bio diesel from palm oil
TRANSCRIPT
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ABSTRACT
Bio-diesel has become more attractive recently because of its environmental
benefits and the fact that it is made from renewable resources. There are four
primary ways to use vegetable oil: direct use and blending; micro emulsions; thermal
cracking (pyrolysis); and bio diesel production by trans-esterification. The most
commonly used method is trans esterification of vegetable oils and animal fats into
bio-diesel. Trans-esterification converts the vegetable oil into methyl or ethyl esters,
which will be used as diesel engine fuels. In the current work, bio-diesel was
processed from used and un-used palm oil. The various properties of bio diesel and
blends of diesel and bio-diesel were estimated. Performance were conducted on a
Twin cylinder diesel engine using diesel, bio-diesel and there blends. The main
hurdle to commercialization of bio-diesel is its cost. Usage of used cooking oils as
raw material adaptation of continuous trans-esterification process, and recovery of
high quality glycerol as by product may be options to be considered to lower the cost of
bio-diesel.
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LIST OF SYMBOLS
N Normality
FFA Free Fatty Acid
Kinematic viscosity
mw mass equivalent of water
Cw Specific heat capacity of water
CV Calorific Value
Tfc Total fuel consumption
Density of diesel
BP Brake Power
BTE Brake Thermal Efficiency
X Volume of fuel consumption
Cd Coefficient of discharge
IP Indicated Power
ITE Indicated Thermal Efficiency
BTE Brake Thermal Efficiency
ME Mechanical Efficiency
TE Thermal Efficiency
VE volumetric Efficiency
TFC Total fuel consumption
SFC Specific fuel consumption
IMEP Indicated Mean Effective pressure
BMEP Indicated Mean Effective pressure
CHAPTER-1
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INTRODUCTION
The global pollution situation is worsening day by day. One of the major
causes for this condition is the overwhelming consumption of fossil fuels as power
source. Automotive sector is the major consumer of fossil fuels - mainly petroleum
based products. The fossil fuel resources are depleting at a faster rate and this has
lead to a grave situation because of greater dependence on fossil fuel resources.
Automobiles and other industries pollute the atmosphere with 'green house' gases
CO2 and H2O these gases in turn lead to the increase in global temperature,
which ultimately results in melting of the polar ice caps. This phenomenon is
called global warming. Global warming results in the change of global weather
pattern
In addition to the change in global weather phenomenon, fossil fuel
pollution is also the reason for many major health problems. Major health risks due
to pollution are respiratory problems and skin ailments. For example, the Ozone
(Os) gas, produced when the sun acts on hydrocarbons and nitrogen oxides
(byproducts of fuel combustion), is a respiratory irritant that reacts chemically with
our body tissues. The short term effects of ozone are harmful: shortness of breath,
chest pain, wheezing and coughing. In the long term, ozone will lead to lung
disease and long term respiratory problems. The American Lung Association adds
that as many as 60,000 premature deaths annually can be attributed to air
pollution. Furthermore about 20% of the total population is annually exposed to the
harmful effects of ozone. Amongst younger children, as many as 27.1 million children
(age 13 and under) are exposed to dangerous levels of ozone. This makes it even
more imperative that responsible citizens look into other alternative sources of
fuel for our automobiles.
1.1 ALTERNATIVE FUELS
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Alternative fuels are environmentally beneficial alternatives to
conventional fuels. The fuels most commonly used for transportation are gasoline and
diesel. The combustion of these hydrocarbon fuels results in the formation and
release of carbon dioxide into the atmosphere. Incomplete combustion results incarbon monoxide. As mentioned above, the mixture of hydrocarbon and nitrogen
oxides with heat and sunlight results in ground level ozone. All the gases produced
are harmful. Carbon dioxide (CO2), one of the greenhouse gases, contributes
potentially to global warming. Carbon monoxide (CO) can cause harmful effects
on the cardiovascular and central nervous system, and can contribute to the
formation of urban smog. Ground level Ozone damages human health, vegetation
and is a key component of urban smog.
The Clean Air Act, established by the US Environmental Protection
Agency (EPA), sets the acceptable levels called the National Ambient Air Quality
Standard. This standard sets the measures to control the air concentrations and
emissions of these common air pollutants. These controls are falling behind with the
increasing number of automobile usage especially in the larger cities. Therefore, in
an effort to make the environment free from these toxic by-products (carbon-dioxide,
carbon-monoxide and ground level ozone), we must look into alternative fuels.
Different types of alternative fuels are:
Compressed Natural Gas (CNG)
Liquefied Petroleum Gas (LPG)
Liquefied Natural Gas (LNG)
Hydrogen - 1C engines and Fuel Cells
Hybrid Energy Systems
Vegetable oils
Compressed Natural Gas (CNG) and Liquefied Petroleum Gas
(LPG) became the first choice as clean fuels for implementation in metropolitan
cities, where the pollution from conventional fuels was intolerable and proved to be a
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serious health hazard. But storage, distribution infrastructure and safety
considerations are more in this case. Leakage of these fuels causes fire
accidents.When leaks occur, CNG and LPG will be in gaseous state and readily
forming a combustible mixture.
Another alternative fuel is Hydrogen. It is being explored for use in
combustion engines and fuel-cell electric vehicles. It is a gas at normal
temperatures and pressures, which presents greater transportation and storage
hurdles than the existing liquid fuels. Storage systems being developed include
compressed hydrogen, liquid hydrogen, and metallic hydride storage material.
Hylhane, a combination of 15 percent hydrogen and 85 percent natural gas, is
being tested in metal lattice storage systems.
Hydrogen can be admitted into the engine cylinder in three ways; -
Carburetion or valve controlled flow into the intake manifold directly from
hydrogen cylinder or hydride storage
Manifold hydrogen injection
Direct in-cylinder injection.
Since hydrogen is a low density gas it occupies a significant volume
proportion in the intake manifold thus reducing the volumetric efficiency and hence
the output decreases by about 25% relative to liquid gasoline. Back firing is an
important drawback of hydrogen.
A fuel cell is controlled chemical- electro energy conversion device that
continuously converts chemical energy into electrical energy. A fuel cell requires
continuous supply of a fuel and an oxidant and generates DC electric power
continuously. Unlike a battery, a fuel cell does not run down or require recharging.
They have an efficient, inherently clean option for generating electricity and can
be fabricated in a wide range of sizes. No air pollutants are produced in this process.
The word hybrid means something that is mixed together from two
things. Hybrid energy systems combine different power generation devices or two or
more fuels for the same device. When integrated, these systems overcome
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limitations inherent in either one. Hybrid energy systems may feature lower fossil fuel
emissions, as well as continuous power generation for times when intermittent
renewable resources, such as wind and solar, are unavailable. Hybrid systems can
be designed to maximize the use of renewable, resulting in a system with loweremissions than those of traditional fossil fueled technologies. Hybrid energy
systems can offer solutions to customers that individual technologies cannot
match. Hybrid systems offer market-entry strategies for technologies that currently
cannot compete with the lowest-cost traditional options.
Vegetable oils are one of the most important alternative fuels for
diesel engines having possibility to use as decentralized energy. The engine
running on vegetable oils emits non-toxic gases into atmosphere, which is a very
important advantage. Vegetable oils provides a complete energy package for all
categories of consumers and can be used as an alternative to diesel, kerosene, coal,
LPG and firewood. The direct use of vegetable oils as engine fuels create
problems due to there high viscosity and density. An alternative lucrative solution that
has come up is to produce bio-diesel out of them which could be used directly or
blended with diesel in various proportions.
1.2 BIO-DIESEL
Bio-diesel is an alternative fuel formulated exclusively for diesel
engines. Bio-diesel is made from renewable biological sources such as vegetable oil,
animal fats and other agricultural products. It is biodegradable, non-toxic and
possesses low emission profiles. Bio-diesel is much cleaner than fossil fuel diesel. It
can be used in any diesel engine with no major modifications - in fact dieselengines run better and last longer with bio-diesel. Bio-diesel fuel burns up to 75%
cleaner than conventional diesel fuel made from fossil fuels. It substantially
reduces unburned hydrocarbons, carbon monoxide and particulate matter in
exhaust fumes. Bio-diesel contains no Sulphur. It is plant-based and adds no COzto
the atmosphere. The ozone-forming potential of bio-diesel emissions is nearly 50%
less than conventional diesel fuel. Nitrogen oxide (NOX) emissions may increase
or decrease but can be reduced to well below conventional diesel fuel levels by
adjusting engine timing and other means. The fuel economy is same as the diesel
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as petroleum diesel in cold temperatures, and requires special additives or fuel
heating systems to operate in colder climates. B100 may cause rubber seals and
gaskets from engines wear faster or fail. Bio-diesel also acts as a solvent, which can
dissolve sediments in diesel fuel tanks and clog fuel filters during an initial transitionfrom petroleum diesel. Despite these issues, some fleets are successfully using B100.
