RE PR PRINCE CHAPTER 01.doc

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CHAPTER 1

Introduction

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1.1. INTRODUCTION:

The world is presently confronted with the twin crises of fossil fuel depletion and

environmental degradation. Indiscriminate extraction and lavish consumption of

fossil fuels have led to reduction in underground-based carbon resources. The

search for alternative fuels, which promise a harmonious correlation with

sustainable development, energy conservation, efficiency and environmental

preservation, has become highly pronounced in the present context.

At present the world is highly dependent on petroleum fuels for generating power,

vehicle movement, agriculture and domestic useable machinery operation and for

running the different industries. With technological progress and improvement of

living standard of the people the demand of the petroleum fuel increases

simultaneously. But the reserves of the petrolium fuels are decrease day by day.

For this reason, the price of the petroleum is also increasing day by day and use of

the petroleum fuel in engine produces harmful products which pollutes the

environment. Due to the above reason, we search the renewable alternative fuels,

which can meet the locally demand. Vegetable oil is the alternative fuel which can

produce in any local area.

Many researchers have shown that using raw vegetable oils for diesel engines can

cause numerous problems. Vegetable oils have increased viscosity, low volality,

cold flow properties and cetane number causes injector cocking, piston ring

sticking, fuel pumping problem and deposit on engine. For this reason the

vegetable oil could not use direct in engine in place of conventional diesel.

However the above limitation can be greatly minimized by converting the

vegetable oil into ester through esterification which is named as bio-diesel.

Biodiesel has significant potential for use as an alternative fuel in compression–

ignition (diesel) engines. It is technically competitive with conventional,

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petroleum–derived diesel fuel and requires no changes in the fuel distribution

infrastructure. Biodiesel is a renewable, environmentally friendly substitute for

petrodiesel fuel. It is produced from vegetable oils, animal fats, waste cooking oils

and other fats. Normally, it can be used in existing diesel engines without anyexpensive alteration. Biodiesel can also be added to petrodiesel to create a

biodiesel blended with favorable performance attributes and environmental

benefits roughly proportional to the biodiesel fraction. Moreover, biodiesel is non-

toxic, safe, biodegradable and reduces the emission of many harmful compounds

associated with the combustion of petrodiesel. Biodiesel is produced from

domestically sourced plant oil or waste oil fats. To switch from petrodiesel to

biodiesel decreases dependence on foreign petroleum, reduces net greenhouse gas

emissions, and provides tangible benefits for the domestic economy.

The potential benefit and economic justification for biodiesel is driven by a

supportive national policy i.e. a clear national renewable energy policy that gives a

financially beneficial mandate to produce and use biodiesel. The limited supply of

fossil fuels and increasing level of environmental consciousness suggests that

additional incentives and mandates are likely in the future.

The conventional diesel produce the hazardous emission like carbon-di

oxide(CO2),carbon mono oxide(CO) sulfer-di-oxide (SO2) nitrogen-di-oxide(NO2),

particulate matter(PM10), unburned hydrocarbon(UBHC), 1,3 butadiene, visible

smoke(CH2CHCHCH2),noise and odor.

Bio-diesel is biodegradable. They do not contain any sulfur, benzene group. As a

result the products of combustion of the bio-diesel do not produce sulfer-di-oxide

(SO2) & butadiene. The main advantages of using bio diesel in diesel engines can

reduce carbon-di-oxide (CO2) emissions.

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Due to wide variation in climate, soil condition etc. different countries look upon

different vegetable oils as potential substitute of the diesel fuel. For examples,

Malaysia is searching the feasibility of palm oil for diesel fuel substitute; in Russia

and Australia experiment has been carried on the rapeseed oil. Bangladesh is anunder developing country. It’s energy demand increasing day by day. The annual

demand of diesel fuel in our country is about 37 million liters. For this demand we

totally dependent on foreign countries and large amount of foreign currencies is

spent to import the diesel fuel.

The total amount of edible oil produces in our country can not meet the domestic

demand, substantial amount of edible vegetable oil is imported every year to meet

the demand and the price of vegetable oil is greater than that diesel fuel. So there

is no chance of to use to use the edible vegetable oil as feed stock for bio-diesel.

But none edible vegetable oil like Jatropha Curcus seeds oil, cotton seed oil and

neem oil etc. can be used as feed stock for bio-diesel.

