification process is used to prepare biodiesel from Jatrpha Curcus oil. 3.3.1.4. Transesterification Transesterification is the process of using an alcohol (e.g. methanol, ethanol or butanol), in the presence of a catalyst, such as sodium hydroxide or potassium hydroxide, to break the molecule of the raw renewable oil chemically into methyl or ethyl esters of the renewable oil, with glycerol as a by product. Transesterification of vegetable oil:

Fig1: Transesterification of fatty acid and typical chain structure of fatty acid methyl ester The conversion of component TGs to simple alkyl esters (transesterification) with various alcohols reduces the high viscosity of oils and fats. Base catalysis of the transesterification with reagents such as sodium hydroxide is preferred over acid catalysis because the former is more rapid. Transesterification is a reversible reaction. The transesterification of soybean oil with methanol or 1-butanol proceeded with pseudo-first order or second order kinetics, depending on the

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molar ratio of alcohol to soybean oil (30:1 pseudo-first order, 6:1 second order; NaOME catalyst) while the reverse reaction was second order. Methyl esters are the most popular esters for several reasons. One reason is the low price of methanol compared to other alcohols. Generally, esters have significantly lower viscosities than the parent oils and fats. Accordingly, they improve the injection process and ensure better atomization of the fuel in the combustion chamber. The effect of the possible polymerization reaction is also decreased. The advantages of alkyl esters were noted early in studies on the use of sunflower oil and its esters as DF . Another advantage of the esters is possibly more benign emissions, for example, with the removal of glycerol (which is separated from the esters) the formation of undesirable acrolein may be avoided, as discussed above. These reasons as well as ease and rapidity of the process are responsible for the popularity of the transesterification method for reducing the viscosity-related problems of vegetable oils. The popularity of methyl esters has contributed to the term bio-diesel now usually referring to vegetable oil esters and not neat vegetable oils. The reaction parameters investigated were molar ratio of alcohol to vegetable oil, type of catalyst (alkaline vs. acidic), temperature, reaction time, degree of refinement of the vegetable oil, and effect of the presence of moisture and free fatty acid. Although the crude oils could be transesterified, ester yields were reduced because of gums and extraneous material present in the crude oils. Besides sodium hydroxide and sodium methoxide, potassium hydroxide is another common transesterification catalyst. Both NaOH and KOH were used in early work on the transesterification of rapeseed oil. Recent work on producing biodiesel (suitable for waste frying oils) employed KOH. With the reaction conducted at ambient pressure and temperature, conversion rates of 80 to 90% were achieved within 5 minutes, even when stoichiometric amounts of methanol were employed.
28

In two steps, the ester yields are 99%. It was concluded that even a free fatty acid content of up to 3% in the feedstock did not affect the process negatively and phosphatides up to 300 ppm phosphorus were acceptable. The resulting methyl ester met the quality requirements for Austrian and European bio-diesel without further treatment. In a study similar to previous work on the transesterification of soybean oil, it was concluded that KOH is preferable to NaOH in the transesterification of safflower oil the optimal conditions were given as 1 wt-% KOH at 6910C with a 7:1 alcohol: vegetable oil molar ratio to give 97.7% methyl ester yield in 18 minutes. A successful transesterification reaction produces two liquid phases: ester and crude glycerin. Crude glycerin has heavier liquid, will collect at the bottom after several hours of settling. Phase separation can be observed within 10 min and can be complete with in 2h of settling. Complete settling can take as long as 20 h.
Biodiesel Manufacturing Process
Jatropha Oil

Methyle Alcohol (Driver)

Transesterification

KOH (Catalyst)

Crude Biodiesel Seperation

Glycerin Transesterification Of Jatropha Oil

Pure Biodiesel B100

3.4. The reason for which Transesterification process is selected:

29

1) To lower the density. 2) To lower the viscosity. 3) To increase cold flow properties of the oil.

3.5. Preparation of bio-diesel:

Requirement 1) 1 liter of jatropha curcas oil 2) 200 ml of methanol (99+%pure) 3) Lye catalyst- 3.5 grams NaOH 4) Blender machine 5) Measuring beakers for methanol & oil 6) Thermometer 7) Heater

1 liter of vegetable oil is poured into a bowl. After put it on the heater & let to heat. The vegetable oil is heated up to 70 0C. Then the heated oil is allowed to decrease it temperature 55 0C. In this time, check the blender to create a good seal. All of the parts in the blender clean & dry with cloth. Measure out 200 ml of methanol and pour it into the half-litre HDPE container via the funnel. Methanol also absorbs water from the atmosphere so do it quickly and replace the lid of the methanol container tightly. After that NaOH add as lye catalyst into the container where methanol is already exists. After adding the two chemical the container shaking a few times. Swirled it round rather than shaking it up & down. The mixtures produce heat when NaOH completely dissolved in the methanol, formed sodium methoxide. After completion the process oil poured in the blender & and also sodium methoxide put into the blender. After that the mixture blending about 20 minutes. During blending blender was covered with wetted cloth.
30

Then crude biodiesel is taken into a 2 liter pet bottle and allowed to keep 24 hours. Darker-colored glycerine by-product will collect in a distinct layer at the bottom of the bottle, with a clear line of separation from the pale liquid above, which is the biodiesel.

Fig3.1: Heated Jatropha oil

Fig3.2: Blender

Fig3.3: B-100

Fig: Jatropha oil

3.6. Washing of bio-diesel:

Bio-diesel should be washed to remove soap, catalyst and other impurities. After separating the oil and glycerin 1/3 times of water of bio-diesel is mixed with biodiesel and stirred well. During this stirring a white cloudy substance is formed at the bottom of the pot. Carefully this cloudy liquid is separate and heated the oil at 1000C to evaporate the excess amount of water.

3.7. Economics of bio-diesel production from Jatropha Curcus seed oil:

31

It is estimated that cost of bio-diesel production by transesterifications process of oil obtained from Jatropha Curcus seed oil will be slightly higher than that of conventional diesel fuel. 1liter vegetable oil will be needed to obtain 1(one) liter bio-diesel. After transesterifications the amount of by-product in from of glycerin is up to 0.40 ml after cost analysis the following result is found.

Cost of 1 litter Jatropha oil Cost of 200ml (20%volm)methanol Cost of 3.5(0.5%wt) Na(OH) Cost of manure Cost of raw glycerin Net cost of 1 liter bio diesel

= 22 Tk = 110 Tk = 2 Tk = (-)75 Tk = (-)10 Tk = 49 Tk

The cost will be reduced substantially when it will be used in large scale. The seed waste may be used as good fertilizer. In considering whole situation the use of Jatropha Curcus seed oil bio-diesel is economically feasible and economic option in comparison with conventional diesel fuel.