Many standardized procedures are available for production of bio diesel. The
commonly used methods are:
1. Blending
2. Micro Emulsification
3. Trans-esterification
4. Thermal Cracking (Pyrolysis)
1.2.1 Blending
Vegetable oil can be directly mixed with diesel fuel and may be used
for running an engine. The blending of vegetable oil with diesel fuel were
experimented successfully by various researchers. A diesel fleet was powered
with a blend of 95% filtered used cooking oil and 5% diesel in 1982. In 1980,
Caterpiller Brazil Company used pre-combustion chamber engines with a mixture of lO
% vegetable oil to maintain total power without any modification to the engine. A
blend of 20% oil and 80% diesel was found to be successful. It has been proved that
the use of 100% vegetable oil was also possible with some minor modifications in
the fuel system. The high fuel caused the major problems associated with the
use of pure vegetable oils as fuel viscosity in compression ignition engines. Micro-emulsification, pyrolysis and trans-esterification are the remedies used to solve the
problems encountered due to high fuel viscosity.
1.2.2Micro Emulsification:
To solve the problem of high viscosity of vegetable oil, micro
emulsions with solvents such as methanol, ethanol and butanol have been used. A
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micro emulsion is defined as the colloidal equilibrium dispersion of optically
isotropic fluid micro structures with dimensions generally in the range of 1-150 nm
formed spontaneously from two normally immiscible liquids and one or more ionic or
non-ionic amphiphiles. These can improve spray characteristics by explosivevaporization of the low boiling constituents in the micelles. All micro emulsions with
butanol, hexanol and octanol will meet the maximum viscosity limitation for diesel
engines. Czerwinski prepared an emulsion of 53% sunflower oil, 13.3% ethanol and
33.4% butanol. This emulsion had a viscosity of 6 .3 centistokes at 40 C, a
cetane number of 25. Lower viscosities and better spray patterns were observed with
an increase in the percentage of butanol
1.2.3Trans-Esterification
Trans-esterification (also called alcoholysis) is the reaction of a fat or oil
with an alcohol to form esters and giycerol. A catalyst is usually used to improve
the reaction rate and yield. Because the reaction is reversible, excess alcohol is
used to shift the equilibrium to the products side. Among the alcohols that can be
used in the trans-esterification process are methanol, ethanol, propanol, butanol
and amyl alcohol.
Methanol and ethanol are used most frequently, especially methanol
because of its low cost and its physical and chemical advantages. The reaction can
be catalyzed by alkalis, acids, or enzymes. The alkalis include sodium
hydroxide (NaOH) and potassium hydroxide (KOH). Sulfuric acid, sulfonic acids
and hydrochloric acid are usually used as acid catalysts. Alkali-catalyzed trans-
esterification is much faster than acid-catalyzed trans-esterification and is most
often used commercially. Low free fatty acid content in triglycerides is required for
alkali-catalyzed trans-esterification. If more water and free fatty acids are present in
the triglycerides, acid catalyzed trans-esterification can be used.
Trans-esterification is a multi-step process. The overall reaction is:
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Rl, R2, and R3 are fatty acid alkyl groups (could be different, or the same), and
depend on the type of oil. The fatty acids involved determine the final properties
of the bio-diesel (cetane number, cold flow properties, etc.)
1.2.4 Thermal Cracking (Pyrolysis)
Cracking is the process of conversion of one substance into another by means of
heat or with the aid of catalyst. It involves heating in the absence of air or oxygen
and cleavage of chemical bonds to yield small molecules. The pyrolyzed
material can be vegetable oils, animal fats, natural fatty acids and methyl esters
of fatty acids. The pyrolysis of fats has been investigated for more than 100 years,
especially in those areas of the world that lack deposits of petroleum [5]. Since
World War I, many investigators have studied the pyrolysis of vegetable oil to obtain
products suitable for engine fuel application. Tung oil was saponified with lime and
then thermally cracked to yield crude oil, which was refined to produce diesel fuel and
small amounts of gasoline and kerosene.
1.2.5 Factors Affecting Bio-diesel Production
In trans-esterification of vegetable oils, a triglyceride reacts with three
molecules of alcohols in presence of catalyst, producing a mixture of fatty acid alkyl
esters and glycerol. The overall process is a sequence of three consecutive
reactions, in which die and mono-glycerides are formed as intermediates. Trans-
esterification is a reversible reaction; thus excess alcohol is used to increase the
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yields of the alkyl esters and allow its phase separation from glycerol formed.
Conversion of vegetable oil to bio-diesel is affected by several parameters namely,
Reaction temperature,
Reaction ratio (molar ratio of alcohol to vegetable oil), Catalyst,
Reaction time,
Presence of free fatty acid and moisture
Reaction Temperature
The rate of reaction is strongly influenced by the reaction temperature.
However, given enough time the reaction will proceed to near completion even at
room temperature.
Reaction Ratio
Another important factor affecting the yield of ester is molar ratio of
alcohol to vegetable oil. The stoichiometric of the trans-esterification requires three
moles of alcohol per mol of triglyceride to yield three moles of fatty esters and one
mole of glycerol. To shift the trans-esterification reaction in forward direction, it is
necessary to use either an excess amount of alcohol or to remove one of the
products from the reaction mixture. The second option is preferred where ever
feasible, since the reaction can drive towards completion. A molar ratio of 6:1 is
normally used in industrial processes to obtain methyl ester yields higher than 98 %
by weight.
Catalyst
Catalysts are classified as alkali, acid or enzyme. Alkali-catalyzed
trans-esterification is much faster than acid-catalyzed trans-esterification. However
a triglyceride has higher free fatty acid content and more water,pretreatment is
required. Base catalyzed trans-esterification is commonly used due to faster
esterification and partly because alkaline catalysts are less corrosive to industrial
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equipments than acidic catalysts. The alkaline catalyst concentration in the range of 0.5
to 1% by weight yields 94 to 99% conversion of vegetable oil into esters. Further,
increase in catalyst concentration does not increase the conversion and it adds costs
because it is necessary to remove it from the reaction medium at the end.
Reaction Time
The conversion rate increases with reaction time. The reaction was
very slow during the first minute due to the mixing and dispersion of methanol into
the vegetable oil. From one to five minute the reaction proceeded very fast.
Presence of Moister and Free Fatty Acid
Starting materials used for alkali trans-esterification of triglycerides
must meet certain specifications. The glyceride should have an acid value less than 1
and should be substantially anhydrous. If the acid value is higher than 1, more
catalyst is required for neutralize the fatty acid. Presence of water causes soap
formation, which consumes catalyst and reduces catalyst efficiency. The resulting
soap causes an increase in viscosity, formation of gels and makes separation of
glycerol difficult,
1.3 PROPERTIES OF BIO-DIESEL
The important fuel properties are viscosity, flash point, fire point,
density, cloud point, pour point, and calorific value.
1.3.1 Viscosity
Viscosity of a fluid is a measure of resistance to flow. Standard
measuring instruments like the Redwood viscometer, and the Saybolt viscometer and
standard procedure are used to measure the time required for a fixed volume of fluid
to flow through an orifice of fixed dimensions at a certain temperature .The result isusually expressed as the number of seconds required for the flow.
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Viscosity is one of the most important criteria of fuel oils. This
property directly affects the engine's operation and combustion process, whose
efficiency depends on the maximum power developed by the engine. The purpose of
controlling viscosity is to allow for the good atomization of the oil and for thepreservation of its lubricating characteristics. Alterations in the viscosity may lead,
among other things, to excessive wear of the self-lubricated parts of the injection
system, leaking of the fuel pump, incorrect atomization in the combustion
chamber, and damage to the pistons
1.3.2 Flash and Fire Point
The flash point of a flammable liquid is the lowest temperature at which
it can form an ignitable mixture with oxygen. At this temperature the vapor may cease
to burn when the source of ignition is removed. A slightly higher temperature, the
fire point, is defined at which the vapor continues to burn after being ignited.
Neither of these parameters is related to the temperatures of the ignition source
or of the burning liquid, which are much higher. The flash point is often used as one
descriptive characteristic of liquid fuel, but it is also used to describe liquids that are
not used intentionally as fuels. The flash point can be used to determine the
transportation and storage temperature requirements for fuel
1.3.3 Cloud and Pour Point
The pour point is defined as temperature 3C higher than that at
which the oil ceases to flow when cooled and tested according to prescribed
conditions. The cloud point of the fuel is the temperature at which crystals of
paraffin wax first appear.
