testing of biodiesel emission and performance

7/22/2019 Testing of biodiesel Emission and Performance

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TESTING THE PERFORMANCE OFA VARIABLE

COMPRESSION RATIO DIESEL ENGINE FUELLED WITH

DIESEL AND PALM OIL BIODIESEL BLEND

A project report submitted in partial fulfilment of the requirement

For the award of the degree of

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

Submitted by

M. Sravani (09131A0331)

K. Praveen (09131A0319)

M. Sruthi (09131A0326)

N. V. R. L. Narasimham (09131A0333)

Under the Guidance of

Prof. B. Govinda Rao

Sri B. Ajit (Asst. Professor)Mechanical Engineering

GAYATRI VIDYA PARISHAD COLLEGE OF ENGINEERING (A)

Affiliated to JNTU KAKINADA,

Madhurawada, Visakhapatnam48.

20092013


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TESTING THE PERFORMANCE OFA VARIABLE

COMPRESSION RATIO DIESEL ENGINE FUELLED WITH

DIESEL AND PALM OIL BIODIESEL BLEND

A project report submitted in partial fulfilment of the requirement

For the award of the degree of

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

Submitted by

M. Sravani (09131A0331)

K. Praveen (09131A0319)

M. Sruthi (09131A0326)

N. V. R. L. Narasimham (09131A0333)

Under the Guidance of

Prof. B. Govind Rao

Sri B. Ajit (Asst. Professor)Mechanical Engineering


Affiliated to JNTU KAKINADA,

Madhurawada, Visakhapatnam48.

20092013


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MADHURWADA, VISAKHAPATNAM

DEPARTMENT

OF

MECHNICAL ENGINEERING

CERTIFICATE

This is to certify that the project work entitled TESTING THE PERFORMANCE

OFA VARIABLE COMPRESSION RATIO DIESEL ENGINE FUELLED WITH

DIESEL AND PALM OIL BIODIESEL BLEND is the bonafide work submitted by

M.Sravani, M. Sruthi, N. V. R. L. Narasimham, K. Praveen in partial fulfilment of the

requirement for the award of Bachelor of Technology in Mechanical Engineering during

year 2009-2013.It is a record of bonafide work carried out by them under our guidance

and supervision.

PROJECT GUIDE HEAD OF THE DEPARTMENT

Dr. B. Govinda Rao Dr. B. Govinda Rao

Professor

Sri B. Ajit

(Asst. professor) `


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DECLARATION

We hereby declare that this project report entitled TESTING THE PERFORMANCE

OF A VARIABLE COMPRESSION RATIO DIESEL ENGINE FUELED WITH

DIESEL AND PALM OIL BIODIESEL BLENDS has been done and report is

submitted by us under the guidance of Dr. B. Govind Rao, HOD and Sri. B. Ajit, Asst.

Professor, during the year 2013 in partial fulfilment of requirement of the award of the

degree of bachelor of technology in mechanical engineering. We further declare that this

project is the result of our own effort and has not been submitted to any other university

for the award of degree.

Place: Visakhapatnam.

Date:


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ACKNOWLEDGEMENT

Our project symbolizes practical and theoretical applications of our academic education in

engineering. Its completion gives us immense satisfaction. But without the cooperation

of great people at different levels, this project couldnt have taken a physical form.

We express our profound gratitude towards Dr. B. Govind Rao, Our Project guide for his

encouragement, guidance and valuable suggestions.

We are also thankful to Prof. Dr. A. B. Koteswara Rao, principal, GVP COLLEGE OF

ENGINEERING for all the facilities provided for completing the project.

We take an immense pleasure in thanking Sri B. Ajit, our guide who assisted and guided

us in every aspect of our project.

We are very much thankful to Mr. M. V. H. Seeta Ramaiah, lab technician for his

assistance and relentless support provided to us in bringing out this project successful.

We specially thank Mr.M. S. Rao, Mr.M. Gangadar(Manager Quality Control),

Mr.V. Trinadh(Senior Officer QC), Mr.M. Gopi Krishna(Senior Chemist) and to the

team of Universal Biofuels Private Limited, a subsidiary of AE BIOFUELS USA is a

100% Export Oriented Unit in the business of Biodiesel production and marketing for

supplying us refined Palm Biodiesel.

We also thank Mr. P. V. Rao, Associate Prof. Mechanical Engineering A.U. for assisting

us in finding parameters of blends.

Last but not the least we owe our heartful thanks to our classmates and colleagues for

their encouraging and support given to us.


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ABSTRACT

In the present project, Bio-diesel is produced from palm seed oil by Transesterification

process with methyl alcohol using sodium methoxide as a catalyst. The properties of the

Bio-diesel i.e., Methyl esters of palm oil and blends of bio-diesel are evaluated and

compared with those of diesel. This study also presents an experimental analysis of

performance and emission characteristic of diesel-biodiesel blends used in single

cylinder, naturally aspirated with varying compression ratios i.e., 13, 15 and 18 using

biodiesel diesel blends i.e. B5, B10, B20, B30 with load variation from a minimum loadto full load and compared with basic cases i.e., using diesel as a fuel.

The parameters which we studied in performance are brake power, brake specific fuel

consumption and brake thermal efficiency and emission parameters carbon monoxide,

nitrogen oxide, unburned hydrocarbon and particulate matter of diesel engine. It was

observed that out of compression ratios i.e. 13, 15 and 18, engine performance is

observed better at compression ratio 18 in terms of brake thermal efficiency, brake

specific fuel consumption, brake power and emissions for it was also lower except

nitrogen oxide due to high temperatures. In diesel-biodiesel blend, B10 having a better

performance out of all combination of test fuels in relation to brake specific fuel

consumption and also with respect to Brake thermal efficiency. Emission of carbon

monoxide (CO), unburned hydro carbon (HU), oxides of nitrogen (NOx) and particulate

matter is decreased compared to pure Diesel.


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CONTENTS

Chapters Page.

No.

Chapter I: INTRODUCTION 1

1.1 Biodiesel

1.2 Derivatives of triglycerides (Vegetable oils)

as diesel fuels1.3 Properties of Biodiesel

1.4 Emission types

1.5 Facts about Biodiesel

Chapter II: LITERATURE REVIEW 14

Chapter III: EXTRACTION OF BIODIESEL 18

3.1 Biodiesel Production and Processes

3.2 Process Variables in Transesterification

3.3 Sources of Biodiesel

3.4 Biodiesel in India

Chapter IV: PALM OIL AS A SOURCE 25

4.1 The use of Palm oil as Biodiesel

Chapter V: PURPOSE AND OBJECTIVE 30


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Chapter VI: EXPERIMENTAL WORK 32

6.1 Plan of the experiment

6.2 Experimental Setup

Chapter VII: RESULTS AND DISCUSSION 37

7.1 Observations

7.2 Performance Parameters

7.3 Emission Parameters

Chapter VIII: CONCLUSIONS 52

8.1 Future Scope

REFERENCES 54


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LIST OF FIGURESFIGURES TITLE Page No.

Fig. 4.1 Palm Plantation 26

Fig. 6.1 Schematic of Experimental setup 34

Fig. 6.2 Gas Analyser 34

Fig. 6.3 Smoke Analyser 35

Fig. 7.1 Variation of BSFC with percentage 44Of load at varying compression ratio

Fig. 7.2 Variation of BTE with percentage 46

Of load at varying compression ratio.

Fig. 7.3 Comparison of emission of CO for Pure 48

Diesel and Blends at varying compression ratio

Fig. 7.4 Comparison of emission of HU for Pure 49Diesel and Blends at varying compression ratio

Fig. 7.5 Comparison of emission of NOx for 50

Pure Diesel and Blends at varying compression ratio

Fig 7.6 Comparison of emission of Particulate matter 51

for Pure Diesel and Blends at varying compression ratio


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LIST OF TABLES

Table no. TITLE Page No.