3.8. Storage of Bio-diesel:

Pure plant oils are completely harmless to the environment, especially the groundwater. However, esterification of vegetable oil increases its water hazard. As a general rule blends of bio-diesel and petroleum diesel should be treated like petroleum diesel. It is recommended to store bio-diesel in clean, dry and approved tanks. Though the flash point of bio-diesel is high, still storage precautions somewhat like that in storing the diesel fuel need to be taken bio-diesel can be stored for long periods in closed containers with little headroom but the container must be protected from direct sunlight, low temperature and weather.

32

Underground storage is preferred in cold climates but is stored in open proper insulation; heating and other equipment should be installed. B20 fuel can be stored in tanks, above ground depending on the pour point and cloud points of the blend. Low temperature can cause bio-diesel to gel. Additives can be used for low temperature storage and pumping. The bio-diesel its blends should be stored at temperatures at least 150C higher than the pour point of the fuel. While splash blending the bio-diesel, care should be taken to avoid very low fuel temperatures as the saturated compounds can crystallize and separate out to cause plugging of fuel lines and filters. Condensation of water in the tank should be avoided as hydrocarbon-degrading bacteria and mold can grow and this use bio-diesel as food. Bio-diesel and its blends are susceptible to growing microbes when water is present in fuel. Biocides, chemicals that kill bacteria and molds growing in fuel tank, can be added in small concentration. Biocides do not remove sediments. Moreover, storage of bio-diesel in old tanks can release accumulated deposits and slime and can cause very severe filter and pump blockage problem. For long term storage stability of bio-diesel and blends adequate data are not available. Based on experience so far it is -recommended that bio-diesel can be store up to a maximum period of 6 months. Some anti-oxidant additives are also used for longer periods of storage. Similar periods are applicable for storage of bio-diesel and its blends in vehicle fuel tank. Due to being a mild solvent, bio-diesel has a tendency to dissolve the sediments normally encountered in old tanks used for diesel fuel and these cause filter blockage, injector failures in addition to clogging of fuel lines. Brass, copper, zinc etc oxidizes diesel and bio-diesel fuels and create sediments. The fuel and fitting will start changing color as the sediments are formed. Storage tank made of aluminum, steel etc should be used.

3.9. Handling of Bio-diesel:

33

As a general rule blends of bio-diesel and petroleum diesel should be treated like petroleum diesel. Bio-diesel, vegetable methyl esters, contains no volatile organic compounds that can give rise to poisonous or noxious fumes. There is no aromatic hydrocarbon (benzene, toluene, and xylene) or chlorinated hydrocarbons. There is no lead or sulfur to react and release any harmful or corrosive gases. However, in case of bio-diesel blends significant fumes released by benzene and other aromatics present in the base diesel fuel can continue. On contact with eye, biodiesel may cause irritation to eye. Safety glasses or face shields should be used to avoid mist or splash on face and eyes. Fire fighting measures to be followed as per its fire hazard classification. Hot fuel may cause burn. German Regulations on water hazard classification classify products either as NWG (non hazardous to water) or WGK 1, WGK 2 and WGK 3 with increasing water hazard. Both biodiesel and methanol are classifies as WGK 1. The glycerin also falls under same classification. There is no risk of explosions from vapors of bio-diesel as the flash point is high and the vapor pressure is less than 1 mm Hg. Large bio-diesel spills can be harmful. Bio-diesel, while not completely harmless to the larvae of crustacea and fish, is less harmful than petroleum diesel fuel. Bio-diesel methyl esters have very low solubility in water (saturation concentration of 7 ppm in sea water and 14 ppm in fresh water at 17 0C) compared to petroleum diesel that contain benzene, toluene, xylene and other more water soluble, highly toxic compounds. However, when the bio-diesel is vigorously blended into water, the methyl esters form a temporary emulsion of tiny droplets that appear to be harmful to the swimming larvae. The half- life for biodegradation of vegetable methyl ester is about 4 days at 170C, about twice fast as petroleum diesel. In the laboratory tests, rapeseed methyl eater degraded by 95% while the diesel fuel degraded only 40% at the end of 23 days. Any accidental discharge/ spill of small amounts of bio-diesel should have little impact on the environment compared to petroleum diesel, which contain more toxic and more water-soluble aromatics. Nonetheless, the methyl esters could still cause harm. EPA still considers spills of vegetable oils
34

and animal fats as harmful to the environment. Spilling bio-diesel in water is as illegal as spilling petroleum. Bio-diesel need to be handled like any other petroleum fuels and laws should be reviewed to ensure that bio-diesel is covered in the same class, if not included already. When biocides are used in the fuel tank to kill bacteria, suitable handling precautions like use of gloves and eye protection is must. One must check if the laws on disposal of petroleum products are applicable to bio-diesel also. Similarly check if Laws for spill prevention and containment action for those who produce or store bio-diesel exists. Discharge of animal fats and vegetable oil are order of magnitude less toxic than petroleum discharge, do not create carcinogenic compounds and, are really biodegradable by bacteria thus minimizing physical impact on environment. Nevertheless, extreme discharges of animal fats, vegetable oils and bio-diesel can cause negative impact on aquatic life.

35

CHAPTER 4
Experimental Setup & Procedure of Experimentation

36

4.1. Experimental set up:

In this experiment a single cylinder water-cooled, 4-stroke; DI diesel engine (specification shown in table 1) is used for performance and emission testing. A Test bed engine (specification shown in table 3) is also used to determine the carbon deposit in various injection pressures. A Sound level meter is used to determine the engine noise. The specifications of this engine and equipment are shown in Table 4. The experiment was conducted with conventional diesel fuel & Jatropha Curcus biodiesel blends. The RPM was measured directly from the tachometer attached with the dynamometer. The outlet and exhaust temperatures of cooling water were measured directly from the thermometer attached to the engine. The fuel injection timing was set at 24BTDC (before top dead center). The exhaust gases including NOx, CO, were measured with a portable digital gas analyzer (IMR 1400), which specification shown in table 2. The data of exhaust emissions were taken from the end of the exhaust pipe of the engine. The engine speed was kept fixed at a constant speed. An inclined water tube manometer, connected to the air box (drum) was used to measure the air pressure. Fuel consumption was measured by a burette attached to the engine fuel. A stopwatch was used to measure fuel consumption time for every 10 cc fuel. The engine was electrically loaded. The engine noise was measured by a sound level meter dB. when the engine running a constant speed. In test bed engine, the carbon deposit is measured on the nozzle tip for various injection pressures. 4.2. TEST PROCEDURE The engine was first run at load 22.24 N by varying rpm from 600 to 1200 rpm and maximum efficiency is obtained at 900 rpm. Now the engine is operated about 30 minute with diesel fuel so that the engine became sufficiently warm up. The engine was run at the fixed rpm (900) and loads were varied from 0 N to 86.74 N.
37