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1.3.4 Calorific Value
The quantity of heat evolved by the combustion of unit
quantity of the fuel is its calorific value or heating value. If the calorific value of the
fuel is high, power output of the engine will be high and the fuel economy can be
achieved.
1.4 LITERATURE REVIEW
Milford A Hanna et. al. [1] reviewed many standardized procedures
available for the production of bio-diesel fuel oil Considerable research has been
done on vegetable oils as diesel fuel. That research included palm oil, soybean oil,
sunflower oil, coconut oil, rapeseed oil and tung oil. Animal fats, although mentioned
frequently, have not been studied to the same extent as vegetable oils. Some
methods applicable to vegetable oils are not applicable to animal fats because of
natural property differences.
A. S, Ramadhas et.al. [2] had reviewed the production and
characterization of vegetable oil as well as the experimental work carried out in
various countries in this field. In addition, the scope and challenges being faced in this
area of research are clearly described. In this paper he described the different
methods of bio-diesel production and the important characteristics of good
vegetable oil required to substitute diesel fuel. He concluded that the thermalefficiency was comparable to that of diesel with small amounts of power losswhile
using vegetable oils. The particulate emission of vegetable oils is higher than that of
diesel fuel with a reduction in NOX
A Duran et.al [3] studied the impact of bio-diesel chemical structure,
specifically fatty acid composition on particulate matter formation, particularly on
the retention of hydrocarbons by soot due to the scrubbing effect and absorption
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processes. The values of parameters related to the scrubbing effect and the absorption
process were evaluated.
Mohamad I. Al-Widyan et.al. [4] Investigated the potential of ethyl esterused as vegetable oil (VO; bio-diesel) to substitute oil-based diesel fuel. The fuels
tested were several ester/diesel blends including 100% ester in addition to diesel
fuel, which served as the baseline fuel. Variable-speed tests were run on all fuels on a
standard test rig of a single-cylinder, direct-injection diesel engine. Tests were
conducted to compare these blends with the baseline local diesel fuel in terms of
engine performance and exhaust emissions. The results indicated that the blends
burned more efficiently with less specific fuel consumption, and therefore,
resulted in higher engine thermal efficiency.
X Lang et.al. [5] prepared methyl, ethyl, 2-propyl and butyl esters from
Canola and Linseed oils through trans-esterification using KOH as catalyst. In addition
methyl and ethyl esters were prepared from rapeseed and sunflower oils using the
same method. Chemical composition of the esters was determined. The bio-diesel
esters were characterized for their physical and fuel properties including
viscosity, iodine value, acid value, cloud point, pour point, heat of combustion and
volatility.
Ulf Schuchardt et.al. [6] studied the trans-esterification of rapeseed oil
with methanol in the presence of eight substituted cyclic and acyclic guanidines
and compared with un substituted guanidine. Give the gas chromatographic
analysis of rapeseed oil and investigate the conversion of bio-diesel from rapeseed
oil as a function of time.
A.S. Rarnadhas et.al. [7] developed a two-step trans-esterification
process to convert the high FFA oils to its mono-esters. The first step, acid
catalyzed esterification reduces the FFA content of the oil to less than 2%. The
second step, alkaline catalyzed trans-esterification process converts the products of
the first step to its mono-esters and glycerol. The major factors affect the
conversion efficiency of the process such as molar ratio, amount of catalyst,
reaction temperature and reaction duration is analyzed. The two-step esterificationprocedure converts rubber seed oil to its methyl esters. The viscosity of bio-diesel oil is
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nearer to that of diesel and the calorific value is about 14% less than that of diesel.
The important properties of bio-diesel such as specific gravity, flash point, cloud point
and pour point are found out and compared with that of diesel.
M.A. Kalam, et.al [8] carried out experimental work to evaluate the
exhaust emissions characteristics of ordinary Malaysian coconut oil blended with
conventional diesel oil fueled in a diesel engine. The results showed that the
addition of 30% coconut oil with conventional diesel produced higher brake
power and net heat release rate with a net reduction in exhaust emissions such as
HC, NOx, CO, smoke and polycyclic aromatic hydrocarbon (PAH). Above 30%
blends, such as 40 and 50% blends, developed lower brake power and net heat
release rate were noted due to the fuels lower calorific value.
Herchel T.C. Machacon et.al [9] experimentally studied the effects of
pure coconut oil and coconut oil/diesel fuel blends on the performance and
emissions of a direct injection diesel engine. Operation of the test engine with pure
coconut oil and coconut oil/diesel fuel blends for a wide range of engine load
conditions was shown to be successful even without engine modifications. It was also
shown that increasing the amount of coconut oil in the coconut oil/diesel fuel blend
resulted in lower smoke and NOx emissions. However, this resulted in an increase
in the BSFC. This was attributed to the lower heating value of neat coconut oil
fuel compared to diesel fuel.
Ming Zheng et. al. [10] briefly reviewed the paths and limits to
reduce NOx emissions from diesel engines and highlighted the inevitable use
ofEGR. The paths and limits to reduce NOX emissions from Diesel engines arebriefly reviewed, and the inevitable uses of EGR are highlighted. The impact of EGR
on Diesel operations is analyzed and a variety of ways to implement EGR are
outlined. Thereafter, new concepts regarding EGR stream treatment and EGR
hydrogen reforming are proposed.
Deepak Agarwal et. al. [11] investigated on the usage of bio-diesel and
EGR simultaneously in order to reduce the emission of all regulated pollutants from
diesel engine. A two-cylinder, air-cooled, constant speed direct injection diesel
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engine was used for experiments. HCs, NOx, CO, and opacity of the exhaust gas
were measured to estimate the emissions. Various engine performance parameters
such as thermal efficiency, brake specific fuel consumption (BSFC), and brake
specific energy consumption (BSEC), etc. were calculated from the acquired data.Application of EGR with bio-diesel blends resulted in reductions in NOx emissions
without any significant penalty in PM emissions or BSEC,
Shay E G [12] investigated oil from algae, bacteria and fungi. This report
will review some of the results obtained from using vegetable oils and their derivatives
as fuel in compression ignition engines and examine opportunities for their broader
production and use. It will include some historic background, as well as current and
potential yields of candidate crops, the technology and economics of vegetable oil
conversion to diesel fuel, the performance of various oils, the potential inherent in
diesel fuel co production, environmental considerations, and other research
opportunities. Vegetable oils will not entirely displace petroleum as a source of diesel
fuel. There are, however, technical, economic, and environmental considerations that
can lead to their wider use in this application.
A.S. Ramadhas et.al, [13] experimentally investigate the important properties of
methyl esters of rubber seed oil and are compared with the properties of other esters
and diesel. Pure rubber seed oil, diesel and bio-diesel are used as fuels in the
compression ignition engine and the performance and emission characteristics of
the engine are analyzed. The lower blends of bio-diesel increase the brake thermal
efficiency and reduce the fuel consumption. The exhaust gas emissions are reduced
with increase in bio-diesel concentration. The experimental results proved that the use
of bio-diesel (produced from unrefined rubber seed oil) in compression ignition engines
is a viable alternative to diesel.
In this paper he explained the demerits of direct use of vegetable oil as
fuel and Ayhan Demirba [14] investigated different methods for bio-diesel production
and compared the results other methods like micro emulsions of vegetable oil. The
methods used were microemulsion, pyrolysis, catalytic trans-esterification and
Supercritical methanol trans-esterification method. Also gave comparison of methyl
and ethyl esters, and discussed about bio-diesel economy. He concluded that, directuse of vegetable oil as a fuel is not economical. Specific weight is higher for bio-diesel,
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heat of combustion is lower and viscosities are higher. The esters all have higher levels
of injector coking than diesel fuel.
From the above literature survey it was found that trans-esterification is
the best method for bio-diesel production. The bio-diesel production from unused oil is
not economical. So bio-diesel from used oil is most economical and the most common
oil used in restaurants is palm oil. Pre-treatment with hexane is a new method. So the
pre-treatment was opted for in this project.
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CHAPTER-2
OBJECTIVE AND METHODOLOGY
2.1 OBJECTIVE
The main objective of the project is to process bio-diesel from used and
unused palm oil. It also aims at determination of properties of the bio-diesel produced.
Further the project also aims to experimentally analyze the performance of bio-diesel and
blends in a twin cylinder diesel engine. Also this project aims at the fabrication of bio-
diesel processing setup for producing 1L bio-diesel
2.2 METHODOLOGY
Production of Bio-diesel from Pure Palm Oil
Production of Bio-diesel from Waste Palm Oil.