4.1 Parameter Analysis of 28

Palm oil Methyl Ester

6.1 Comparison of Diesel and Biodiesel 35

6.2 Variable Parameters in 36

Experiment Setup

7.1 Observations of various Blends at CR 18 39




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Testing the Performance of a Vari able Compression Rati o Diesel Engine fuelled with D iesel and Palm oil B iodi esel blend

1

CHAPTER I

INTRODUCTION


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1. INTRODUCTION

Renewable energy and energy efficiency technologies are key to create a clean

energy future for not only the nation, but the world. We can improve the fuel economy of

our cars, trucks, and buses by designing them to use the energy in fuels more efficiently.

And we can help to reduce our nation's growing reliance on imported oil by running our

vehicles on renewable and alternative fuels.

At least 200 million vehicles are in use in India today. They include all kinds of

passenger cars, trucks, vans, buses, and large commercial vehicles. It takes an enormous

amount of fuel to operate these vehicles every year. Because the nation's oil supplies are

limited, we import more than half the petroleum that we use for transportation and other

important needs. To reduce the costs and risks of these imports and improve the

environment we have to develop several different kinds of alternative fuels. Some of

these fuels can either be blended with petroleum while some are alternatives to

petroleum. Using alternative fuels can also help to curb exhaust emissions and contribute

to a healthier environment.

Since the dawn of the Oil Age man has burnt about 800 billion barrels of

petroleum. About 71 million barrels are burnt every day throughout the world and this

consumption figure goes up by 2% every year. Sounds small a 2% increase doubles the

quantity every 34 years. With the current consumption rate, the entire billions of barrels

of reserve would be depleted in next 50 years. What next? The answer could be found in

bio fuels.

Bio fuels offer the world many benefits including

Sustainability

Reduction of greenhouse gas emissions

Regional Development

Social structure and agriculture

The resources of fossil energy are limited, where as raw materials used for bio-

fuels can be harvested annually. Biomass resources can be grown in most habitable areas


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and can provide a sustainable, long term supply of feed stocks for the bio-fuels. Bio-mass

is currently the only source of renewable liquid transportation fuels. The use of bio-fuels

can reduce the emission of CO2 and other gases associated with the global climate

change. As plants grow they takeCO2from the atmosphere. When fuel from plant sources

are consumed, the CO2 released during the combustion process is absorbed by the newplants, effectively recycling the carbon. As a result use of bio-fuels can significantly

reduce emissions of greenhouse gases to the atmosphere. Bio fuels have chemical

composition that helps reduce the emission of unwanted components when they are

burned. For example the use of fuels such as ethanol and Ethyl tetra-butyl ether(ETBE)

in gasoline blends reduces the emission of particulates towards zero. The use of biodiesel

reduces the emission of CO unburned hydrocarbons and soot. Reduction of these

unwanted products provides local and regional air quality and environmental benefits

especially industrialized centres.

The production of Bio-fuels can also provide numerous local, regional and

national economic benefits. The production of biomass feed creates jobs for the local

people in rural, agricultural based areas. Because the market for transportation fuel is

large, widespread use of bio-fuels increases demand for raw materials and increases

income for farmers. Conversion of the raw materials into fuel provides economic benefits

through the construction and operation of processing facilities. These facilities provide

local employment and development opportunities in the rural areas.

Production of home grown fuels diminishes the dependence on imported crude

oil and increases our energy security. Bio-fuels help to insulate countries from sudden

interruptions in price fluctuations and in energy supply. The revenue is retained at home

rather than to a foreign country and thus help boost our economy. Bio-fuels are important

now and offer increasing potential for the future.

1.1 BIO-DIESEL

Bio-diesel is a completely natural renewable fuel applicable in almost any

situations where conventional petroleum diesel is used. Even though diesel is a part of


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its name there are no petroleum or other fossil fuels in Bio-diesel. Bio-diesel is 100%

vegetable oil based.

Bio-diesel is non-toxic, bio-degradable and non-flammable, handling and storage

are safer than conventional petroleum diesel fuel and cost compares well when pricing

against other alternative fuels.

Technically, Bio-diesel is vegetable oil methyl ester. It is formed by removing

the triglyceride molecule from the vegetable oil in the form of glycerine (soap). Once the

glycerine is removed from the oil, the remaining molecules are similar to a diesel engine

fuel. The Bio-diesel molecules are very simple hydrocarbon chains containing no sulphur

molecules or aromatics associated with fossil fuels. Bio-diesel is made up of almost 10%

oxygen, making it a naturally oxygenated fuel.

1.2 DERIVATIVES OF TRIGLYCERIDES (VEGETABLE OILS) AS DIESEL

FUELS

The alternative diesel fuels must be technically and environmentally acceptable,

and economically competitive. From the viewpoint of these requirements, triglycerides

(vegetable oils/animal fats) and their derivatives may be considered as viable alternatives

for diesel fuels. The problems with substituting triglycerides for diesel fuels are mostly

associated with their high viscosity, low volatility and polyunsaturated character. The

problems have been mitigated by developing vegetable oil derivatives that approximate

the properties and performance and make them compatible with the hydrocarbon-based

diesel fuels through Trans-esterification.[6]

Trans-esterification also called alcoholysis, is the displacement of alcohol from

an ester by another alcohol in a process similar to hydrolysis. This process has been

widely used to reduce the viscosity of triglycerides. The trans-esterification reaction is

represented by the general equation


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.

As Methanol is used in the above reaction, it is termed methanolysis. The reaction

of triglyceride with methanol is represented by the general equation.

Triglycerides are readily trans-esterified in the presence of alkaline catalyst at

atmospheric pressure and at a temperature of approximately 60 to 70C with an excess of

methanol. The mixture at the end of reaction is allowed to settle. The lower glycerol layer

is drawn off while the upper methyl ester layer is washed to remove entrained glycerol

and is then processed further. The excess methanol is recovered by distillation and sent to

a rectifying column for purification and recycled. The trans-esterification works well

when the starting oil is of high quality.


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1.3 PROPERTIES OF BIODIESEL:

1.3.1 Density/ Specific Gravity:

Biodiesel is slightly heavier than conventional diesel fuel (specific gravity 0.89

compared to 0.84 for diesel fuel). This allows use of splash blending by adding biodiesel

on top of diesel fuel for making biodiesel blends. Biodiesel should always be blended at

top of diesel fuel. If biodiesel is first put at the bottom and then diesel fuel is added, it

will not mix

1.3.2 Cetane Number:

Cetane number of a diesel engine fuel is indicative of its ignition characteristics.

Higher the cetane number better is its ignition properties. Cetane number 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.

1.3.3 Viscosity:

Fuel viscosity controls the characteristics of the injection from the diesel injector

(droplet size, spray characteristics etc.).Biodiesel has higher kinetic viscosity than dieselwhich improves injector efficiency. 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.

1.3.4 Lubricity:

It is an indication of the amount of wear or scarring that occurs between two

metal parts as they come in contact with each other. It measures the extent to which a

liquid diminishes friction.

1.3.5 Distillation characteristics:

The distillation characteristics of biodiesel are quite different from that of diesel

fuel. Biodiesel does not contain any highly volatile components, the fuel evaporates only


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at higher temperature. The methyl esters present in biodiesel generally have molecular

chains of 16 - 18 carbons which have very close boiling points. In other words, rather

than showing a distillation characteristics, biodiesel exhibits a boiling point generally

range between 330C to 357C The limit of 360C is specified mainly to ensure that high

boiling point components are not present in biodiesel as adulterants/contaminants.