Each time corresponding data of exhaust gas temperature, emission, fuel consumption were measured and noted. The volumetric blending ratio of biodiesel to diesel fuel was set at 10% & 20%.A gas analyzer was used to measure the exhaust gas emission. The specification of gas analyzer is shown in table 2. 4.3. DI Diesel Engine Specifications Table 1: Engine specifications Engine type Number of cylinders Bore x Stroke Swept volume Compression ratio Rated power Fuel injection pressure 4-stroke DI diesel engine One 80 x 110 mm 553 cc 16.5:1 4.476Kw@1800 rpm 14 MPa (at low speed, 900 to 1099 rpm) 20 MPa (at high speed, 1100 to 2000 Fuel injection timing rpm) 240 BTDC

4.4. Gas analyzer specifications Table 2: Analyzer specifications Items Description

38

Power supply Charging time Fuels Printer Gas probe Gas hose Memory Sensor Air probe Condensate trap Dust filter Dimension Weight Operating Temperature Storage temperature

230V / 50-60 Hz. Fill charge 625h. Operating time 8h state of charge is displayed Light oil, natural gas, town gas, coal gas, liquid gas. Thermo printer, 58 mm wide paper roll. Heated probe with PTC resistor temperature 65 0C cone. Thermocouple NiCrNi. 3 way hose, length 3.5m. Buffered. 3 portable sensor; CO, NOX, O2. Integrated current sensor. Bulb type manually emptied. Cellpor-filter, 4 micron. 430 X 290 X 190 mm. 7.5 kg. -100C bic to 400C. -200C bic to 500C.

Fig 4.1: Gas analyzer

4.5. Principal technical specification (Test bed engine):

Table3: Test bed engine specifications ITEMS Model Type SPECIFICATION S195 Single cylinder, 4-stroke, horizontal type

39

Cylinder bore x Piston stroke 1-hour rated output 12-hour rated output Compression ratio B.M.E.P at 12-hour rated output SFC at 12-hour rated output Type of cooling Type of starting Maximum Brake horsepower Overall Dimensions (L x W x H) Net Weight

95mm X 115mm 13.2 h.p./2000 rpm 12 h.p./2000 rpm 20:1 650 KPa Not greater than 251 Water Hand cranking 150 814mm x 480mm x 618mm 145 Kg

4.6. Specification: (CEL-228 Impulse Sound Level Meter & Analyzer)

Table 4: Sound Level Meter specifications Accuracy Sound level meter IEC 651, BS 5969 and ANSI S 1.4.In there type 2 category DIN 45 634 Filter IEC 225, BS Ranges Measuring limits 2475 and ANSI S 1.11. 30-70 dB, 60-100 dB and 90-130 dB Seri noise lees than 25 dB (A) or less than 40 dB (Flat).135 dB absolute maximum.

40

Time weightings Display

17 mm (0.67 inch) electret condenser type. dB (A) Flat or 8 octave band 63-8 H z. Plus 31.5 Hz low band and 16 KHz high band.

Frequency Response Microphone: Batteries Temperature range Humidity range Electromagnetic Interference Vibration Interference Dimensions Weight

47 mm (1.9 inch) meter movement covering 40 dB dynamic ranges. Flat ,Slow and Impulse as per standards 3x 6 F22 (Or equivalent) 2 for sound level meter and one for calibrator. 10 to +50 0C operational, -15 to +60 0C storage. 30% to 90% for I 0.5 dB. < MSD for 400A/M.

< 62 dB (Flat) for 1 m/sec/sec 235 mm x 75 mm x 5 mm (9.2 inch x 3 in x 2.1 inch) 425 g (15 oz)

41

CHAPTER 5
Introduction to the properties of bio-diesel

5.1. PROPERTIES OF BIODIESEL FUEL The engine performance greatly depends upon the chemical reaction between induced air and fuel in the combustion chamber, which permits the release of heat energy. For this reason a fuel should possess a number of properties for reliable engine performance. Bio-diesel also should have these properties for using it diesel engines. The main properties affecting engine operation are: 5.1.1. Cetane Index Cetane number of a diesel engine fuel is indicative of its ignition characteristics. Higher the cetane number better it is in its ignition properties. Cetane number
42

affects a number of engine performance parameters like combustion, stability, drive ability, white smoke, noise and emissions of CO and HC. Biodiesel has higher cetane number than conventional diesel fuel. This results in higher combustion efficiency and smoother combustion. No correlation was found between the specific gravity and the cetane number of various biodiesel. It is important to note that Cetane Index, commonly used to indicate the ignition characteristics of diesel fuels, does not give correct results for biodiesel. Hence Cetane Index is not specified and a cetane number test is necessary. Even for a biodiesel blend, cetane index is not applicable as it does give a correct approximation of cetane number of the blend. 5.1.2. Absolute Viscosity In addition of lubrication of fuel injection system components, Fuel viscosity controls the characteristics of the injection from the diesel injector (droplet size, spray characteristics etc.). The viscosity of methyl esters can go to very high levels and hence, it is important to control it within an acceptable level to avoid negative impact on fuel injection system performance. Therefore, the viscosity specifications proposed are same as that of the diesel fuel.

5.1.3. Density Density means mass per unit volume. In SI unit it is expressed in kg per cubic meter or gram per cubic centimeter.
mass ( gm)

Density, = Volume(cm 3 ) Generally density of a bio-diesel fuel is slightly higher than the conventional diesel fuel. 5.1.4. Specific gravity:

43

Specific gravity is defined as the ratio of the density of a substance to the density of water under constant temperature and volume. 5.1.5. Heating value Heating value or calorific value of a fuel is the magnitude of the heat of reaction at constant volume at a standard temperature (usually 25 0C) for the complete combustion of unit mass of fuel. Complete combustion means that all carbon is converted into CO2, all hydrogen is converted into H2O, and any sulfur present is converted into SO2. Higher heating value of a bio-diesel varies between 38 to 44.5 MJ/kg.

Table 5: Properties of diesel & biodiesel.