Determination of Properties
Performance Test
Comparision of performance with blend
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CHAPTER-3
BIO-DIESEL PRODUCTION AND PROPERTY DETERMINATION
The current work was aimed at producing bio-diesel from pure and used
palm oil. The method for bio-diesel production is described below. The basic method is
alkali based trans-esterification. But in the case of used oil this method gave fewer
yields. So an alternative method was used. After production the samples' properties
were tested.
Crude Palm Oil and Refined Palm Oil are the most traded vegetable
oil in the world today. Pure palm oil contains low free fatty acid so base catalyzed trans-
esterification is the best method. This process has high efficiencies and produces high
quality fuels, after removal of excess methanol, base catalyst and glycerin.
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The basic chemistry of the reaction requires three molecule of
methanol for every molecule of triglyceride. The catalyst ratio is roughly 10% of the
methanol mass. Small amounts of free fatty acids are converted into soaps.
These soaps are typically removed with the glycerin. The typical trans-
esterification process is run at standard atmosphere and temperatures around
60C. The fatty acid composition in palm oil is:
Lauric 0.1
Myristic 1.
Palmitic 42.8
Stearic 4.5
Oliec 40.5
Linoleic 10.1
Linolenic 0.2
3.1 BIO-DIESEL PRODUCTION FROM PURE PALM OIL
MethanolCatalystWaste Oil Processor
Heat
Mixing
Chamber
Mixing
Chamber
Processor
Allow
Oil to separate
Bio-diesel
Glycerin
Bio-dieselGlycerin
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In the present work bio-diesel is produced by base catalyzed trans-
esterification of pure palm oil. Potassium Hydroxide (KOH) is used as catalyst. For
100 ml of palm oil about 15 ml methanol and Igm KOH is used. Palm oil is first heated
about 50C. KOH is dissolved in methanol and then added to the heated oil. Theprocess is done in a magnetic stirrer with heater. The above solution is heated and
stirred for 30 minutes. The temperature should be 50-60 C. About 3 to 4 hours is
needed for separation for bio-diesel and glycerin. The bio-diesel is separated from
glycerin. The yield of bio-diesel from pure palm oil is about 90%. After washing it in
water, it could be used directly in diesel engine.
3.2BIO-DIESEL PRODUCTION FROM USED PALM OIL
Used oil has high free fatty acid content. Due to high free fatty acid content
and water content normal alkali based trans-esterification is not feasible. The
conventional method used is acid based trans-esterification. Sulfuric acid and
hydrochloric acid are commonly used catalyst for acid based trans-esterification. For
acid based trans-esterification processing time is about 5 hours. A settling time of
about 6 hours is required. Ethanol is mixed with used oil in acid based trans-
esterification. But the cost of ethanol is higher than that of methanol and the yield is also
less in this case. The quality of bio-diesel is also less. So this is not economical. So
the conventional method was modified for increasing the yield and quality of bio-diesel
from used oil.
3.2.1 Pre - Treatment Method
Bio-diesel is produced from used palm oil by trans-esterification after
pre-treatment. Normally an acid is used for pretreatment. Acid trans-esterification
is not economical. Since hexane is a solvent for fatty acid, pretreatment by hexane
is a suitable method. The water content in used oil can be removed by using a
suitable adsorbent. Silica gel is the best adsorbent for this. Percentage of hexane
added for pretreatment is an important factor in this case.
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For pre treatment first used oil was dissolved in hexane and was
stirred for some time. Adsorbent was added to remove water content while
stirring. The solution obtained after filtration was ready for esterification. In this case
processing time was about 30 minutes and settling time about 3-4 hours.Experimentswere done with different percentage of hexane. From this it was found that the yield
of bio-diesel increases with decreasing hexane percentage. Hence the optimum
quantity of hexane was needed. The quantity of hexane depends on the free fatty acid
percentage content in the used oil. There are many methods to find out the free fatty acid
percentage content in used oil. Simple titration with KOH is a simple method.
For titration first 0.1 to 10 g of oil was weighed and dissolved in about
50 ml of a suitable solvent. Methanol, ethanol and ether are some normally used
solvents. In this case methanol was used as the solvent. It was heated gently for some
time. A small drop of indicator was added. Phenolphthalein was used as indicator. Then
the solution was titrated with KOH. The amount of KOH required, in milligram (nig) to
neutralizing the free fatty acid in one gram of oil expressed as a number is known as
acid number. From acid number the free fatty acid present in the oil was calculated.
Acid number calculation for the selected sample
Acid value =M
VN1.56
Where,
V is the number of ml of KOH,N the normality of KOH,M is the mass (in g) of the sample
Weight of oil =3g
Normality =0.1
Volume of KOH =3.1 ml
Acid number =3
1.31.01.56
=5.797 mg KOH/g of oil
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= 310797.5 gram of KOH / gram of oil
Number of moles of KOH required for neutralization of FFA in 1 g of oil
= weight/molecular
weight
=1.56
10797.53
Number of molecules of KOH = 233
10023.61.56
10797.5
= 1910223.6
Number of molecules of KOH = Number of molecules of FFA
Number of mole of FFA =23
19
10023.6
10223.6
Weight of FFA in 1 g oil = 28210023.6
10233.6
23
19
=0.02914 g
Percentage of FFA = 2.914 %
After the calculation of free fatty acid, used oil was dissolved in the same
percentage of hexane. The solution was then mixed with selected adsorbent -Silica gel,
and filtered. Then it was subjected to conventional trans-esterification process to get
bio-diesel. Pretreatment with optimum quantity of hexane resulted in maximum yield.
3.2.2 Alternative Method
In the case of alkali based trans-esterification, normally used catalysts
are Potassium hydroxide and Sodium hydroxide. In alkali based trans-esterification
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KOH is not reacted with the reactants. In used oil the free fatty acid content is more. In
this case the KOH is reacting with the free fatty acid in the oil and neutralize the fatty
acid. So the yield of bio-diesel decreases. Also the processing time also increases.
Tn the alternative method first the free fatty acid content in the used oil was estimatedby acid number method. After finding the free fatty acid percentage add excess KOH
for neutralizing the free fatty acid. Then by alkali based trans-esterifi cation method bio-
diesel was produced.
3.3 DETERMINATION OF FUEL PROPERTIES
The fuel properties tested are viscosity, flash point, fire point, density,
cloud point, pour point, and calorific value.
3.3.1 Viscosity:
Viscosity was measured using Red Wood Viscometer. Red wood
viscometer consists of vertical cylinder provided with an orifice at centre of its base.
The orifice was filled upto fixed height with liquid whose viscosity is to be measured
and was heated by water bath to required temperature. The orifice was then
opened and time taken to fill 50 ml of oil was noted. The kinematic viscosity of oil is
proportional to this time period.
For redwood viscometer, kinematic viscosity
1-26sm10
=
t
BtA
Where A and B are constants given as,
A = 0.264, B = 190 .for t =28 to 85 seconds
A= 0.247, B = 65, for t= 86 to 2000seconds
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3.3.2 Flash and Fire Point:
Flash and fire point were measured using a Cleveland open cup flash and
fire point tester. The fuel was filled up to the indicated level in the cup and thermometer
was immersed in the fuel to measure the temperature. A flame of fire was arranged.
The cup containing fuel was heated through a heater. For each degree rise of
temperature of the fuel the flame was moved over the fuel. At some temperature a
flash of fire was observed for a fraction of second on the surface of fuel. This
temperature was noted as the flash point.The experiment was continued for smaller
rise in temperature until a continuous fire was observed on the surface of the fuel.
This temperature was noted as the fire point.
3.3.3 Density:
The density measurement apparatus consists of a conical flask and a
weighing machine. First an empty conical flask of specific measurement (50ml) was
weighed. Then the flask was filled with fuel and weighed again. Difference between the
two gives the weight of the fuel from which density of the fuel was obtained.
3.3.4 Cloud and Pour Point:
The standard cloud and pour point apparatus was used to test the cloud
and pour point of bio-diesel. In the determination of the cloud point, the sample was
cooled under prescribed conditions and inspected at intervals of one degree centigrade
until a cloud or haze appeared. In the determination of pour point, the sample was
cooled under prescribed conditions and inspected at intervals of 3C until it will no longer
moved when the plane of its surface is held vertical for 65 seconds, the pour point was
then taken as 3C above temperature of cessation of flow.
3.3.5 Calorific Value:
Lower Calorific value was determined experimentally by using bomb calorimeter.