At present 100 percent bio-diesel is not used in place of diesel fuel to run the

engine, because 100 percent bio-diesel causes significant reduction of brake

thermal efficiency, higher specific fuel consumption& excessive NOx formation.

This problem can be greatly minimized by using diesel bio-diesel blend. The most

widely used blends are B10 (10 % bio, 90 % diesel) & B20 (20 % bio, 80 %

diesel). Diesel bio-diesel doesn’t cause significant increase of NO x & reduction of

brake thermal efficiency. Mean while the other performance parameter of the

engine is like as net diesel fuel.

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1.2. TYPES OF FUELS:

Any material, which produces heat when it is burnt, is termed as fuel. Normally

fuel is classified into their groups according to their physical state.

1. Gaseous fuel:- Gaseous fuel consists of natural gas, producer gas, blast

furnace gas, coal gases etc.

2. Solid fuel:- Various solid fuels are used are wood, coal, including

bituminous coal, anthracite coal and peat coal.

3. Liquid fuel:- Fuels in the liquid state including petroleum and its

derivatives such as gasoline, kerosene, diesel and vegetable oil.

Liquid fuel (petroleum and its derivatives) are widely used in Bangladesh for the

following purpose:-

1. For power generation

2. For industrial operation and other purposes

3. For domestic purpose.

The present source of fuel used in IC engine is gasoline and diesel increase day by

day. Vegetable oil presents a promising alternative to diesel oil, since they are

renewable and produced in rural areas where there is an acute need for modern

form of energy. Vegetable oils have always had their advocates ever since the

advent of IC engine.

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1.3. REAREARCH BACK GROUND:

The use of vegetable oil as fuel for diesel engine is not new. Dr. Rudolph used

peanut oil to fuel one of his engines at Paris exposition of 1900.

After the Second World War, the limited resource of conventional fuels, High

price and energy crises have sent the scientist’s world wide scrambling on a search

of alternative fuels.

After the 1973 oil embargo, it is very important to study the alternative source of

fuel for diesel engines because of the concern over the availability and the price of

the petroleum based fuels. The present source of fuel used in IC engine and diesel

will deplete with in 40 years if consumed at an increasing rate estimated to be of

the order of 3% per annum. For this reason engineer should under take research

work for several renewable sources of energy.

In Bangladesh, Diesel is primarily used for transportation, Agriculture and Electric

power generation. Diesel is scarce and costlier and hence there is a need to

preserve diesel for automotive and agriculture uses only. For power generation

alternative fuels should be available for its primary uses. Sustaining the demand

country has to face a big amount of import bill for crude oil. In the fuel

technology.

In Bangladesh Diesel is primarily used for transportation, agriculture and electric

power generation. Now-a-days cost of Diesel increase rapidly. So we need to

preserve diesel for automotive and agriculture uses only. For power generation

alternative fuels should available for its primary uses and also the use of

alternative fuel decrease the demand of conventional diesel.

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There are several possible alternative sources of fuels. These are vegetable oils,

alcohol such methanol and ethane; hydrogen gases such as CNG, LPG; hydrogen

producer gas etc. Among them, vegetable oil presents a promising alternative to

diesel oil. The vegetable oil is renewable and easy to cultivation in rural areaswhere there is an acute need for modern forms of energy.

The choice of the vegetable oil for diesel engine fuel naturally depends upon the

local conditions and the production of vegetable is very simple because it is an

agricultural country, it can be made quite economical. The auto ignition properties

of vegetable oils are almost the same those of diesel fuels and hence can be used in

diesel engines with little or no engine modification. However some problems are

faced when we use vegetable oil as alternative fuels in diesel engine. These

problems can be minimized by the modification of vegetable oil.

In present investigation ethyl alcohol, sunflower oil, neem oil, cotton seed oil

mustard oil are used. They can be grown in domestic field. In the present time the

market price of those vegetable fuel are higher than the Jatropha Curcus oil,

which is establish in INDIA. Jatropha Curcus can play an important role in our

country if it can be inspire among the people.

1.4. LITERATURE REVIEW:

Rudolph Diesel wanted to build an engine with the highest possible compression

ratio. He introduced fuel only when combustion was desired and allowed the fuel

to ignite on its own in the hot compressed air. Diesel’s engine achieved efficiency

higher than that of the Otto engine and much higher than that of the steam engine.