Properties Density [gm/cc] Kinematic viscosity* [cSt]@30C Heating value [MJ/kg] Cetane index Neat biodiesel A* B** 0.881 0.88 4.50 4.84 40.5 51.3 41 52 Ordinary diesel 0.86 2-6 44 48

A* measured by authors B** .http://www.treeoilsindia.com/products.htm

44

CHAPTER 6
Introduction to Engine Emissions

6.1. EMISSIONS MEASUREMENT:

A wide range of emissions measurements were made to thoroughly characterize fuel and lubricant effects. Regulated emissions including total hydrocarbons (THC), carbon monoxide (CO), nitrogen oxides (NO X), particulate matter (PM), and carbon dioxide (CO2), were measured from diluted exhaust in every test. Instrumentation used included a heated flame ionization analyzer (HFIA) for THC, non-dispersive infrared analyzers for CO and CO 2, and a chemiluminescent analyzer for NOX. Particulate was measured using 90 mm Pall flex filtration of
45

double diluted exhaust gas following 40 CFR Part 86, Subpart N protocols. Hydrocarbon speciation was also performed on selected proportional bag samples of diluted exhaust using the three GC Auto/Oil procedure, which quantifies C1 to C12 hydrocarbons, including aldehydes, ketenes, and alcohols. Additional analyses were performed on selected tests. Particulate phase polycyclic aromatic hydrocarbons (PAH) were determined by analysis of extracts of particulate collected on 20x20-inch Pall flex filters. Gas phase PAH compounds were determined from samples collected on polyurethane foam (PUF) filters. PAH species were identified and quantified using a quadruple GC/MS operated in selected ion monitoring mode. PAH results were not available in time for publication, and will be reported in a future paper.

6.2. Sulfate emissions:

Neat biodiesel contains no sulfur and so sulfur emissions are significantly less for biodiesel blend compare with conventional diesel. The residual sulfate can be attributed to emissions of lubricating oil. Sulfate comprises roughly 1-2% of total PM for certification diesel. Because PM from fuel combustion is much lower for biodiesel, sulfate as a fraction of total PM is higher, in 3-4% range. As expected, there is no difference in the sulfate emission for biodiesel from different sources.

6.3. Engine Problems with Neat Vegetable Oil: We know from the recent reference that the neat oils gave satisfactory engine performance and power output, often equal to or even slightly better than conventional diesel fuel. But vegetable oils cause engine problems. Vegetable oil causes some problem in fuel noted coking of injector nozzles, sticking piston rings, crankcase oil dilution, lubricating oil contamination. By the studing of other authors these problems were confirmed. The causes of these problems were attributed to formation of engine deposits as well as the low volatility and high
46

viscosity with resulting poor atomization patterns. The engine problems have caused neat vegetable oils to be largely abandoned as alternative DF and lead to the research on the aforementioned four solutions. 6.4. Emissions of esters: Generally, most emissions observed for conventional diesel fuel are reduced when using esters. NOx emissions are the exception. In an early paper reporting emissions with methyl and ethyl soyate as fuel, it was found that CO and hydrocarbons were reduced but NOx were produced consistently at a higher level than with the conventional reference diesel fuel. The differences in exhaust gas temperatures corresponded with the differences in NO x levels. Similar results were obtained from a study on the emissions of rapeseed oil methyl ester. NO x emissions were slightly increased, while hydrocarbon, CO, particulate and PAH emissions were in ranges similar to the diesel fuel reference. As mentioned above, the esters emitted less aldehyde than the corresponding neat rapeseed oil. Unrefined rapeseed methyl ester emitted slightly more aldehydes than the refined ester, while the opposite case held for PAH emissions. A 31% increase in aldehyde and ketone emissions was reported when using rapeseed methyl ester as fuel, mainly due to increased acrolein and formaldehyde, while hydrocarbons and PAHs were significantly reduced, NOx increased slightly, and CO was nearly unchanged. The study on PAH emissions, where also the influence of various engine parameters was explored, found that the PAH emissions of sunflower ethyl ester were situated between diesel fuel and the corresponding neat vegetable oil. Reduced PAH emissions may correlate with the reduced carcinogenity of particulates when using rapeseed methyl ester as fuel. The general trend on reduced emissions except NOx was confirmed by later studies, although some studies report little changes in NO x. In a DI engine, sunflower methyl ester produced equal hydrocarbon emissions but less smoke than a 75:25 blend of sunflower oil with diesel fuel. Using a diesel oxidation catalyst (DOC) in
47

conjunction with soy methyl ester was reported to be a possible emissions reduction technology for underground mines. Soy methyl esters were reported to be more sensitive towards changes in engine parameters than conventional DF.

48

CHAPTER 7
Results & discussions

7.1. The effect of biodiesel combustion on carbon deposit to the injection nozzle tip:
Here the engine was run for about 3 hours with both neat diesel fuel & with biodiesel blends. After that the injection nozzle was disconnected & found the weight difference which gives the solid carbon deposit. In this experiment only the nozzle was investigated. The nozzle was initially disconnected from the engine. After cleaning the nozzle, the weight is measured and nozzle is connected to the engine. The engine was run about three hours by
49

using neat diesel. Then engine was stopped and allow cooling the engine. After cooling, the injector was disconnected and clears the sides, the photograph of nozzle tip was taken and weight is measured. The amount of carbon deposit is calculated form the difference of two weights of injector. Similarly, the photographs of nozzle tip were taken by using B-10 & B-20 blends and the carbon deposit is calculated by repeating the process. Three Photographs are shown below corresponding in figures7.1, 7.2 & 7.3 .From photographs, it is seen that the nozzle tip of diesel looks blacker than that of B-10 & B-20 and the photograph of nozzle tip for B-20 is clearer than that for B-10 blends.

50

Fig7.1: Carbon deposit of neat Diesel on nozzle tip

Fig7.2: Carbon deposit for B-10

60 50

Neat diesel B-10 B-20

Weight difference (mg)

40 30 20 10 0

Fuel

Fig7.3: Carbon deposit of B-20 on nozzle

Fig7.4: The changed of weight of nozzle

The effect of biodiesel combustion on carbon deposit to the cylinder head: Here the engine was very for about 1 hour with both neat diesel fuel & with biodiesel blends. In this experiment only the cylinder head was investigated. Then engine was stopped and allow cooling the engine. After cooling, the cylinder head
51

was disconnected and photograph of cylinder head was taken similarly, the photographs of cylinder head were taken by using B-10 & B-20 blends. Three Photographs are shown below corresponding in figures7.5, 7.6 & 7.7 .From photographs, it is seen that the cylinder head of diesel looks blacker than that of B10 & B-20 and the photograph of cylinder head for B-20 is clearer than that for B10 blends.