The apparatus used was Bomb calorimeter. Weighed quantity of fuel was kept in bomb
and filled with oxygen at a particular pressure. The initial temperature of water
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surrounding the bomb was measured. The fuel in the bomb was burned and the rise in
temperature of water measured. From this temperature calorific value can be calculated
Calculations
Mass of sample burned = 0.85(m), g
Initial temperature of water (T1) =36
Final temperature of water (T2) =32
Water equivalent of calorimeter, mw =2350 g
Specific heat capacity of water, cw =4.187 kJ/kg K
Calorific value, CV =( )
m
TTcmww 12
kJ/kg
=
=41000 kJ/kg
2.3 x 4.2 x
4
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CHAPTER -4
EXPERIMENTAL SETUP AND PROCEDURE
4.1 TEST RIG FOR TRANS-ESTERIFJCATION
Beaker
Choke
Heating plate
Rotating shaft
R P M
controller
Thermostat
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Schematic Diagram of setup for production of bio-diesel through trans-esterification
The setup was fabricated for the bulk production of bio-diesel by trans-
esterification method. The components are:
Beaker
choke
Heating plate
Rotating shaft
RPM Controller
Thermostat
A glass beaker was used for the setup. Thermocouple with digital indicator
directly gives the oil temperature. A thermostat is used to control the temperature.
Temperature is an important factor during bio-diesel production. Adjust the
thermostat to a fixed temperature (60 C). Magnetic stirrer with hot plate equipment is
used for heating and stirring process. After processing and separation glycerin is
separated
4.2 EXPERIMENTAL SETUP
The experimental setup consists of a Twin cylinder diesel engine
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Schematic Diagram of Experimental setup
Engine make - HTC diesel engine
Stroke - 110mm
Bore - 88mm
Rated speed -1500RPM
Cooling system -Water cooled
Loading device -Hydraulic dynamometer
An orifice box is connected to the inlet manifold and the air mass flow rate is
measured using manometer connected to the orifice box.
4.2.1Air Flow Measurement
An orifice meter with inclined manometer was used for air flow
measurement. Inclined manometer was used to increase the accuracy. The orifice meter
was calibrated. Manometer liquid was water. The head difference between the two
limbs of the manometer was taken in centimeters of water and was converted to
meter of air for calculations
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4.2.2Fuel Consumption Measurement
A calibrated burette was used for flow measurement. Time taken for 10
cc of fuel to be consumed was noted. The readings were taken three times in each caseand the average was taken as the time taken for fuel consumption.
4.2.3Load measurement
The loading is done by hydraulic dynamometer. Then load is increasing
slowly and take measurement.
4.2.4Speed measurementWith the help of digital tachometer take speed at different load
4.3 EXPERIMENTAL PROCEDURE
Check the cooling water, lubricating oil, and fuel. Start the engine at no load.
Note the time for lOcc fuel consumption. Apply load and note the time for lOcc fuel
consumption. Repeat the procedure for different loads up to maximum load.
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CHAPTER -5
RESULT AND DISCUSSION
This chapter is dedicated to the discussion on the result of the property
tests and performance evaluation of bio diesel production from pure palm oil and
used palm oil
5.1PROPERTIES OF PROCESSED OIL
5.1.1 Properties of Bio-diesel from pure palm oil
Bio diesel
Glycerin
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Palm oil Bio diesel Glycerin
Lower Calorific value = 41000 KJ/Kg
Density = 844 Kg/m3
Viscosity =7.65 centistokes (at 30oc)
Flash point =1720c
Fire point =1800c
Cloud point =170c
Pour point =120c
LOAD TEST ON TWIN CYLINDER WITH BIO DIESEL FROM PURE PALM OIL
AS FUEL
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Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 27.133 0 0
51.06 21.69 42.198 1.864 3.651
SLNO
LOAD(kg)
SPEEDN(rpm)
Time(sec) for10cc fuelconsumption
Manometer reading
H=h
1-h2(cm)
Ha(Metersof air)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1500 32.1 79.9 76.2 3.7 31.89 0.01492 0.01653
2 10 1524 24.66 79.9 76.2 3.7 31.89 0.01492 0.01680
3 15 1510 19.16 79.9 76.2 3.7 33.62 0.01532 0.01664
4 20 1504 16.25 80 76.1 3.9 33.62 0.01532 0.01658
5 24 1498 15.78 80 76.1 3.9 31.89 0.01492 0.01651
Engine
Output
(kw)
Input
power
(kw)
T F C
(kg/min)
S F C
(kJ/kg
min)
B
P
(kw)
I P
(kw)
Heat
input
(kw)
Volumetric
Efficiency
%
Thermal
Efficienc
y %
0 11.06 0.01618 0 3 11.06 90.26 0
3.13 14.39 0.0210 0.006709 3.13 6.13 14.39 91.82 21.75
4.65 18.53 0.02711 0.00583 4.65 7.65 18.53 92.06 25.09
6.18 21.85 0.03197 0.00517 6.18 9.18 21.85 92.4 28.28
7.38 22.50 0.03292 0.00446 7.38 10.38 22.50 90.36 32.80
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60.78 25.11 40.79 2.793 4.595
67.32 28.28 41.509 3.727 5.532
71.09 32.80 45.58 4.688 6.285
SAMPLE CALCULATION
Equivalent air coloum
Ha=Hx Density of water/ Density of air
=3.7x 10-2x1000/1.16
=31.8960 m of water
Volume of air
Va=cdx A x(2XgxHa)1/2
=0.62x /2 x (0.035)2x(2x9.81x31.896)1/2
=0.014922 m3/s
Theoretical volume of air (vt)
Vt= X D2X L X N X 2 / 4 X 2 X 60
= X (0.0875)2 X 0.11 X 1524 X2/ 4 X 2 X 60
=0.016800m3/s
Engine Out put
=WN/4867
=10 X 1524/4867
=3.1312 KW
Input power
=T F C X Cv
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T F C = V/t x Sp.gra /1000
=10/24.66 x 0.866/1000
=3.511X10-4kg/sec
=0.02107 Kg/min
I/P =3.511x10-4 X 41000
=14.39 Kw
Brake power
BP =WN/4867
=10 X 1524/4867
=3.1312 KW
Indicated power
IP =BP +FP
FP =Frictional power (from graph)
=3
IP =3.1312+3
=6.1312 KW
Specific fuel consumption
S f C =T FC/BP
= 3.511X10-4/3.1312
=1.12129 x 10-4
KJ/Kg sec
=0.0067277 KJ/Kg min
Volumetric Efficiency
=Va/Vt x 100
=0.014922/0.016800 x 100
=88.82 %
Thermal Efficiency
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=engine O/P/I/p X 100
=3.1312/14.39 X 100
=21.75 %
Mechanical Efficiency
=BP/IP X 100
=3.1312/6.13
=51.06%
Brake Thermal Efficiency
=BP/TFC X 100 x Cv
=(3.13/3.511X10-4x 41000) X 100
=21.69%
Indicated thermal Efficiency
=IP /Cv x TFC X 100
=(6.13/41000 X 3.511X10-4)X100
=41.198%
Brake Mean Effective Pressure
=BP X 0.6 X 2/L X A X N Xn
=3.13 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1524 x 2
=1.864 bar
Indicated Mean Effective Pressure
= IP X 0.6 X 2/L X A X N Xn
=6.13 X 0.6 x 2/0.11x /2 x (0.0875)2
x1524 x 2
=3.651 bar
5.2 Properties of Bio-diesel from used palm oil
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Bio diesel from used palm oil
Lower Calorific value = 42500 KJ/Kg
Density = 858.8 Kg/m3
Viscosity =7.657 centistokes (at 30oc)
Flash point =1820c
Fire point =1880c
Cloud point =170
c
Pour point =110c
5.2.1LOAD TEST ON TWIN CYLINDER WITH BIO DIESEL FROM USED PALM OIL
AS FUEL
Bio
diesel
Glycerin