1.3.6 Flash point:

Flash point of a fuel is defined as the temperature at which it will ignite when

exposed to a flame or spark. The flash point of biodiesel is higher than the petroleum

based diesel fuel. Flash point of biodiesel blends is dependent on the flash point of the

base diesel fuel used, and increases with percentage of biodiesel in the blend. Thus in

storage, biodiesel and its blends are safer than conventional diesel. The flash point of

biodiesel is around 160C, but it can reduce drastically if the alcohol used in manufacture

of biodiesel is not removed properly. Residual alcohol in the biodiesel reduces its flash

point drastically and is harmful to fuel pump, seals, elastomers etc. It also reduces the

combustion quality.

1.3.7 Cold Filter Plugging Point (CFPP):

At low operating temperature fuel may thicken and not flow properly affecting

the performance of fuel lines, fuel pumps and injectors. Cold filter plugging point of

biodiesel reflects its cold weather performance. It defines the fuels limit of filterability.

CFPP has better correlation than cloud point for biodiesel as well as diesel fuel. Biodiesel

thicken at low temperatures so need cold flow improver additives to have acceptable

CFPP.

1.3.8 Cloud Point:

Cloud point is the temperature at which a cloud or haze of crystals appear in the

fuel under test conditions and thus becomes important for low temperature operations.

Biodiesel generally has higher cloud point than diesel fuel.


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1.3.9 Aromatics:

Biodiesel does not contain any aromatics so aromatic limits are not specified. It

may be noted that conventional aromatic determination tests used for petroleum fuels

does not give correct results for biodiesel, hence aromatics in a biodiesel blend can bedetermined only by testing the base diesel fuel before blending.

1.3.10 Stability:

Biodiesel age more quickly than fossil diesel fuel due to the chemical structure of

fatty acids and methyl esters present in biodiesel. Typically there are up to 14 types of

fatty acid methyl esters in the biodiesel. The individual proportion of presence of these

esters in the fuel affects the final properties of biodiesel. Saturated fatty acid methyl

esters (C14:0, C16:0, C16:0) increase cloud point, cetane number and improve stability

whereas more poly-unsaturates (C18:2, C18:3) reduce cloud point, cetane number and

stability.

By weight, biodiesel contains less carbon, sulfur and water and more oxygen than

diesel. The Reduced carbon content decreases tailpipe emissions of carbon monoxide

(CO), carbon dioxide (CO2) and soot (elemental carbon).

The lower sulfur content of biodiesel produces little or no emissions of sulfur

dioxide (SO2). SO2 contributes to respiratory illness, aggravates existing heart and lung

diseases, contributes to the formation of acid rain, can impair visibility, and can be

transported over long distances.

1.4 EMISSION TYPES

1.4.1 NOX

Nitrogen oxides (NOx) is the generic term for a group of highly reactive gasescontaining nitrogen and oxygen in varying amounts, including nitric oxide (NO), nitrous

oxide (N2O), nitrates (NO3) and nitrogen dioxide (NO2). NOx and volatile organic

compounds, in the presence of hot, stagnant air and sunlight, convert to ozone. NOx are

classified as hazardous airborne toxins because of their deleterious health and

environmental effects. The U.S. Environmental Protection Agency (EPA) has noted that


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NOx is a major cause of ground- level ozone (a.k.a. smog), acid rain, respiratory disease,

and global warming.

1.4.2 PM

Particulate matter (PM) is a generic term used for a type of airborne pollutionwhich consists of varying mixtures, complexity and sizes of particles. PM is problematic

because it compounds respiratory problems, such as asthma and cardiopulmonary

disease. The American Lung Association reports that high concentrations and/or specific

types of particles have been found to present a serious danger to human health.

1.4.3 HC

The Agency for Toxic Substances and Disease Registry reports that

hydrocarbons (HC) Enter the air mostly as releases from volcanoes, forest fires, burning

coal, and automobile exhaust (88). A 1999 EPA study estimates that on-road vehicle

sources were responsible for 29 % of the total emission of HC (89).

1.4.4 CO

Carbon monoxide (CO) is produced from incomplete combustion whenever any

carbon fuel, such as gas, oil, kerosene, wood, or charcoal is burned (92). Unlike many

gases, CO has no odour, colour, or taste, and it does not cause skin irritation. According

to the Centres for Disease Control and Prevention red blood cells can attach themselves

to CO at a quicker rate than oxygen. If there is a large quantity of CO in the air, the red

blood cell may replace oxygen with CO, leading to possible tissue damage, carbon

monoxide poisoning or death (93). As CO levels increase and remain above 70 parts per

million (ppm), symptoms may become more noticeable (headache, fatigue, nausea). As

CO levels increase above 150 to 200 ppm, disorientation, unconsciousness, and death are

possible (94)

1.4.5 CO2

Carbon dioxide is a naturally occurring gas that is linked to global warming. It is

also released into the atmosphere by human activity, such as when solid waste, fossil

fuels (oil, natural gas, and coal), and wood and wood products are burned (95). Carbon


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dioxide by itself is not considered to be a toxin. However, any impacts on global climate

could cause health problems

1.5 FACTS ABOUT BIO-DIESEL:

1.5.1 Engine:

One of the major advantage is the fact that it can be used in existing fuel injection

equipment (no modification required) without negative impacts to operating performance.

1.5.2 Transportation:

Pure biodiesel is not considered flammable, has a flash point greater than 200F,

and can be transported without any warning signs. Biodiesel blends require warning signsif the flash point of the blended fuel is lower than 200F.

Another storage and transportation issue is the fact that pure biodiesel, and blends

with a high percentage of biodiesel, can degrade some hoses, gaskets, and seals.

Biodiesel will degrade more quickly than petro-diesel. In one sense, this is a good

thing. A biodiesel spill will biodegrade quickly and not cause as many environmental

problems as a petro-diesel spill. Biodiesel has a tendency to gel (freeze) at higher

temperatures than petro-diesel. Therefore, storage and transportation tanks must be

designed to deal with this tendency.

In addition, because biodiesel may not be compatible with some elastomers in

common use with petro-diesel, it can cause the degradation of some materials used in

hoses, seals, and gaskets.

1.5.3 Oxidation:

Oxidation of biodiesel causes sediments to form in the fuel. These sediments can

in turn clog fuel filters.

Biodiesel made from unsaturated fats (i.e., vegetable oils) tends to oxidize and

thus degrade more rapidly than fuel made from saturated fats, such as animal fats. In


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addition, any process that removes the natural antioxidants from the oil (such as

bleaching, deodorizing, or distilling) will hasten oxidation.

1.5.4 Storage:

Storage conditions are important. For example, biodiesel should not be stored or

transported in copper, brass, bronze, lead, tin, or zinc because these metals will hasten

degradation. Instead, choose containers made from aluminium, steel, fluorinated

polyethylene, fluorinated polypropylene, Teflon, or fiberglass. Tanks designed to store

and transport petro-diesel can store biodiesel with no problem.

Heat, sunlight, and oxygen will also cause biodiesel to degrade more rapidly, so

storage should minimize exposure to these conditions.

If biodiesel will be stored for longer than about four to five months, a stability

additive should be used, especially in more southern climates due to increased

temperature and humidity.

1.5.5 Contact with Water:

Biodiesel can degrade due to contact with water. During storage and

transportation, moisture from the air, or water present in the tanks and pipes of the

distribution system, can contaminate the fuel. Up to 1,500 parts per million of water can

dissolve in biodiesel. After this limit is reached, the excess water present is free water.

This free water causes engines and storage tanks to rust and allows microbes to grow in

the biodiesel.

To prevent free water accumulation, make sure storage tanks are cleaned and

dried before biodiesel is put into the tank. As much as possible, keep only a small air

space above the fuel 2% air space is recommended in order to allow for thermal

expansion. More air space may allow the biodiesel to accumulate more water from the

air. If possible, drain free water off the bottom of storage tanks on a regular basis.