Fig7.5: Cylinder head for Neat diesel

Fig7.6 Cylinder head for B-10

Fig7.7: Cylinder head for B-20

7.2. PERFORMANCE & EMISSION STUDY WITH NEAT DIESEL & DIESEL BIO-DIESEL BLENDS: 7.2.1. Effect of Injection pressure on Carbon deposit:

52

Neat Diesel B-10 B-20

60 50 Carbon deposit (mg) 40 30 20 10 0 6.0

7.5

9.0

10.5

12.0

13.5

Injection pressure (MPa)

Fig7.2.1: Effect of Injection pressure on Carbon deposit for different fuels Figure 7.2.1 demonstrates that, the carbon deposit for neat diesel and Jatropha biodiesel blends. Here the volumetric percentages of jatropha biodiesel to diesel fuel are set at 10& 20. It is seen from the Figure that carbon deposit of neat diesel on the injector is decreased, as the injection pressure is increased. This due to the fact that with the increase is injection pressure good atomization occurs which leads the better airfuel mixing. As a result better combustion occurs in the combustion chamber. It is seen from the above Figure that carbon deposit of jatropha biodiesel blends on the injector tip is lower than that of the usual diesel fuel. The reduction of carbon deposit with jatropha biodiesel blend might be better combustion due to the presence of oxygen in fuels molecular structure.

7.2.2. Effect of difference % of biodiesel on carbon deposit:

53

6.89 MPa 10.34 MPa 13.79 MPa 140 120

Carbon deposit (mg)

100 80 60 40 20 0 -20 0 10 20

% of Bio-diesel

Fig7.2.2: Effect of difference % of biodiesel on carbon deposit

Fig.7.2.2 shows carbon deposits on injector tip at same injection pressure with respect to percentage of biodiesel. This graph is the rearrangement of fig 7.2.1.. It is seen from the Figure that carbon deposit of Jatropha biodiesel blends on the injector tip is lower than that of the usual diesel fuel. The reduction of carbon deposit with Jatropha biodiesel blend might be better combustion due to the presence of oxygen in fuels molecular structure.

7.2.3. Effect of injection pressure on NOX emission:

54

32 30 28 NOX (ppm) 26 24 22 20 18 16 6.0 7.5 9.0 10.5 12.0

Neat diesel B-10 B-20

13.5

Injection pressure (MPa)

Fig7.2.3: Comparison of NOX emission with different fuels at 1500 rpm Fig7.2.3. shows that with increase of injection pressures the amount of NO X is increase. NOX emissions are a function of combustion temperature. The higher the heat of combustion, the greater the NO X emissions. Due to biodiesel molecule contains more oxygen than diesel fuel, the heat of combustion is slightly higher. From fig7.2.3. Demonstrate that with increase of injection pressures the amount of NOX is increased due to good atomization which leads to the better combustion & higher combustion temperature. The figure also shows that amount of NO X is more for biodiesel blends with compare to the neat diesel due to the more percentage of oxygen presence in biodiesel blends molecular.

7.2.4. Effect of injection pressure on CO emission:

55

Neat Diesel B-10 B-20

55 50 45 CO (ppm) 40 35 30 25 20 15 6.0 7.5 9.0 10.5 12.0 13.5

Injection pressure (MPa)

Fig7.2.4: Comparison of CO emission with different fuels at 1500 rpm It is known that the biodiesel molecule contains more oxygen than diesel fuel; the heat of combustion is slightly higher. From fig7.2.4.demonstrate that with increase of injection pressures the amount of CO is decrease due to good atomization which leads to the better combustion in the engine cylinder. The figure also shows that the amount of CO decrease for biodiesel blends with compare to the neat diesel due to the more percentage of oxygen presence in biodiesel blends molecular.

7.2.5. Effect of speed on brake thermal efficiency in diesel engine

56

Load 22.24 N
18 16 14 12 10 8 6 600 800 1000 1200

Brake thermal efficiency (%)

Speed (rpm)

Fig7.2.5: Effect of engine speed on brake thermal efficiency (load 22.24 N)

Figure7.2.5 shows the brake thermal efficiency of the engine increases with increase of engine rpm at constant load (22.24 N). After reaching the maximum value efficiency then goes to decrease. This is due to the fact that, initially with the increases of engine rpm the torque produced by the engine increase, hence the efficiency also increases. But at higher rpm (>900) more amount of fuel is injected into the engine cylinder per cycle & due to higher engine speed these fuel doesnt get sufficient & time to burn completely which reduce the efficiency of the engine.

7.2.6. Effect of engine load on Brake thermal Efficiency at 800 rpm:

57

Neat diesel B-10 B-20

25 Brake thermal efficiency (%) 20 15 10 5 0

3 BMEP (bar)

Fig7.2.6: Comparison between of Efficiency of neat diesel & biodiesel

blends This Figure7.2.6. Illustrates variation of brake thermal efficiency with engine load with diesel & diesel bio-diesel blended fuels. It presents that the efficiency of engine increases with the increase in engine load and after reaching maximum value, efficiency then decreases with the increase of load because from the equation of brake thermal efficiency it can be found that with the increase in engine load the engine torque increases which increases the thermal efficiency of the engine. At higher load more amount of fuel is injected into the engine cylinder which is not completely burned. It causes higher bsfc and low brake thermal efficiency. The figure also shows that efficiency of diesel bio-diesel blends is lower than that of net diesel. This drop in efficiency is due to the poor volatility, higher viscosity & higher density of bio-diesel. 7.2.7. Effect of engine load on Brake thermal Efficiency at 900 rpm:
58

30 25 Brake thermal efficiency (%) 20 15 10 5 0 0.0

Neat diesel B-10 B-20

1.5

3.0

4.5

6.0

7.5

BMEP (bar)

Fig7.2.7: Variation of brake thermal efficiency with engine load for neat
diesel & diesel-bio-diesel blends

This Figure 7.2.7 illustrates the variation of brake thermal efficiency with BMEP for neat diesel and diesel bio-diesel blends. Here it is found that brake thermal efficiency decreases with the increase BMEP & reaches to minimum value. After reaching minimum value it again increases with the increase of BMEP. The reason for the nature brake thermal efficiency with the increasing order BMEP are illustrated in fig 7.2.6.