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Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 26.63 0 1.81
SLNO
LOAD(kg)
SPEEDN(rpm)
Time (sec)for 10cc fuelconsumption
Manometer reading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1486 32.4 79.9 76.2 3.7 31.89 0.01492 0.01638
2 10 1480 24.78 79.9 76.3 3.6 31.03 0.014718 0.01631
3 15 1470 17.18 79.9 76.4 3.5 30.17 0.014727 0.01620
4 20 1448 13.85 79.9 76.4 3.5 30.17 0.014727 0.01596
5 24 1432 12.6 79.8 76.3 3.5 30.17 0.014727 0.01578
Engine
Output
(kw)
Input
power
(kw)
T F C
(kg/min)
S F C
(kg/kw
h)
B P
(kw)
I P
(kw)
Heat
input
(kw)
Volumetric
Efficiency
%
Thermal
Efficiency
%
0 11.13 0.01590 0 3 11.13 91.08 0
3.04 14.55 0.02079 0.410 3.04 6.04 14.55 90.02 20.89
4.53 20.99 0.02999 0.3972 4.53 7.53 20.99 90.90 21.68
5.95 26.04 0.03720 0.3751 5.95 8.95 26.04 92.26 22.84
7.06 28.51 0.04073 0.3461 7.06 10.06 28.51 93.29 24.76
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50.33 15.06 41.015 1.86 3.70
60.159 20.94 35.449 2.79 4.64
66.48 22.11 33.96 3.727 5.6
70.17 20.63 34.869 4.472 6.37
SAMPLE CALCULATION
Equivalent air coloum
Ha=Hx Density of water/ Density of air
=3.6x 10-2x1000/1.16
=31.03 m of water
Volume of air
Va=cdx A x(2XgxHa)
1/2
=0.62x /2 x (0.035)2x(2x9.81x31.03)1/2
=0.014 m3/s
Theoretical volume of air (vt)
Vt= X D2X L X N X 2 / 4 X 2 X 60
= X (0.0875)2 X 0.11 X 1480 X2/ 4 X 2 X 60
=0.01631 m3/s
Engine Out put
=WN/4867
=10 x 1480/4867
=3.04 KW
Input power
=T F C X Cv
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T F C = V/t x Sp.gra /1000
=10/24.78 x 0.8588/1000
=3.4656x10-4kg/sec
=0.020794 kg/min
I/P =3.4656x10-4 X 42500
=14.55 Kw
Brake power
BP =WN/4867
=10 x 1480/4867
=3.04 KW
Indicated power
IP =BP +FP
FP =Frictional power (from graph)
=3
IP =3.04+3
=6.04 KW
Specific fuel consumption
S f C =T FC/BP
= 3.4656x10-4/3.04
=0.793 X 10-4KJ/Kg sec
=0.0014 Kg/kg min
Volumetric Efficiency
=Va/Vt x 100
=0.014718/0.01631 x 100
=90.02 %
Thermal Efficiency
=engine O/P/I/p X 100
=3.04/14.55 X 100
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=20.89 %
Mechanical Efficiency
=BP/IP X 100
=3.04/6.04
=50.33%
Brake Thermal Efficiency
=BP/TFC X 100 x Cv
=3.04/3.4656x10-4 x 42500 X 100
=15.06%
Indicated thermal Efficiency
=IP /Cv x TFC X 100
=6.04/42500X 3.4656x10-4 x 100
=41.015%
Brake Mean Effective Pressure
=BP X 0.6 X 2/L X A X N Xn
=3.04 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1480 x 2
=15.06 bar
Indicated Mean Effective Pressure
= IP X 0.6 X 2/L X A X N Xn
=6.04 X 0.6 x 2/0.11x /2 x (0.0875)2 x 1480 x 2
=3.70 bar
5.3Properties of diesel
Lower Calorific value =42250 KJ/Kg
Density = 835 Kg/m3
Viscosity =1.3 - 4.1centistokes (at 30oc)
Flash point =600
c - 800
c
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Cloud point = -150c to 50c
Pour point =-350c to-150c
5.3.1 LOAD TEST ON TWIN CYLINDER WITH DIESEL
SLNO
LOAD(kg)
SPEEDN(rpm)
Time(sec) for10cc fuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1540 32.5 80.1 76.1 4 34.48 0.016 0.0169
2 10 1520 23.28 80 76.2 3.8 32.75 0.015 0.0167
3 15 1514 17.04 80 76.2 3.8 32.75 0.015 0.0166
4 20 1510 16.65 79.9 76.3 3.6 31.03 0.014 0.0166
5 24 1475 14.37 79.9 76.3 3.6 31.03 0.014 0.01626
Engin
e
Output
(kw)
Input
power
(kw)
T F C
(kg/min)
S F C
(kJ/kg
min)
B
P
(kw)
I P
(kw)
Heat
input
(kw)
Volumetri
c
Efficiency
%
Thermal
Efficiency
%
0 11.36 0.01548 0 3 11.36 94.6 0
3.12315.74
30.02146
0.00628
8
3.12
36.123
15.74
390.41 19.83
4.66621.50
9
0.02932
8
0.00623
3
4.66
67.666
21.50
984.33 21.69
6.20521.99
60.03 0.00483
6.20
59.205
21.99
684.33 28.20
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7.273 25.500.03477
6
0.00477
6
7.27
3
10.27
325.50 86.11 28.52
Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 26.427 0 0
51.00 19.837 38.892 1.86 3.654
60.866 21.695 35.643 2.79 4.59
67.74 28.204 41.840 3.727 5.52
70.79 28.52 40.282 4.472 6.31
SAMPLE CALCULATION
Equivalent air coloum
Ha=Hx Density of water/ Density of air
=3.6x 10-2x1000/1.16
=31.03 m of water
Volume of air
Va=cdx A x(2XgxHa)1/2
=0.62x /2 x (0.035)2x(2x9.81x31.03)1/2
=0.014 m3/s
Theoretical volume of air (vt)
Vt= X D2X L X N X 2 / 4 X 2 X 60
= X (0.0875)2 X 0.11 X 1475 X2/ 4 X 2 X 60
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=0.01626 m3/s
Engine Out put
=WN/4867
=24 X 1475/4867
=7.27 KW
Input power
=T F C X Cv
T F C = V/t x Sp.gra /1000
=10/14.37 x 0.833/1000
=5.769x10-4kg/sec
=0.034614 kg/min
I/P =5.769x10-4 X 44000
=25.50 Kw
Brake power
BP =WN/4867
=24 X 1475/4867
=7.27 KW
Indicated power
IP =BP +FP
FP =Frictional power (from graph)
=3
IP =7.27+3
=10.27 KW
Specific fuel consumption
S f C =T FC/BP
= 5.769x10-4/7.273
=0.793 X 10-4KJ/Kg sec
=0.004758 Kj/kg min
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Volumetric Efficiency
=Va/Vt x 100
=0.014/0.01626 x 100
=86.11 %
Thermal Efficiency
=engine O/P/I/p X 100
=7.273/25.50 X 100
=28.52 %
Mechanical Efficiency
=BP/IP X 100
=7.273/10.273
=70.79%
Brake Thermal Efficiency
=BP/TFC X 100 x Cv
=7.273/5.769x10-4 x 44000 X 100
=28.65%
Indicated thermal Efficiency
=IP /Cv x TFC X 100
=10.273/44000 X 5.769x10-4
=40.282%
Brake Mean Effective Pressure
=BP X 0.6 X 2/L X A X N Xn
=7.273 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1475 x 2
=4.472 bar
Indicated Mean Effective Pressure
= IP X 0.6 X 2/L X A X N Xn
=10.237 X 0.6 x 2/0.11x /2 x (0.0875)2 x 1475 x 2
=6.31 bar
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6.1.1PERFORMANCE CURVES
Performance test was performed with diesel , bio diesel from pure palm oil and
used palm oil and compared performance curves are show below
BRAKE POWER VS THERMAL EFFICIENCY
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0
5
1015
20
25
30
35
0 2 4 6 8
Poly. (BIO
DIESEL(PURE OIL))
Poly. (DIESEL)
Poly. (BIO DIESEL(
USED OIL))
BRAKE POWER (KW)
BRAKE POWER Vs INDICATED THERMAL EFFICIENCY
0
10
20
30
40
50
0 2 4 6 8
Poly. (BIO
DIESEL(PURE OIL))
Poly. (DIESEL)
Poly. (BIO
DIESEL(USED OIL))
BRAKE POWER (KW)
BRAKE POWER VS BRAKE THERMAL EFFICIENCY
TH
%
IT
E%
BTE
%
-5
05
10
15
20
25
30
35
0 2 4 6 8
Poly. (DIESEL)
Poly. ( BIO
DIESEL(PURE OIL))
Poly. (BIO
DIESEL(USED OIL))
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BRAKE POWER (KW)
Brake PowerVs SPECIFIC FUEL CONSUMPTION
0
0.2
0.4
0.6
0.8
1
1.2
0 2 4 6 8
Poly. (BIO
DIESEL(PURE))
Poly. (BIO
DIESEL(PURE))
Poly. (BIODIESEL(USED OIL))
BRAKE POWER (KW)
BRAKE POWER Vs VOLUMETRIC EFFICIENCY
82
84
86
88
90
92
94
96
0 2 4 6 8
Poly. (DIESEL)
Poly. (BIO
DIESEL(PURE OIL))
Poly.
(BIODIESEL(WASTE
OIL))
BRAKE POWER (KW)
Brake power Vs Mechanical efficiency
SF
C
(Kg/kw
h)
VO
L
%
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BRAKE
POWER(KW)
As load increases break power increases and the curve start to droop , at rated
load it achieves a minimum and beyond this it starts to increase. Brake power
curve is just the inverse of the specific fuel consumption curve .Mechanical
efficiency never droops, it keeps on increasing. The break thermal efficiency is
not decreasing as the engine was not overloaded.