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The dissolved water in biodiesel can also cause problems if the fuel is stored for

more than a few months. This water can cause acids to form in the fuel, which can

eventually eat a hole in the storage tank. It is virtually impossible to keep water out of

biodiesel since water is frequently present in diesel storage tanks and since biodiesel can

absorb water from the air. The best way to prevent water from degrading biodiesel is touse the fuel quicklywithin a few months.

1.5.6 Biodiesel as a Lubricant Additive:

Since 2006, petro-diesel fuel used for highway transportation in the United States

has been required to contain less than 15 parts per million of sulfur. The processing to

remove the sulfur from petro-diesel decreases the fuel's lubricity. Biodiesel is an

excellent lubricator. As little as 1-percent biodiesel added to petro-diesel will improve thefuel's lubricating properties and thus will help diesel engines to last longer

1.5.7 Microbial Degradation:

Like petro-diesel, biodiesel is susceptible to microbial degradation. Microbes will

grow given the proper conditions: they generally need water and nitrogen. Deal with this

problem by monitoring storage tanks to make sure the biodiesel is not in contact with

water. Biocideschemicals that inhibit microbial growth can also be added to the fueland are commonly used with petro-diesel.

1.5.8 Environmental impact:

The only renewable alternative diesel fuel that actually reduces major greenhouse

gas components in the atmosphere. The use of biodiesel will also reduce the following

emission:

Carbon monoxide

Ozone forming hydrocarbon

Hazardous diesel particulate

Acid rain causing sulfur dioxide

Life cycle carbon dioxide


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1.5.9 Advantages of biodiesel:

Biodiesel fuel is a renewable energy source unlike petroleum-based diesel.

An excessive production of soybeans in the world makes it an economic way to utilize

this surplus for manufacturing the Biodiesel fuel.

One of the main biodiesel fuel advantages is that it is less polluting than petroleum

diesel.

The lack of sulfur in 100% biodiesel extends the life of catalytic converters.

Another of the advantages of biodiesel fuel is that it can also be blended with other

energy resources and oil.

Biodiesel fuel can also be used in existing oil heating systems and diesel engineswithout

making any alterations.

It can also be distributed through existing diesel fuel pumps, which is another biodiesel

fuel advantage over other alternative fuels.

The lubricating property of the biodiesel may lengthen the lifetime of engines.

1.5.10 Disadvantages of Biodiesel :

At present, Biodiesel fuel is bout one and a half times more expensive than petroleum

diesel fuel.

It requires energy to produce biodiesel fuel from soy crops, plaus there is the energy of

sowing, fertilizing and harvesting.

Another biodiesel fuel disadvantage is that it can harm rubber hoses in some engines.

As Biodiesel cleans the dirt from the engine, this dirt can then get collected in the fuel

filter, thus clogging it. So, filters have to be changed after the first several hours of

biodiesel use. Biodiesel fuel distribution infrastructure needs improvement, which is another of the

biodiesel fuel disadvantages.

We hope you found the above article on biodiesel fuel advantages and disadvantages both

informative and useful.


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CHAPTER II

LITERATURE REVIEW


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LITERATURE REVIEW

JinlinXue et al [1], studied that biodiesel, especially for the blends with a small portion of

biodiesel, is technically feasible as an alternative fuel in CI engines with no or minor

modifications to engine.

He had concluded the following points

The use of biodiesel will lead to loss in engine power mainly due to the reduction in

heating value of biodiesel compared to diesel, but there exists power recovery for

biodiesel engine as the result of an increase in biodiesel fuel consumption.

Especiallyfor the blend fuel including a portion of biodiesel, it is not easy for drivers

to perceive power losses during practical driving.

An increase in biodiesel fuel consumption, due to low heating value and high density

and viscosity of biodiesel, has been found, but this trend will be weakened as the

proportion of biodiesel reduces in the blend.

Use of biodiesel favours to reduce carbon deposit and wear of the key engine parts,

compared with diesel. It is attributed to the lower soot formation, which is consistent

to the reduced PM emissions of biodiesel, and the inherent lubricity of biodiesel.

The majority of studies have shown that PM emissions for biodiesel are significantly

reduced, compared with diesel. The higher oxygen content and lower aromatic

compounds has been regarded as the main reasons.

The vast majority of literatures agree that NOxemissions will increase when using

biodiesel. This increase is mainly due to higher oxygen content for biodiesel.

Moreover, the cetane number and different injection characteristics also have an

impact on NOXemissions for biodiesel.

It is accepted commonly that CO emissions reduce when using biodiesel due to the

higher oxygen content and the lower carbonto hydrogen ratio in biodiesel compared

to diesel.

It is predominant viewpoint that HC emissions reduce when biodiesel is fuelled

instead of diesel. This reduction is mainly contributed to the higher oxygen content


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of biodiesel, but the advance in injection and combustion of biodiesel also favourthe

lower THC emissions.

There exist the inconsistent conclusions some researches indicated that the CO 2

emission reduces for biodiesel as a result of the low carbon to hydrocarbons ratio,

and some researches showed that the CO2emission increases or keeps similarbecause of more effective combustion. But in any event, the CO2 emission of

biodiesel reduces greatly from the view of the life cycle circulation of CO2.

Most of researches showed that aromatic and poly aromatic compounds emissions

for biodiesel reduce with regard to diesel. Carbonyl compound emissions have

discordant results for biodiesel, although it is widely accepted that, biodiesel

increases these oxidants emissions because of higher oxygen content.

It can be concluded that the blends of biodiesel with small content by volume could

replace diesel in order to help in controlling air pollution and easing the pressure on

scarce resources to a great extent without significantly sacrificing engine power and

economy.

H. Raheman et al [2] investigated that the BSFC, BTE and EGT of Ricardo engine in

general, were found to be a function of biodiesel blend, load, compression ratio and

injection timing. For the same operating conditions, performance of the engine reduced

with increase in biodiesel percentage in the blend. However, with increase in

compression ratio and injection timing this difference was reduced and the engine

performance became at par with HSD. More precisely, biodiesel could be safely blended

with HSD up to 20% at any of the compression ratio and injection timing tested for

getting almost same performance as that with diesel. However, pure MBD could be used

on the Ricardo engine at CR20IT40 without affecting the performance obtained using

HSD.

CenkSayin et al [3], BSFC, BTE and BSEC are considerably improved with the

increasein CR compared to the ORG and decreased CRs. Increasing CRenhances density

of air charge in cylinder. For all CRs, the emissions of HC, OP and CO with biodiesel

blends are lower than that of diesel fuel. With the increase in CR, the temperature

reached is also high and so less OP, CO and HC emissions are exhausted in engine. But,


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this effect increased NOxemissions. Finer breakup fuel droplets obtained with increased

IP provide more surface area and better mixing with air and this effect improve

combustion. OP, HC, and CO emissions decreased and NOxemissions increased with the

increase in IP for the all fuel blends.

L. Labecki et al [4], researched that

The NOx emissions for RSO and its blends are lower when compared to diesel

fuel but their soot emissions are much higher than diesel.

The diesel equivalent levels of soot emission was achieved for a blend of 30%

RSO by simultaneously retarding the injection timing up to 30BTDC and

increasing the injection pressures up to1200 bar.

A further reduction in NOx emission by 22% was achieved for30% blend of RSO

under the diesel equivalent soot operatingconditions.

A blend of 30% RSO can be used in diesel engines with dieselequivalent level of

soot and low level of NOx emissions by varyingthe fuel injection parameters.

Nevertheless, under this operatingcondition diesel fuels produces much lower soot

but theNOx emissions are higher than that of 30% RSO.