7.2.8. Effect of engine load on Brake specific fuel consumption at 800 rpm:
59

0.65 0.60 bsfc (Kg / KW / hr) 0.55 0.50 0.45 0.40 0.35 0.30

Neat diesel B-10 B-20

BMEP (bar)

Fig7.2.8: Variation of Brake specific fuel consumption with engine load for neat diesel & diesel-bio-diesel blends This Figure 7.2.8: illustrates the variation of brake specific fuel consumption with BMEP for neat diesel and diesel bio-diesel blends. Here it is found that brake specific fuel consumption decreases with the increase BMEP & reaches to minimum value. After reaching minimum value it again increases with the increase of BMEP. The cause is, with the increase in BMEP the time for an amount of fuel consumption increase but with the increase in BMEP the brake power of the engine increases. As a result the brake specific fuel consumption decreases. The bsfc for same amount of power production, for bio-diesel is slightly greater than that of conventional diesel fuel. This is due to the poor volatility, higher viscosity, higher density and lower calorific value of bio-diesel. 7.2.9. Effect of engine load on Brake specific fuel consumption at 900 rpm:

60

0.65 0.60 0.55 bsfc (Kg / KW / hr) 0.50 0.45 0.40 0.35 0.30 0.25 1 2 3 4 5 6 7

Neat diesel B-10 B-20

BMEP (bar)

Fig 7.2.9: Variation of Brake specific fuel consumption with engine load for neat diesel & diesel-bio-diesel blends. This Figure 7.2.9 illustrates the variation of brake specific fuel consumption with BMEP for neat diesel and diesel bio-diesel blends. Here it is found that brake specific fuel consumption decreases with the increase BMEP & reaches to minimum value. After reaching minimum value it again increases with the increase of BMEP. The reason for the nature bsfc with the increasing order BMEP are illustrated in fig 7.2.8.

7.2.10. Effect of engine load on NOX emission at 800 rpm:

61

800 700 600 NOX (ppm) 500 400 300 200 100

Neat diesel B-10 B-20

2 BMEP (bar)

Fig7.2.10: Comparison of NOX emission between neat diesel & biodiesel

blends This fig 7.2.10 represents NOX emission of diesel and biodiesel blends fuel . From fig, it is seen that NOX emission is increased with respect to BMEP at engine speed at 800 rpm, and NOX emission for diesel is lower than that for biodiesel blends. Engine load is basically loaded on engine crankshaft. When engine load is increased, fuel consumption will be increased for the same amount of air in engine cylinder. NOx emissions are a function of combustion temperature. The higher the heat of combustion, the greater the NO x emissions. Because biodiesel contains more oxygen than diesel fuel, the heat of combustion is slightly higher. But B-10 & B-20 contain more oxygen, their combustion in engine, produce more combustion heat. For this reason, the increasing rate of NO x for biodiesel blends is higher than the conventional diesel with increasing order of BMEP.

7.2.11. Effect of engine load on NOX emission at 900 rpm:

62

900 800 700 NOx (ppm) 600 500 400 300 200 100 0 1 2 BMEP(bar) 3

Neat Diesel B-10 B-20

Fig7.2.11: Comparison of NOX emission with neat diesel & biodiesel

Blends

This fig 7.2.11 shows NOX of diesel and biodiesel fuel. From fig, it is observed that NOX emission is increased with respect to BMEP at constant engine speed 900 rpm, and NOX emission for diesel is lower than that for biodiesel blends.The reason for higher NOX emission of diesel than of that biodiesel with the increasing order BMEP are illustrated in fig 7.2.10.

7.2.12. Effect of engine load on the carbon monoxide in diesel engine:

63

Neat diesel B-10 B-20

600 550 500 CO (ppm) 450 400 350 300 250 200 0 1 BMEP (bar) 2 3

Fig7.2.12: Comparison of CO emission with different fuels at 800rpm This fig 7.2.12 shows carbon monoxide of diesel and biodiesel fuel. From fig, it is seen that CO is increased with respect to BMEP at constant engine speed 800 rpm, and CO for diesel is more than that for biodiesel blends. Engine load means load on engine crankshaft. When engine load is enhanced, fuel consumption will be increased for the same amount of air. CO formation is a function of incomplete combustion of fuels, is produced most readily from petroleum fuels, which contain no oxygen in their molecular structure. But B-10 & B-20 contain more oxygen in their molecular structure; and their combustion in engines is more complete. For this reason, the CO for biodiesel blends is lower than that of conventional diesel with respect to increasing order of BMEP.

64

7.2.13. Effect of engine load on CO emission at 900 rpm:

Neat diesel B-10 B-20
900 800 700 CO (ppm) 600 500 400 300 200 0 1 2 BMEP (bar) 3 4

Fig7.2.13: Effect of engine load on CO at 900 rpm In the fig 7.2.13 shows carbon monoxide of diesel and biodiesel fuel. From fig, it is observed that CO is increased with respect to BMEP at engine speed at 800 rpm, and CO for diesel is more than that for biodiesel blends. The reason for increasing CO with the increasing order BMEP is illustrated in fig 7.2.12.

65

7.2.14. Effect of engine load on noise level in diesel engine:

93 92 91 90 89 88 87 86 85 84 83 82 81 80 79 78

Neat diesel B-10 B-20

Noise level (dB)

0.0

1.5

3.0

4.5

6.0

BMEP (bar)

Fig7.2.14: Comparison of noise level with different fuels at 800 rpm Figure 7.2.14 shows that with the increase of engine load the noise level is also increase and the noise of engine for biodiesel blends is lower than that of the conventional diesel. The reduction in engine noise with Jatropha oil blends might be the homogeneous combustion due to there oxygen present in their molecular structure. The engine noise for B-10 is better than diesel & B-20 is better than B-10.

66

7.2.15. Effect of engine load on noise level in diesel engine:

95 94 93 92 91 90 89 88 87 86 85 84 83 82 81 80

Neat diesel B-10 B-20

Noise level (dB)

0.0

1.5

3.0

4.5

6.0

7.5

BMEP (bar)

Fig7.2.15: Comparison of noise level with different fuels at 900 rpm Figure 7.2.15. Demonstrate that with the increase of engine load the noise level is also increase and the noise of engine for biodiesel blends is lower than that of the conventional diesel. The reason for increasing the noise level with the increasing order BMEP is illustrated in fig 7.2.14.

67

CHAPTER 8
Conclusion

68

CONCLUSIONS
This report investigated the production of bio-diesel from non edible Jatropha Curcus seed oil and performance study of diesel engine with diesel fuel and diesel bio-diesel blends. The results of this report may be summarized as follows: 1. Oil is extracted from Jatropha Curcus seeds. 2. Bio-diesel was prepared from Jatropha Curcus seed oil by transesterification process. 3. Maximum 75.5% bio-diesel production was found at 20% methanol and 0.5% NaOH at 550C reaction temperature 4. Co emissions reduced with diesel bio-diesel ( Jatropha Curcus seed oil methyl ester) blended fuel, while NOx emission increased for the diesel bio-diesel (Jatropha Curcus seed oil methyl ester) blended fuel compared with the conventional diesel fuel. This might be associated with the extra oxygen in biodiesel (Jatropha Curcus seed oil methyl ester). 5. Thermal efficiency with Diesel bio-diesel (Jatropha Curcus seed oil methyl ester) blended fuel is slightly lower than that of conventional diesel fuel due to low volatility, higher viscosity & higher density. 6. The noise level is increase with increase the engine load. This is also found that the noise level for diesel bio-diesel blend is lower than the conventional diesel. 7. The amount of carbon deposit decrease with increase of injection pressure due to the good atomization & better combustion. In this time amount of carbon deposit lower for biodiesel blends compare with diesel fuel due to more oxygen in there molecular structure.