6.2PERFORMANCE CURVES FOR BLENDS OF BIO DIESEL FROM PURE PALM OIL
AND DIESEL
20% BLENDS
SL NO
LOAD(kg)
SPEEDN(rpm)
Time(sec) for10ccfuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1
h2
1 0 1492 16.32 8076.6
3.429.30
80.014
300.016
44
2 10 1484 15.82 79.1
75.5
3.6 31.032
0.01471
0.01635
3 15 1468 14.76 7975.6
3.429.30
80.014
300.016
18
4 20 1455 13.52 7975.5
3.5 30.170.014
510.016
03
5 24 1434 12.84 7975.5
3.5 30.170.014
510.015
80
m
% 0
20
40
60
80
0 2 4 6 8 10
Poly. (BIO
DIESEL(USED OIL))
Poly. (BIODIESEL(PURE OIL))
Poly. (DIESEL)
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Engin
e
Output (kw)
Input
power
(kw)
T F C
(kg/mi
n)
S F C
(Kg/Kw
h)
B P
(kw)
I P
(kw)
Heat
input
(kw)
Volumet
ric
Efficienc
y
%
Therma
l
Efficiency %
0 22.340.0308
6 0 3 22.34 89.98
3.049 23.030.0341
3
0.6265
53.049 6.049 23.03 89.96 13.23
4.524 24.68
0.0341
3 0.4526 4.524 7.524 24.68 88.38 18.33
5.979 26.900.0372
00.3733 5.979 8.979 26.90 90.51 22.22
7.071
228.37
0.0392
30.3328
7.071
2
10.07
1228.37 91.83 24.92
Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 13.43 0 1.866
50.33 13.23 26.26 1.86 3.694
66.00 18.32 30.47 2.79 4.646
66.58 22.21 33.36 3.721 5.59
70.20 24.91 35.29 4.47 6.369
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15% BLENDS
SL NOLOAD(kg)
SPEEDN(rpm)
Time(sec) for10ccfuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1
h2
1 0 1500 32.7879.9
76.2
3.7 31.890.014
920.016
42
2 10 1498 24.68 8076.4
3.6 31.030.014
710.016
51
3 15 1470 19.7179.9
76.3
3.6 31.030.014
710.016
60
4 20 1465 17.6879.8
76.3
3.5 30.170.014
750.016
53
5 24 1440 15.2879.8
76.2
3.6 31.030.014
710.016
55
Engin
e
Outpu
t (kw)
Input
power
(kw)
T F C
(kg/mi
n)
S F C
(Kg/Kw
h)
B
P
(kw)
I P
(kw)
Heat
input
(kw)
Volumet
ric
Efficienc
y
%
Therma
l
Efficien
cy %
0 11.130.0153
3
0 3 11.13 90.86 0
3.07 14.540.0203
60.3979 3.07 6.07 14.54 89.09 21.11
4.64 18.53 0.0255 0.3297 4.64 7.64 18.53 88.60 25.04
6.61 20.630.0284
30.2767 6.61 9.16 20.63 89.23 29.87
7.4 23.900.0329
0
0.2667 7.4 10.4 23.90 88.88 30.98
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Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 10.03 0 0
50.57 20.84 41.21 1.83 3.65
60.73 25.15 41.41 2.794 4.60
67.24 29.95 44.54 3.725 5.55
71.15 31.11 43.6 4.46 6.28
10% BLENDS
SLNO
LOAD(kg)
SPEEDN(rpm)
Time (sec)for 10ccfuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1500 38.78 8076.
1
3.933.61
8
0.015
32
0.0165
3
2 10 1498 27.22 8076.4
3.631.03
20.014
710.0165
1
3 15 1494 21.00 7975.6
3.429.30
80.014
300.0164
6
4 20 1486 18.06 7975.2
3.832.75
60.015
120.0163
8
5 24 1480 16.50 8076.1
3.933.61
80.015
320.0163
1
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Engin
e
Output (kw)
Input
powe
r (kw)
T F C
(kg/mi
n)
S F C
(Kg/Kw
h)
B
P
(kw)
I P
(kw)
Heat
input
(kw)
Volumetr
ic
Efficienc
y
%
Thermal
Efficien
cy %
0 9.410.0129
3 0 3 9.41 92.67 0
3.077 13.290.0182
50.3558 3.077 6.077
13.2
989.09 23.15
4.604 17.21
0.0236
3 0.3079 4.604 7.604
17.2
1 86.87 26.72
6.106
420.23
0.0277
80.2729
6.106
49.106
20.2
392.31 30.17
7.298 23.740.0302
60.2680 7.298
10.29
8
23.7
493.90 30.74
Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 32.07 0 1.8141
50.57 23.30 45.97 1.858 3.675
60.52 26.94 44.46 2.792 4.614
67.03 30.38 45.73 3.723 5.554
70.86 33.34 47.00 4.468 6.3067
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PERFORMANCE CURVES
BRAKE POWER VSTHERMAL EFFICIENCY
0
5
10
15
20
25
30
35
0 2 4 6 8
Poly. (20%blend)
Poly. (10%blend)
Poly. (15%blend)
BRAKE POWER (KW)
BRAKE POWERVsINDICATED THERMAL EFFICIENCY
0
10
20
30
40
50
60
0 2 4 6 8
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
BRAKE P
BRAKE POWERVsINDICATED THERMAL EFFICIENCY
TH
%
ITE
%
IT
E
%
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BRAKE POWER Vs VOLUMETRIC EFFICIENCY
86
87
88
89
90
91
92
93
94
0 2 4 6 8
Poly. (20%BLEND)
Poly. (15%BLEND)Poly. (10%BLEND)
BRAKE POWER (KW)
Brake power Vs Mechanical efficiency
BRAKE
POWER
(KW)
Performance test was performed bio diesel from pure palm oil and used palm oil
with various of blends .The blends used were 20%, 15%,10%,for both bio diesel
from pure palm oil as well as used palm oil.
VO
L
%
m
%0
20
40
60
80
0 2 4 6 8 10
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
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6.3PERFORMANCE CURVES FOR BLENDS OF BIO DIESEL FROM USED PALM OIL
AND DIESEL
20% BLENDS
SLNO
LOAD(kg)
SPEEDN(rpm)
Time(sec) for10ccfuelconsumption
Manometerreading
H=h1-h2 (cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1500 34.10 79.876.1
3.7 31.890.0149
20.016
53
2 10 1498 26.28 79.976.3
3.6 31.030.0147
10.016
51
3 15 1480 17.03 79.976.2
3.7 31.890.0149
20.016
31
4 20 1470 15.31 79.876.4
3.4 29.300.0143
00.016
20
5 24 1458 13.72 79.976.2
3.7 31.89 0.01490.016
07
Engin
e
Outpu
t (kw)
Input
powe
r (kw)
T F C
(kg/min
)
S F C
(Kg/Kwh
)
B P
(kw
)
I P
(kw)
Heat
input
(kw)
Volumetri
c
Efficiency
%
Thermal
Efficienc
y %
0 10.730.0147
4 0 3
10.7
390.22 0
3.07 13.93
0.0191
3 0.3730
3.0
7 6.07
13.9
3 89.09 22.08
4.56 21.500.0295
30.3885
4.5
67.56
21.5
091.44 21.26
6.04 23.910.0328
40.3262
6.0
49.04
23.9
188.24 25.26
7.18 26.690.0366
50.3062
7.1
8
10.1
8
26.6
992.85 26.90
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Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 27.92 0 1.81
56.63 28.08 33.61 1.86 3.6
60.31 21.23 35.18 2.79 4.63
66.81 25.28 37.82 3.73 5.58
70.53 26.93 38.13 4.47 6.33
15% BLENDS
SLNO
LOAD(kg)
SPEEDN(rpm)
Time (sec)for 10ccfuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1500 30.6579.8
76 3.8 32.750.1512
20.0165
3
2 10 1490 25.179.8
76.2
3.6 31.030.1471
90.0164
2
3 15 1488 19.2879.6
76.1
3.5 30.17 0.14510.0164
0
4 20 1470 16.679.9
76.7
3.2 27.580.1387
70.0162
0
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5 24 1460 15.0679.3
76.2
3.4 20.3 0.14300.0160
9
Engin
e
Outpu
t (kw)
Input
powe
r (kw)
T F C
(kg/min
)
S F C
(Kg/Kwh
)
B P
(kw
)
I P
(kw)
Heat
input
(kw)
Volumetri
c
Efficiency
%
Thermal
Efficienc
y %
0 11.950.0163
8 0 3
11.9
5
91.44 0
3.06 14.560.0169
60.3913
3.0
66.06
14.5
689.61 21.01
4.58 19.01 0.0260 0.34064.5
87.58
19.0
188.47 24.09
6.04 21.96 0.0301 0.29906.0
49.04
21.9
685.66 27.50
7.19 24.32 0.0334 0.27827.1
9
10.1
9
24.3
2 88.84 29.56
Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 25.10 0 1.81
50.49 21.01 41.61 1.86 3.65
50.42 24.08 39.86 2.79 4.62
66.81 27.5 41.16 3.7 5.57
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70.55 29.55 41.93 4.46 6.33
10% BLENDS
SLNO
LOAD(kg)
SPEEDN(rpm)
Time(sec) for10cc fuelconsumption
Manometerreading
H=h1-h2(cm)
Ha(Meters ofair)
Va(m/sec)
Vt(m/sec)
h1 h2
1 0 1500 34.5980.1
76.2
3.9 33.620.015
320.016
53
2 10 1486 27.0179.9
76.3
3.6 31.030.014
710.016
38
3 15 1479 22.3779.8
76.5
3.3 28.440.014
090.016
30
4 20 1473 17.579.7
76.4
3.3 28.440.014
090.016
23
5 24 1466 15.2879.