The cumulative number concentration of exhaust soot particlesemitted from 30%

RSO is higher when compared to that of dieselunder same engine operating

conditions. Even though the dieselequivalent levels of soot emission was achieved

through varyinginjection strategies for 30% RSO, the number concentration


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CHAPTER III

EXTRACTION OF BIODIESEL


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3.1 BIODIESEL PRODUCTION PRINCIPLES AND PROCESSES

Biodiesel is an alternative fuel for diesel engines that is produced by chemically

reacting a vegetable oil or animal fat with an alcohol such as methanol or ethanol. In

words, the reaction is:

Oil + alcohol biodiesel + glycerine

The photo shows a bottle of biodiesel and glycerine (also called glycerol). The

biodiesel is the lighter-colored layer at the top. The darker-colored crude glycerine has

settled to the bottom.

It is important to realize that unmodified vegetable oil, sometimes called straight

vegetable oil (SVO) or waste vegetable oil (WVO), is not biodiesel. Some people have

used SVO or WVO in diesel engines with varying degrees of success. The primary

problem is the high viscosity and low volatility of the unmodified vegetable oils.

Biodiesel is usually preferred over SVO and WVO because the chemical reaction

converts the oil or fat into compounds that are closer to the hydrocarbons found in regular

diesel fuel.

The chemical reaction that converts a vegetable oil or animal fat to biodiesel is

called "transesterification." This is a long name for a simple process of combining achemical compound called an "ester" and an alcohol to make another ester and another

alcohol. Oils and fats are included in the ester family. When they react with methanol or

ethanol, they make methyl or ethyl esters and a new alcohol called glycerol or, more

commonly, glycerine.

The vegetable oils and animal fats used to make biodiesel can come from

virtually any source. All of these products consist of chemicals called triglycerides, so

biodiesel can be made from soybean oil, canola oil, palm oil, beef tallow, and pork lard,

and even from such exotic oils as walnut oil or avocado oil.

However, these oils present special challenges for biodiesel production because

they contain contaminants such as water, meat scraps, and breading that must be filtered

out before the oil is converted to biodiesel.
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Methanol is the most common alcohol used for making biodiesel. It is sometimes

called methyl alcohol or wood alcohol. It is very toxic, and swallowing as little as a

spoonful can cause blindness or even death. Dangerous exposure can also occur from

breathing methanol vapors or absorbing methanol through skin contact. In the United

States, ethanol is usually more expensive than methanol, so it is used less frequently tomake biodiesel. It is the alcohol that is found in alcoholic drinks, so it is not toxic in small

amounts. However, it is subject to very challenging government regulations because of

the tax requirements associated with alcoholic beverages.

The chemical reaction used to make biodiesel requires a catalyst. A catalyst is

usually a chemical added to the reaction mixture to speed up the reaction. Since the

catalyst is not consumed in the reaction, it will be left over at the end in some form. In

biodiesel production, the actual compound that catalyses the reaction is called methoxide.

3.2 PROCESS VARIABLES IN TRANS-ESTERIFICATION:

The most important variables that influence trans-esterification reaction time and

conversion are:

Oil temperature

Reaction temperature

Ratio of alcohol to oil

Type of catalyst and concentration

Intensity of mixing

Purity of reactants.

3.2.1 Oil Temperature:

The temperature to which oil is heated before mixing with catalyst and methanol,

affects the reaction. It was observed that increase in oil temperature marginally increases

the percentage oil to biodiesel conversion as well as the biodiesel recovery. However, the

tests were conducted up-to only 60C as higher temperatures may result in methanol loss

in the batch process.
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3.2.2 Reaction temperature:

The rate of reaction is strongly influenced by the reaction temperature.

Generally, the reaction is conducted close to the boiling point of methanol (60 to 70C) at

atmospheric pressure. The maximum yield of esters occurs at temperatures ranging from

60 to 80C at a molar ratio (alcohol to oil) of 6:1. Further increase in temperature isreported to have a negative effect on the conversion. Studies have indicated that given

enough time, trans-esterification can proceed satisfactorily at ambient temperatures in the

case of the alkaline catalyst. It was observed that biodiesel recovery was affected at very

low temperatures (just like low ambient temperatures in cold weather) but conversion

was almost unaffected.

3.2.3 Ratio of alcohol to oil:

Another important variable affecting the yield of ester is the molar ratio of

alcohol to vegetable oil. A molar ratio of 6:1 is normally used in industrial processes to

obtain methyl ester yields higher than 98% by weight. Higher molar ratio of alcohol to

vegetable oil interferes in the separation of glycerol. It was observed that lower molar

ratios required more reaction time. With higher molar ratios, conversion increased but

recovery decreased due to poor separation of glycerol. It was found that optimum molar

ratios depend upon type & quality of oil.

3.2.4 Catalyst type and concentration:

Alkali metal alkoxides are the most effective trans-esterification catalyst

compared to the acidic catalyst. Sodium alkoxides are among the most efficient catalysts

used for this purpose, although potassium hydroxide and sodium hydroxide can also be

used. Trans methylations occur many folds faster in the presence of an alkaline catalyst

than those catalysed by the same amount of acidic catalyst. Most commercial trans-

esterification is conducted with alkaline 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 to

extra costs because it is necessary to remove it from the reaction medium at the end. It

was observed that higher amounts of sodium hydroxide catalyst were required for higher


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FFA oil. Otherwise higher amount of sodium hydroxide resulted in reduced recovery.

3.2.5 Mixing intensity:

The mixing effect is most significant during the slow rate region of the trans-

esterification reaction. As the single phase is established, mixing becomes insignificant.The understanding of the mixing effects on the kinetics of the trans-esterification process

is a valuable tool in the process scale-up and design. It was observed that after adding

methanol & catalyst to the oil, 5-10 minutes stirring helps in higher rate of conversion

and recovery.

3.2.6 Purity of reactants:

Impurities present in the oil also affect conversion levels. Under the same

conditions, 67 to 84% conversion into esters can be obtained, using crude vegetable oils,

compared with 94 to 97% when using refined oils. The free fatty acids in the original oils

interfere with the catalyst. However, under conditions of high temperature and pressure

this problem can be overcome. It was observed that crude oils were equally good

compared to refined oils for production of biodiesel. However, the oils should be

properly filtered. Oil quality is very important in this regard. The oil settled at the bottom

during storage may give lesser biodiesel recovery because of accumulation of impurities

like wax etc.

3.3 SOURCES OF BIODIESEL

3.3.1 Vegetable Oil:

Any sediment would collect at the bottom of the reaction vessel during glycerol

settling and at the liquid interface during washing. This would interfere with the

separation of the phases and may tend to promote emulsion formation. The oil must be

moisture-free because every molecule of water destroys a molecule of the catalyst thus

decreasing its concentration. The free fatty acid content should be less than 1%. It was

observed that lesser the FFA in oil better is the biodiesel recovery. Higher FFA oil can

also be used but the biodiesel recovery will depend upon type of oil and amount of

sodium hydroxide used.


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3.3.2 Animal fats:

The most prominent animal fat to be studied for potential biodiesel use is tallow.

Tallow contains a high amount of saturated fatty acids, and it has therefore a melting

point above ambient temperature.

3.3.3 Waste vegetable oils:

Every year many millions of tons of waste cooking oils are collected and used in

a variety of ways throughout the world. This is a virtually inexhaustible source of energy,

which might also prove an additional line of production for "green" companies. These

oils contain somedegradation products of vegetable oils and foreign material. However,

analyses of used vegetable oils indicate that the differences between used and unused fats

are not very great and in most cases simple heating and removal by filtration of solid

particles suffices for subsequent trans-esterification. The cetane number of a used frying

oil methyl ester was given as 49, thus comparing well with other materials.