69

REFERENCES

70

Bam, Narendra, 1991. Process Development of Rapeseed Oil Ethyl Ester as a Diesel Fuel Substitute. MS thesis, Department of Chemical Engineering, University of Idaho, U.S.A. Biodiesel in India by Indian Oil Corporation (IOC), January 2004 Bruwer, J.J., Van D., Boshoff. F. J.C., Hugo, J., Fuls, C., Hawkins, Walt, A. N., 1980. Sunflower seed oil as an extender for Diesel fuel in Agricultural Tractors. Department of Agricultural Technical Services, Pretoria, Transvaal, South Afric Caringal, W.V. 1989. Process Development and Economic Analysis of Rapeseed Methyl Esters. An unpublished M.S. thesis, Department of Chemical Engineering, University of Idaho, Moscow, Idaho. Caringal, W.V., 1989. Process Development and Economic Analysis of Rapeseed Methyl Esters. An unpublished M.S. thesis, Department of Chemical Engineering, University of Idaho, Moscow, Idaho. Demirbas, A. 2002. Biodiesel from vegetable oils via transesterification in supercritical methanol. Energy Convers Manage; 43:2349-56. Degradation of biodiesel under different storage conditions by D.Y.C . Leung, , B.C.P. Koo and Y. Guo, Department of Mechanical Engineering, University of Hong Kong, Pokfulam Road, Hong Kong, China Encinar JM, Gonzalez JF, Rodriguez JJ, Tejedor A, 2002. Biodiesel fuels from vegetable oils: transesterification of Cynara cardunculus L. oils with ethanol. Energy fuels; 16:443-50.. Feldman, M., 1988. Unpublished Data. Department of Agricultural Engineering, University of Idaho, Moscow, Idaho. Feldman, M., 1988.Unpublished Data.Department of Agricultural Engineering, University of Idaho, Moscow, Idaho.

71

Freedman, B., Pryde, E.H., 1982. Vegetable Oil Fuels, Proceedings of the International Conference on Plant and Vegetable oils, ASAE Publication 482, ASAE, St. Joseph, MI 49085. Gauglitz, E.J. and Lehman, L.W., 1963. The Preparation of Alkyl Esters from Highly Unsaturated Triglycerides. J. Am. Oil Chem. Soc., 40:196. Gayer, S. M. Jacobus, M. J. and Lestz, S.S., 1984. Comparison of Engine Performance and Emission from Neat and Transesterified Vegetable Oils. Transactions of the ASAE 27:375. Jaiduk, Jo, 1984. Improving Storage and Use of vegetable oil for Fuel. An unpublished M.S. thesis, Department of chemical Engineering, University of Idaho, Moscow, Idaho. Kusy, P.F., 1982. Transesterification of Vegetable Oils for Fuels, In Vegetable oil Fuels. Proceedings of the International Conference on Plant and Vegetable oil Fuels, ASAE Publication 4-82, ASAE, St. Joseph, MI 49085 Madsen, Jeff, 1985. Fuel Performance and Reaction Rate Characterization of Esters from Vegetable oils. An unpublished M.S. thesis, Department of Chemical Engineering, University of Idaho, Moscow, Idaho. Martini, N. and Schell, J. (Eds), 1998. Plant Oils as fuels. Present State of Science and Future development, springerVerlag, 65. Martini, N. and Schell, J. (Eds), 1998. Plant Oils as fuels. Present State of Science and Future development, springerVerlag, 65. Mills, G. and A. Howard, 1983. Preliminary Investigation of Polynuclear Aromatic Hydrocarbon Emissions from a Diesel Engine Operating on Vegetable Oil-Based Alternative Fuels. Journal of the Institute of Energy, volume 131. Mittelbach, M., P. Tritthart and H. Junek, 1985. Diesel Fuel Derived from Vegetable Oils, II: Emission Tests Using Rape Oil Methyl Ester. Energy in Agriculture 4:207-215.

72

Mosgrove, V.L., 1987. Preparation and Performance of Rapeseed oil Fatty Ester as Diesel Fuels. An unpublished M.S. thesis, Department of Chemical Engineering, University of Idaho, Moscow, Idaho. Nye, M. J. and Southwell, P.H., 1983. Esters from Rapeseed oil as Diesel Fuel, Proceedings from the vegetable oil as Diesel Fuel. Seminar III, Northern Agricultural Energy center, Peoria, IL. Optimization of different parameters for biodiesel production from Neem oil and performance and emission study of diesel engine using diesel-biodiesel blends by Partha Protim Bala and Nusrat Jahan Imu in RUET at July 2006. Peterson C.L., Feldman, M., Korus, R. and Auld D.L. 1991. Batch Type Transesterification Process for Winter Rape oil. Applied Engineering in agriculture, 7(6), 711-716. Preparation of biodiesel from Neem oil and performance and emission study of diesel engine using diesel-biodiesel blends by Tasnuba Tabassum Choudhury in RUET at 2005. Romano, S., 1982. Vegetable Oils A new Alternative. Vegetable oil Fuels. Proceedings of the International Conference on Plant and Vegetable oil Fuels, ASAE Publication 4-82, ASAE, St. Joseph, MI 49085. Zhang, Q, 1988. The Effects of Methyl Ester of Winter Rapeseed Oil on Diesel Engine Durability. An unpublished M.S. thesis, Department of Agricultural Engineering, University of Idaho, Moscow, Idaho.