8
76.
33.5 30.17
0.014
51
0.016
06
Engin
e
Outpu
t (kw)
Input
powe
r (kw)
T F C
(kg/min
)
S F C
(Kg/kwh
)
B P
(kw
)
I P
(kw)
Heat
input
(kw)
Volumetri
c
Efficiency
%
Thermal
Efficienc
y %
0 10.74 0.1470 0 3 10.74
92.64 0
3.05 13.55 0.1855 0.36453.0
56.05
13.5
589.79 22.53
4.55 16.40 0.224 0.29484.5
57.55
16.4
086.44 27.74
6.05 20.85 0.285 0.28286.0
59.05
20.8
586.81 29.01
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7.22 23.99 0.328 0.27257.2
2
10.2
2
23.9
989.78 30.09
Mechanical
efficiency %
B T E % I T E % B M E P (Bar) I M E P (Bar)
0 0 28.41 0 1.85
50.43 22.51 44.64 1.86 3.66
60.26 27.78 46.13 2.79 4.62
66.85 29.03 43.42 3.72 5.57
70.64 30.1 42.63 4.46 6.32
PERFORMANCE CURVES
BRAKE POWERVSTHERMAL EFFICIENCY
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0
5
1015
20
25
30
35
0 2 4 6 8
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
BRAKE POWER (KW)
BRAKE POWERVsINDICATED THERMAL EFFICIENCY
0
10
20
30
40
50
0 2 4 6 8
Poly. (20%blend)
Poly. (10%blend)
Poly. (15%blend)
BRAKE POWER (KW)
BRAKE POWERVS BRAKE THERMAL EFFICIENCY
TH
%
IT
E
%
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BRAKE
POWER (KW)
Brake PowerVsSPECIFIC FUEL CONSUMPTION
0
0.2
0.4
0.6
0.8
1
1.2
0 2 4 6 8
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
BRAKE POWER (KW)
BRAKE POWER Vs VOLUMETRIC EFFICIENCY
BTE
% 0
5
10
15
20
25
30
35
0 2 4 6 8
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
SF
C
(Kg/kw
h
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85
86
87
88
89
90
91
92
93
94
0 2 4 6 8
Poly. (20%BLEND)
Poly. (15%BLEND)
Poly. (10%BLEND)
BRAKE POWER (KW)
Brake power Vs Mechanical efficiency
BRAKE POWER (KW)
Of different blends of bio diesel from pure palm oil and diesel;10% blends gavebetter result than other blends . similarly 15% blend of bio diesel from used palm
oil and diesel also gave better performance in its category.
6.4COMPARE 10% BLENDS(PURE AND USED) WITH DIESEL,BIO
DIESEL FROM USED AND PURE PALM OIL
BRAKE POWER VS THERMAL EFFICIENCY
VO
L
m
%0
10
20
30
40
50
60
70
80
0 2 4 6 8 10
Poly. (20%blend)
Poly. (15%blend)
Poly. (10%blend)
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-5
0
5
10
15
20
25
30
35
40
0 2 4 6 8
Poly. (DIESEL)
Poly. (BIO DIESEL(PUREOIL))
Po y. BIO DIESEL USEDOIL))
Po y. 10%BLENDPURE
Poly. (10%BLEND(USED))
BRAKE POWER (KW)
Brake PowerVs SPECIFIC FUEL CONSUMPTION
0
0.2
0.4
0.6
0.8
1
1.2
0 2 4 6 8
Poly. (DIESEL)
Poly. (BIO DIESEL(PURE
OIL))
Po y. BIO DIESEL USEDOIL))
Poly. (10%BLEND(PURE))
Po y. 10%BLENDUSED
BRAKE POWER (KW)
BRAKE POWER Vs VOLUMETRIC EFFICIENCY
BTE
%
(Kg/kw
h
SFC
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82
84
86
88
90
92
94
96
0 2 4 6 8
Po y. DIESEL
Poly. (BIO DIESEL(PUREOIL))
Poly. (BIO DIESEL( USEDOIL))
Po y. 10%BLENDPURE
Po y. 10%BLENDUSED
BRAKE POWER (KW)
Brake power Vs Mechanical efficiency
0
10
20
30
40
50
60
70
80
0 2 4 6 8 10
Poly. (DIESEL)
Poly. (BIO DIESEL(PURE OIL))
Po y. BIO DIESEL USED OIL
Po y. 10%BLENDPURE
Po y. 10%BLENDUSED
BRAKE POWER (KW)
Compare 10%blends with diesel, bio diesel from used and pure palm oil we get
10% blend is better result than other and we see that 10%blend is better than
diesel also. Thermal efficiency, Mechanical efficiency,BTE, SFC better than
other .
VO
L
%
m
%
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6.5 ADVANTAGES
It has lesser emissions compare to standard diesel fuel.
It is biodegradable; it has been found that its degradation rate is four
times that of conventional diesel fuel.
Bio-diesel also assists in the process of engine lubrication.
It also safer and non toxic, having higher flash point than conventional
diesel oil, accidental fires are less likely.
It makes easer to storage and transport.
6.6 DIS ADVANTAGES
It increase NOx emission which contribute to formation of smog
Bio-diesel also breakdown rubber components.
In some engines slight decreases fuel power and increase in fuel
consumption has been noticed.
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CONCLUSION
The processing of bio diesel from used and un used palm oil,determination of their
properties as well as the performance as well as various blends of pure and un
used palm gave the following conclusions:
i Acid based trans-esterification is best suited for bio diesel production
from unused palm oil
ii Alkali based trans-esterification with pretreatment using hexane was
found to give maximum yield and best calorific value for bio diesel from
used palm oil
iii The optimum quantity of hexane required for pretreatment of used palm
oil was found to be 2.9%based on the percentage of free fatty acid in the
used oil.
iv Separation of bio diesel from used and un used palm oil is sucessesful and
compare with diesel and blends(10%) is better
REFERENCE:
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[1] fangrui Maa, Milford A. Hanna..Bio-diesel production: a review Bio-resource
Technology New Delhi,India,1999
[2] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan-Use of Vegetable Oils as IC Engine
Fules-A Review-Renewable Energy-29-2004
[3] A Duran, J.M. Monteagudo, o.Armas,J.J. Hernandez-Scrubbing effect on diesel
particulate matter from transesterified waste oils blends- Fuel-85-2006
[4] mohamad I.AL-Widyan, Ghassan Tashtoush, Mohamad Abu-Qudais,Utilization of
ethyl ester of waste vegetable oils as fuel in diesel engins-Fuel Processing
Technology-76-2002
[5] X Lang-Preparation and characterization of bio diesel from various bio oils-Bio
resource technology-2001
[6] Ulf Schuchardt, Rog&io,Matheus Vargas, Georges Gelbard- Alkylguanidines as
catalysts for the trans-esterification of rapeseed oil-Journal of Molecular catalysis
A; Chemical-99-1995
[7] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan- Bio-diesel production from high
FFA rubber seed oil fuel 84-2005-335-340
[8] M.A. Kalam, M.Husnawan,H.H.Masjuki-Exhaust emission and combustion
evaluation of coconut oil-powered indirect injection diesel engine-Renewable
Energy 28-2003
[9] Herchel T.C. Machacon, Seiichi Shiga,Takao Karasawa,Hisao Nakamura-
performance and emission characteristics of diesel engine fueled with coconut
oil/diesel fuel blend biomass and Bio-energy20-2001-63-69.
[10] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan- performance and emission
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Renewable Energy-30-2005.