3.4 BIODIESEL IN INDIA

3.4.1 Field trials of biodiesel:

Indian Oil Corporation (IOC) began in January 2004, field trials of running buses

on biodieseldiesel doped with 5% Biodiesel made from non-edible oils. Haryana

Roadways buses would be used for the project. About 450 kiloliters of bio-diesel would

be used in the pilot project. Vehicles engine would not require any modification for use

of bio-diesel. Already automobile manufacturers like Mahindra and Mahindra and Ashok

Leyland have tried biodiesel mix as fuel for their vehicles. Meanwhile planning

commission has asked states to grow more of Jatropha and Karanj on wasteland and semi

rain fed areas.

The first successful trial run of the Amritsar-Shatabdi Express conducted by the

Indian Railways using biodiesel has been an encouraging development.


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Just like petroleum diesel, biodiesel operates in compression ignition (diesel)

engine; which essentially require very little or no engine modifications because biodiesel

has properties similar to petroleum diesel fuels. It can be stored just like the petroleum

diesel fuel and hence does not require separate infrastructure. The use of biodiesel in

conventional diesel engines results in substantial reduction of unburned hydrocarbons,carbon monoxide and particulate matters. Biodiesel is considered clean fuel since it has

almost no sulphur, no aromatics and has about 10 % built-in oxygen, which helps it to

burn fully. Its higher cetane number improves the ignition quality even when blended in

the petroleum diesel.

For new vehicles, a drastic reduction in sulphur content (< 350 ppm) and higher

cetane number (>51) will be required in the petroleum diesel produced by Indian

Refineries. Biodiesel meets these two important specifications and would help in

improving the lubricity of low sulphur diesel. The present specification of flash point for

petroleum diesel is 35C which is lower than all the countries in the world (>55C).

Biodiesel will help in raising the flash point.


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CHAPTER IV

PALM OIL AS A SOURCE


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4.1 THE USE OF PALM OIL AS BIODIESEL

Palm oil, like other vegetable oils, can be used to create biodiesel for internal

combustion engines. It can be either a simple high quality processed palm oil mixed with

petro-diesel, or processed through transesterification to create a palm oil-methyl ester

blend which meets the international EN 14214 specification. Biodiesel can be used in any

diesel engine when mixed with petro diesel. The majority of vehicle manufacturers limit

their recommendations to 15% biodiesel blended with petro diesel. Biodiesel is the most

common biofuel in Europe.

Due to the increasing global urgency to reduce dependence on fossil fuels, palm

oil biomass offers great potential as a cost-effective feedstock for biodiesel. In this

capacity, it is capable of reducingcarbon dioxide emissionsby more than 80%.

Fig 4.1 Palm Plantation

R & D have demonstrated that palm diesel is a cleaner energy than fossil diesel,

emitting less carbon dioxide, black smoke of carbon particulates, carbon monoxide and

sulphur dioxide. Fuel switch from fossil to palm diesel is easy and economical as palm

diesel can be used directly in unmodified diesel engines including stationary engines,

passenger cars, buses and trucks. It gives good engine performance.
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The palm biodiesel can be used neat or blended with petroleum diesel in any

proportions. Recently, to overcome the long standing pour point problem, (pour point =

15C), Malaysia Palm Oil Board (MPOB) has developed a process to produce low pour

point palm biodiesel (-21C to 0C) which is suitable for temperate countries.

There are constraints when palm oil is used as feedstock for biodiesel. As palm

oil constitutes 80% to 90% of the biodiesel production cost, price fluctuations play a

decisive role in the biodiesel vs. fossil fuel diesel competition. Price is very much

affected by the ever increasing demands from overseas, crude oil price and climate

variations

Energy consumption in Indonesia increases rapidly in line with economic

development and population growth. Energy has a significant role in achieving social,

economic and environmental objectives to maintain sustainable development and to

support national activities.

Until now, Indonesia still depends on fossil-based fuels as energy resources and

renewable energy have not been developed optimally. Indonesia sees biofuels as one of

the energy resources to accelerating economic growth, alleviating poverty, and creating

employment opportunities. While also reducing greenhouse gas emissions Presidential

decree has set in the target of Indonesias energy mix in 2025, the use of renewable

energy at 17%, of which 5% is biofuel energy. To achieve the 2025 target, increasing use

of biofuel is necessary, especially in the industrial and transportation sectors which are

major consumers of fuels.

One of biofuels that has been developed in Indonesia is biodiesel. Biodiesel is an

alternative to petroleum-based conventional diesel fuel and is defined as the mono-alkyl

ester of vegetable oils and animal fats. Vegetable oils-based biodiesels can be produced

from canola (rapeseed), cottonseed, palm, Jatropha curcas, pea nut, soya bean and

sunflower oils by transesterification process. From all these biodiesel feed stocks, palm

oil is the most promising candidate.


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Indonesia had 4,520.6 million ha of oil palm plantation in 2009 [2]. The oil palm

plantation can produced 13,872,602 ton crude palm oil [3]. In the 2007, the export

portfolio of the Indonesias CPO was 11.6 million tons, the rest being consumed

domestically.

Table 4.1.PARAMETERS ANALYSIS OF PALM OIL METHYL ESTER

S.NO Parameters Units UBPL random

sample test result

1. Ester content %(m/m) 96.97

2. [email protected] Kg/m 860.6

3. Kinematic Viscosity @ 40C mm/s 4.545

4. Flash point C >160

5. Sulphated ash %(m/m)


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The Bio diesel produced by Universal Biofuels will be distributed all over US

and Europe by AEBIOFUELS. Biodiesel is a renewable fuel that can be manufactured

from vegetable oils. It is safe, bio degradable, and reduces serious air pollutants such as

particulates, carbon monoxide, hydrocarbons, and air toxics. Here we do refining of

edible oils & manufacturing of Biodiesel.


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CHAPTER V

PURPOSE AND OBJECTIVE


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5.1 PURPOSE AND OBJECTIVE

The purpose of this project is to evaluate the properties and performance of palm

seed Bio-diesel and its blends with diesel oil on a variable compression ratio four stroke

diesel engine.

The blends investigated were100%diesel fuel, 5%, 10%, 20%, 30% blends of

biodiesel in diesel. Specific objectives of this project are:

1. To determine the properties like flash point and fire points, calorific value, carbon

residue, viscosities etc., for Bio-diesel and diesel blends and compare them with

diesel.

2. To determine performance characteristics when fueled with diesel and bio-

diesel/diesel fuels blends.3. To determine engine exhaust particulate matter when fuelled with diesel and bio-

diesel/diesel fuel blends.


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CHAPTER VI

EXPERIMENTAL WORK


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6. EXPERIMENTAL WORK

6.1 PLAN OF THE EXPERIMENTS:

The main aim of the experimentation is to check feasibility of biodiesel in C.I.

engine fuelled with diesel-biodiesel blends with more fractions.

The experimental work under this project consists of two parts,

1. Initial experimental work to analyse the effect of different compression ratio on engine

performance and emission in second phase.

2. Optimizing work for finding the optimum diesel-biodiesel blend.

For entire project work, different parameters are varying among their

respective range. The variable parameters are fuel, compression ratio and the load

condition.Table 6.2 shows all the combination for all the variable parameters. The main

parameter is fuel composition. The experiments were carried out with 100% diesel and

Diesel-biodiesel blends (B5, B10, B20, and B30). Also other parameter i.e. loads and

compression ratio also varied as mention in Table 6.2 during experimentation. With all

the combinations of different load, test fuel and compression ratio the total number of

experiments were 180.

6.2 EXPERIMENTAL SETUP:

Schematic diagram of experimental setup is shown.