73

APPENDIX

74

APPENDIX-A:
Table A1: Data table for calorific value (lower) for various concentration of Bio-diesel BIO-DIESEL CONCENTRATION 0 10 20 100 CALORIFIC VALUE (LOWER) KJ/Kg 44500 44050 43715 40500

Table A2: data table for densities of diesel and diesel bio-diesel blend. FUEL NET DIESEL 10 B 20 B 100 B DENSITIES gm/cc 0.860 0.863 0.867 0.881

APPENDIX-B: Test Bed Engine:

Table B 1: Data table for carbon deposit:

Injection Engine speed Pressure(MPa) (RPM)

6.89 10.34 13.79 1500 1500 1500

Carbon deposit for diesel (mg/3hr)

58 38 13

Carbon deposit for B-10 (mg/3hr)

54 32 7

Carbon deposit for B-20 (mg/3hr)

51 28 5

75

Table B 2: Data table of emission for neat diesel

Injection Pressure (MPa) 6.89 10.34 13.79 NOx (ppm) 18 20 23 NO (ppm) 17 18 20 CO (ppm) 56 40 38

Table B 3: Data table of emission for B-10

Injection Pressure (MPa) 6.89 10.34 13.79 NOx (ppm) 19 22 27 NO (ppm) 17 19 23 CO (ppm) 54 37 34

Table B 4: Data table of emission for B-20

Injection Pressure (MPa) 6.89 10.34 13.79 NOx (ppm) 21 25 30 NO (ppm) 18 19 26 CO (ppm) 50 33 29

Table B5: Data table for neat diesel (constant load 22.24 N)
76

Speed (rpm)

Fuel consumption ml
10 10 10 10 10 10 10

Time in Sec.
130 116 114 113 94 56 36

BP (KW)

Efficiency,%

600 700 800 900 1000 1100 1200

0.348 0.406 0.464 0.522 0.580 0.638 0.698

12.51 13.07 14.64 16.32 15.1 9.89 6.93

Table B6: Data table for neat diesel at 800 rpm

LOAD(lb) Time mf B.P(KW) BMEP BSFC EFFICIENCY NOx(ppm) CO(ppm) for (bar) (Kg/KW ( %) (Kg/hr) 10cc hr)

0 5.5 10.5 12.5 14

113 78 60 53 48

0.274 0.397 0.516 0.584 0.673

0 0.729 1.411 1.68 1.882

0 1.978 3.828 4.558 5.106

0 0.544 0.366 0.348 0.357

0 14.85 22.12 23.26 22.62

165 220 370 460 595

390 470 540 570 595

Table B7: Data table for B-10 at 800 rpm

LOAD(lb) Time mf B.P(KW) BMEP BSFC EFFICIENCY NOx(ppm) CO(ppm) for (bar) (Kg/KW (%) (Kg/hr) 10cc hr)

0 5.5 10.5 12.5 14

102 74 50 47 40

0.304 0.420 0.621 0.661 0.776

0 0.729 1.411 1.68 1.882

0 1.978 3.828 4.558 5.106

0 0.576 0.44 0.393 0.412

0 14.18 18.57 20.77 19.82

180 250 415 492 643

302 397 437 568 620

Table B8: Data table for B-20 at 800 rpm

77

LOAD(lb) Time mf B.P(KW) BMEP BSFC EFFICIENC for (bar) (Kg/KW- Y (Kg/hr) 10cc hr) ( %)

NOx(ppm) CO(ppm)

0 5.5 10.5 12.5 14

98 68 45 44 38

0.318 0.459 0.694 0.709 0.821

0 0.729 1.411 1.68 1.882

0 1.978 3.828 4.558 5.106

0 0.629 0.492 0.422 0.436

0 13.07 16.74 19.51 18.87

202 277 470 534 694

220 305 414 550 670

Table B9: Data table for neat diesel at 900 rpm:

LOAD(lb) Time mf B.P(KW) BMEP for (bar) (Kg/hr) 10cc

BSFC
(Kg/KWhr)

EFFICIENCY NOx(ppm) CO(ppm) ( %)

0 6 11.5 15 19.5

120 74 55 46 34

0.304 0.418 0.563 0.673 0.910

0 0.8952 1.7158 2.238 2.909

0 2.158 7 4.137 5.397 7.015

0 0.467 0.328 0.300 0.312

0 17.32 24.65 26.90 25.86

178 267 430 503 678

325 498 506 679 885

Table B10: Data table for B-10 at 900 rpm:

LOAD(lb) Time mf B.P(KW) BMEP for (bar) (Kg/hr) 10cc EFFICIENCY NOx(ppm) CO(ppm) (Kg/KW ( %) hr)

BSFC 0 0.496 0.348 0.322 0.333

0 6 11.5 15 19.5

87 70 52 43 32

0.357 0.444 0.597 0.722 0.970

0 0.8952 1.7158 2.238 2.909

0 2.158 7 4.137 5.397 7.015

0 16.47 23.48 25.33 24.50

199 307 470 587 781

290 379 477 630 829

Table B11: Data table for B-20 at 900 rpm:

78

LOAD(lb) Time for 10cc 0 80.5 6 11.5 15 19.5 57 42 37 28

B.P(KW BMEP mf (bar) (Kg/hr) 0.388 0.547 0.743 0.843 1.115 0 0

EFFICIENCY NOx(ppm) CO(ppm) (Kg/KW ( %) hr) 0 0 215 260

BSFC

0.8952 1.7158 2.238 2.909

2.1587 0.611 4.137 5.397 7.015

0.433 0.377 0.383

13.47 19.01 21.86 21.48

319 500 607 816

350 444 625 813

Table B 12: Data table for sound level at 800 rpm: Load (lb) 0 5.5 10.5 12.5 14 BMEP (bar) 0 1.987 3.828 4.558 5.106 Sound level (dB) Neat diesel B-10 84 82 86 83 87 84 89 86 91 88 B-20 80 81 82 82 83

Table B 13: Data table for sound level at 900 rpm: Load (lb) 0 6 11.5 15 19.5 BMEP (bar) 0 2.1587 4.137 5.397 7.015 Neat diesel 86 88 89 91 93 Sound level (dB) B-10 B-20 84 82 86 85 86 85 89 86 91 89

79

APPENDIX-C: MATHMATICAL ANALYSIS

1. Mass of carbon deposit (mg)= Weight of injector with carbon(mg) - Weight of injector without carbon(mg)
W *N * 0.746 4500

2. Brake power (BP) =

Kwatt

Where, W = Load in lb N = Revolution per minute 3. Break specific fuel consumption (BSFC) =
mf BP

Where, mf = Fuel consumption per hour 4. Thermal efficiency, th =

BP * 3600 m f * CV

Where, CV = Calorific value of fuel KJ/Kg

APPENDIX-D:

80

CALCULATION PROCEDURE
1. Mass of carbon deposit (mg)= Weight of injector with carbon(mg) - Weight of injector without carbon (mg) = 350058-350000 =58 mg 2. Brake power (BP) =
W *N * 0.746 4500 15 * 900 * 0.746 4500

= = 2.238 Kwatt 3. Fuel consumption (mf) =

10cc 1 * * 3600 * o 10 6 t

10 * 3600 * 860 10 6 * 46

= 0.673 Kg/hr 4. B.S.F.C = =

mf BP
0.673 2.238

= 0.3 Kg/Kw-hr 5. Brake thermal efficiency, =

th

BP * 3600 m f * CV

2.238 * 3600 0.673 * 44500

= 26.9%

81