6.2.1 Engine Description:

The setup consists of single cylinder, four stroke, Multi-fuel, research engine

connected to eddy current type dynamometer. In both modes the compression ratio can be

varied without stopping the engine and without altering the combustion chamber

geometry by specially designed tilting cylinder block arrangement. Instruments are

provided to interface airflow, fuel flow, temperatures and load measurements. Rotameter

are provided for cooling water and calorimeter water flow measurement.


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Fig.6.1: Schematic of experimental setup

A battery, starter and battery charger is provided for engine electric start

arrangement. Lab view based Engine Performance Analysis software package

enginesoftLV is provided for on line performance evaluation.

In Table 6.2 the detailed specification of engine is given

Fig 6.2 Gas Analyser


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Fig.6.3 Smoke Analyser

6.2.2 Gas Analyser Specifications:

Fig.2 shows the exhaust gas analyser which was used during experiments to find

out exhaust gas like carbon monoxide, carbon dioxide, nitrogen oxide and unburned

hydrocarbons. The model of the Instrument was emission tester AVL-4000 light

instrument was able to give results of emission gases on the screen.

Table 6.2 COMPARISONS OF BIODIESEL AND DIESEL PROPERTIES

Properties Diesel Biodiesel

Density @ 33.5C(gm./cm) 0.8486 0.8926

Viscosity @ 40C(mm/s) 1.3-1.4 4.545

CV(KJ/Kg) 43.4 37.461

Flash point ( C) 39 >160


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Table 6.2 VARIABLE PARAMETERS IN EXPERIMENT SETUP

Fuel Pure diesel, B5, B10, B20, B30

Compression ratio 13,14,15,16,17,18

Load% 14, 28, 42, 57, 71, 85

Engine

spesification

Engine 1 cylinder, 4 stroke, water cooled,

stroke 110 mm, bore 87.5 mm.

Diesel mode: Power 3.5 KW , CR

range 12:1-18:1 , Speed 1500 rpm ,

Injection variation 0-25 Deg BTDC

Dynamometer Type eddy current, water cooled,

with loading unit

Rotameter Engine cooling 40-400 LPH;

Calorimeter 25-250 LPH

Piezo sensor Combustion: Range 5000 PSI, with

low noise cable

Diesel line: Range 5000 PSI, with

low noise cable

Crank angle sensor Resolution 1 Deg, Speed 5500

RPM with TDC pulse

Temperature sensor Type RTD, PT100 and

Thermocouple, Type K

Load sensor Load cell, type strain gauge, range

0-50 Kg

Software Enginesoft Engine performance

analysis software

Fuel tank Capacity 15 lit, Type: Duel

compartment with fuel metering

pipe of glass


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CHAPTER VII

RESULTS AND DISCUSSION


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7. RESULT & DISCUSSION

7.1 OBSERVATION

Following data is obtained from experiments conducted on VCR setup

At CR 18

B5

LOAD (kg) BSFC (kg/kWh) BTE (%)

3 0.66 13.32

6 0.43 20.49

9 0.33 26.81

12 0.29 30.19

15 0.28 30.94

18 0.15 60.16

B 10


3 0.60 14.62

6 0.40 22.15

9 0.33 26.95

12 0.30 29.78

15 0.27 32.00

18 0.28 31.15

B 20


3 0.60 14.696 0.41 21.67

9 0.33 26.60

12 0.29 29.84

15 0.29 30.60


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18 0.29 29.86

B 30

LOAD (kg) BSFC (kg/kWh) BTE (%)3 0.57 15.39

6 0.35 24.96

9 0.30 29.35

12 0.27 32.07

15 0.26 34.30

18 0.25 35.63

DIESEL

LOAD (kg) BSFC (kg/kWh) BTE ()

3 0.64 13.79

6 0.39 22.42

9 0.34 25.50

12 0.29 30.22

15 0.08 105.67

18 0.28 31.18

Table 7.1 OBSERVATIONS OF VARIOUS BLENDS AT CR 18

CR 15

B 5


3 0.90 9.82

6 0.46 19.12

9 0.32 27.29

12 0.33 27.04

15 0.30 29.10


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18 0.35 25.43

B 10


3 0.81 10.90

6 0.48 18.42

9 0.34 25.71

12 0.32 27.23

15 0.32 27.26

18 0.37 23.65

B 20


3 0.64 11.43

6 0.42 19.43

9 0.32 25.59

12 0.30 26.93

15 0.31 27.96

18 0.34 24.10

B 30


3 0.72 12.26

6 0.42 20.92

9 0.34 25.64

12 0.31 28.50

15 0.31 28.36

18 0.33 26.37


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DIESEL


3 0.967 8.66 0.530 15.7

9 0.390 21.3

12 0.341 24.3

15 0.335 .24.7

18 0.397 20.9


AT CR 13

B 5


3 0.90 7.01

6 0.46 15.36

9 0.32 21.59

12 0.33 25.65

15 0.30 25.89

18 0.35 22.87

B 10


3 0.81 10.90

6 0.48 18.42

9 0.34 25.71

12 0.32 27.23

15 0.32 27.26

18 0.37 23.65


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B 20

LOAD (kg) BSFC (kg/kWh) BTE ()3 1.02 9.19

6 0.52 18.47

9 0.34 27.61

12 0.35 26.63

15 0.35 26.45

18 0.46 20.53

B 30


3 0.98 9.01

6 0.53 16.70

9 0.39 22.77

12 0.34 25.94

15 0.34 25.59

18 0.43 20.25

DIESEL


3 0.98 0.066

6 0.53 0.131

9 0.39 0.188

12 0.34 0.223

15 0.34 0.229

18 0.43 0.197



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7.2 Performance parameters.

7.2.1 Brake specific fuel consumption

Graphs of the brake specific fuel consumption (Bsfc) as a function of % load

obtained on palm diesel (Bio-diesel) blends and Diesel fuel at compression ratios of 13,

15 and 18 have been shown in graphs 1, 2, 3.

From graph the brake specific fuel consumption (BSFC) decreases as the load on

the engine increases for all type of fuel combinations. The possible reason may be that, at

lower loads, significant proportion of the fuel inducted through the intake does not burncompletely due to lower quantity of pilot fuel, Low cylinder gas temperature and lean

fuel air mixture. Another reason may be that at higher load, the cylinder wall temperature

is increased, which reduces the ignition delay, due to which the combustion improves and

fuel consumption reduces.

At compression ratio of 13, the bsfc of the fully loaded engine for Diesel fuel is

.42kg/kW h, whereas that of B5 (.38), B10 (.41) showed a bsfc decrease by 9.5% and

2.3% respectively. The reason may be due to presence of inherent oxygen dominating

over lower NCV for better combustion. The bsfc of blend B20 (.46) and B30 (.43)

showed a bsfc increase of 9.5% and 2.3% respectively. However, beyond B10, the lower

NCV is the dominating factor over inherent oxygen presence.


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Fig 7.1 Variation of BSFC with percentage of load of palm oil biodiesel blends at

Compression Ratio 13, 15, 18.

0.2

0.4

0.6

0.8

1

1.2

10 20 30 40 50 60 70 80 90

BSFC,(kg/kwh)

LOAD , %

CR 13

B 5

B 10

B 20

B 30

DIESEL

0.2

0.4

0.6

0.8

1

1.2

10 20 30 40 50 60 70 80 90

BSFC,(kg/kwh)

LOAD, %

CR 15

B5

B 10

B 20

B 30

DIESEL

0.25

0.3

0.35

0.4

0.45

0.5

0.55

0.6

0.65

0.7

0 20 40 60 80 100

BSFC,(kg/kwh)

LOAD, %

B 5

B 10

B 20

B 30

DIESEL

CR 18


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At compression ratio 15, the bsfc of Diesel fuel is obtained as 0.397 kg/kWh. The

fuel blends B5 (.35), B10 (.37), B20 (.37) and B30 (.33) have low bsfc compared to that

of Diesel fuel by 11.8%, 6.8%, 6.8%, and 16.8% respectively at equivalent maximum

loads.

The lower bsfc can be related, reasonably, to the higher amounts of oxygen

present in the considered blends. Fuel based oxygen, because of its indigenous property,

accelerates reactions from within the extremely fuel rich spray patterns themselves,

leading to more complete combustion at this compression ratio.

At the compression ratio of 18, the bsfc of Diesel fuel is obtained as .28 kg/kWh.

The fuel blends B5, B10 has the same bsfc as that of diesel and B20 (.29) an increase inbsfc of about 3.5% and B30(.25) decrease by 12% to that of Diesel fuel.

7.2.2 Brake Thermal Efficiency

Graphs of the Brake Thermal Efficiency (BTE) as a function of % load obtained

on palm diesel (bio-diesel) blends and Diesel fuel at compression ratios of 13, 15 and 18

have been shown in graphs 4, 5, 6.

In all cases, it increases with an increase in load. This can be attributed to

reduction in heat loss. It is noticed that after a certain limit of load, the thermal efficiency

trend is reversed and it starts decreasing as a function of the concentration of blend.

The BTE of the VCR engine, in general, reduced with the increasing concentra-

tion of bio-diesel in the blends. However the mean BTE of B10 is rather slightly higher

than that of pure HSD, though the difference was not significantly significant. This

could be attributed to the presence of increasedamount of oxygen in B10, which might

have resulted in its improved combustion as compared to pure diesel.


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Fig 7.2 Variation of Brake thermal efficiency (BTE) with percentage of load of palm oil

Biodiesel blends at Compression Ratio 13, 15, 18

0.05

0.1

0.15

0.2

0.25

10 20 30 40 50 60 70 80 90

BTE

LOAD, %

CR 13

B 5

B 10

B 20

B 30

DIESEL

0

0.05

0.1

0.15

0.2

0.25

0.3

10 20 30 40 50 60 70 80 90

BTE

LOAD, %

CR 15

B 5

B 10

B 20

B 30

DIESEL

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0 20 40 60 80 100

BTE

LOAD, %

B 5

B 10

B 20

B 30

DIESEL

CR 18


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The mixing of bio-diesel in diesel oil yields good thermal efficiency curves. The

highest value of BTE using HSD is 31.18% whereas it is 31.24%, 31.15%, 29.86% and

35.63% in case of B5, B10, B20 and B30 respectively, which in each case is grater than

that obtained using HSD except for B20. All these are obtained at CR 18 and at full load

conditions. This could be attributed to better burning of biodiesel blends partly due tofavourable conditions inside the cylinder at those engine settings and also due to presence

of extra oxygen in biodiesel as compared to diesel.

At CR 15, the thermal efficiency of the engine is improved by increasing

concentration of the bio-diesel in the blend with thermal efficiency of pure diesel, B5,

B10, B20, and B30 being 20.87%, 25.43%, 23.65%, 24.10% and 26.37% respectively.

The possible reason for this is the additional lubricity provided by bio-diesel. The highest

is observed with B30. The molecules of bio-diesel (i.e. methyl ester of the oil) containsome amount of oxygen, which takes part in the combustion process.

At CR 13, the highest thermal efficiency of the engine is observed with B5, and

later decreased improved by increasing concentration of the bio-diesel in the blend. The

thermal efficiency of pure diesel, B5, B10, B20, and B30 being 19.7%, 22.87%, 21.68%,

20.53% and 20.25% respectively with the reason similar to that at CR15 with B5 being

highest.


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7.3 EMISSION PARAMETERS

7.3.1Carbon Monoxide (CO):

Fig 7.3Comparison of Emission of CO for Pure Diesel and blends at varying CR

The comparison of emission of carbon monoxide for diesel and biodiesel blends is

shown. Carbon monoxide occurs in the engine exhaust, as a product of incomplete

combustion due to insufficient amount of air or insufficient time in the cycle complete

combustion. In diesel engine combustion takes place normally at higher A/F ratio,

therefore sufficient oxygen is available to burn all the carbon in the fuel fully to CO2. It

is observed that CO emission of B30 at maximum load is negligible at compression ratios

of 18, 17, 16, and 14 and minimal at CR 13 of 0.06% of volume compared to diesel of

0.10% This decrease may be because of higher oxygen content in biodiesel which causes

the complete combustion.

0

20

40

60

80

100

120

140

18 17 16 15 14 13

PPM

CR

CO

B 5

B 10

B 20

b 30

DIESEL


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7.3.2 Unburned Hydro Carbons (HU)

Fig 7.4Comparison of Emission of HU for Pure Diesel and blends at varying CR

Comparison of emission of unburned hydrocarbon of diesel and biodiesel blends

is shown. The emission of unburnt hydrocarbons of blends was considerably less

compare to diesel at high compression ratios. The % of emission of blend B5 is the least

at all compression ratios. At compression ratio 18, at full load the emission of

hydrocarbon of diesel and blends were 48 ppm and 26 ppm respectively. The higher

cetane number of biodiesel and oxygen availability of fuel is responsible for this

decrease.

0

10

20

30

40

50

60

18 17 16 15 14 13

PPM

CR

HU

B

B

B

B

di


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7.3.3 Nitrogen Oxide (NOx)

Fig 7.5Comparison of Emission of NOx for Pure Diesel and blends at varying CR

The emission of nitrogen oxide for diesel and biodiesel blends is shown in graph.

The emission of nitrogen oxide decreases with decrease in compression ratio because

these emissions are highly dependent on combustion temperature, along with the

concentration of oxygen present in combustion products. At all compression ratios the %

of NOx emission from blends is less compared to pure diesel except at compression ratio

of 17 and 16. The amount of NOx produced for B20 is at compression ratio of 18 is

889ppm, whereas in case of diesel fuel is 941ppm.

0

200

400

600

800

1000

18 17 16 15 14 13

PPM

CR

NOX

B 5

B 10

B 20

30 b

diesel


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7.3.4 Particulate matter

Fig 7.6Comparison of Emission of Particulate Matter for Pure Diesel and blends

at varying CR

Particulate matter was found to decrease as when using B5 as engine fuel in

comparison to diesel fuel. The mass of emission increases with decrease in compression

ratio. The particulate matter of all blends is less when compared to pure mineral diesel

with B30 nearly being equal to diesel at all compression ratios.

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

18 17 16 15 14 13

K/M

CR

K PER M

B

B

B

B

d


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CHAPTER VIII

CONCLUSIONS


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8. CONCLUSIONS

Among compression ratio of 13, 15 and 18 lowest bsfc is observed with B5, B30

and B30 respectively, a decrease by 9.5%, 16.8% and 12% respectively compared

to diesel.

Maximum Brake thermal efficiency is observed for B30 at almost all % of loads

at compression ratio 15 and 18 an increase by 26.35 % and 14.27% and B5 has

highest Maximum Brake thermal efficiency at all % of loads at CR 13, an

increase of 16% compared to diesel.

From the overall analysis, the blend B10 shows the overall optimum performancecompared to other blends in all the performance parameters like brake thermal

efficiency, brake specific fuel consumption and engine exhaust.

PPM Values of CO, HU, NOx and particulated matter emissions from the engine

exhaust are observed to be in within the limits.

8.1 FUTURE SCOPE:

From the experiments carried by us we have found that blends of biodiesel can get

the BSFC and BTE near to the diesel and also there is reduction in the pollution

compared to diesel

Hence we can expect there will be evolution in replacement of Diesel with

Biodiesel as an alternate source.


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3. CenkSayin*, MetinGumus, Impact of compression ratio and injection parameters

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4. L. Labecki, A. Cairns, J. Xia, A. Megaritis, H. Zhao, L.C. Ganippa, Combustion

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