It also eliminated the trouble-prone electric-spark ignition system. Diesel received

a patent in 1893 and demonstrated a workable engine in 1897. Today, diesel

engines are classified as “compression-ignition” engines, and Otto engines are

classified as “spark-ignition” engines.

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Diesel’s motivation was not only to improve efficiency but also to bring the

benefits of powered machinery to smaller companies. Steam engines were so large

that only the biggest firms could afford them, and Diesel wanted to enable smaller

firms to compete against larger, steam-powered firms. He used peanut oil as thefuel for his demonstration engines at the 1900 World’s Fair and thought that oils

from locally grown crops would be used to power his engines.

The early 20th century saw the introduction of gasoline-powered automobiles. Oil

companies were obliged to refine so much crude oil to supply gasoline that they

were left with a surplus of distillate, which is an excellent fuel for diesel engines

and much less expensive than vegetable oils. On the other hand, resource depletion

has always been a concern with regard to petroleum, and farmers have always

sought new markets for their products. Consequently, work has continued on the

use of vegetable oils as fuel.

Early durability tests indicated that engines would fail prematurely when operating

on fuel blends containing vegetable oil. Engines burning vegetable oil that had

been transesterified with alcohols, however, exhibited no such problems and even

performed better by some measures than engines using petroleum diesel. The

formulation of what is now called biodiesel came out of those early experiments.

The energy supply concerns of the 1970s renewed interest in biodiesel, but

commercial production did not begin until the late 1990s. The National Biodiesel

Board reported production of 500,000 gallons in 1999 and 6.7 million gallons in

2000.

Vegetable oil has attracted attention as a potential renewable resource for the

production of an alternative for petroleum-based diesel fuel. Various products

derived from vegetable oils have been proposed as an alternative fuel for diesel

engines, including neat vegetable oil, mixtures of vegetable oil with petroleum

diesel fuel, and alcohol esters of vegetable oils. Alcohol esters of vegetable oils

appear to be the most promising alternative. Vegetable oils are triglycerides

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[glycerin esters] of fatty acids; alcohol esters of fatty acids have been prepared by

the transesterification.

The emergence of transesterification can be dated back to as early as 1846 whenRochieder described glycerol preparation through ethanolysis of castor oil (Fermo,

1954). Since that time alcoholysis has been studied in many parts of the world.

Other researchers have also investigated the important reaction conditions and

parameters on the alcoholysis of triglycerides, such as fish oils, soybean, rapeseed,

cottonseed, sunflower, safflower, peanut and linseed oils to produce ethyl and

methyl esters (Chancellor and Rauback, 1985; Clark et al., 1984). They also

prepared methyl and ethyl esters from palm and sunflower oils using NAOH as the

catalyst.

Lago et al. (1985) proposed the use of ethanol for both the oil extraction and the

esterificaticn process. Clark et al. (1984) transesterified soybean oils into ethyl and

methyl esters, and compared the performances of the fuels with diesel. DuPlessis

and DeVilliers (1985) have produced both methyl and ethyl esters of degummed

sunflower oil using NAOH catalyst. Stem et al. (1986) worked on a process with

at least two esterifications. The first esterification was catalyzed by an acidic

chemical and the second by an alkali.

Detailed literature reviews concerning the production and use of AEVO have been

given by Peterson et al. (1991) and Bam et. al. (1991). Previous publications

reported the use of methyl, ethyl, and butyl alcohols for the transesterification of

rape oil, sunflower oil, cottonseed oil, peanut oil, soybean oil, and palm oil to

produce methyl, ethyl, butyl esters. The transesterifications were enhanced by the

use of potassium hydroxide, sodium hydroxide, sodium methoxide, or sodium

ethoxide as a catalyst. Alcohol esters of fatty acids have surprisingly good

emission characteristics; the emissions of methyl esters of winter rape [MEWR]

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gave significantly lower total particulates and lower polynuclear aromatic

hydrocarbons than diesel fuel.

The use of neat vegetable oil, mixture of vegetable oil and other components, andalcohol esters of vegetable oils [AEVO] has been under study at the University of

Idao since 1979. Peterson et al. (1991) have given a complete description of the

process for the production of the methyl ester of winter rape [MEWR].

Research at the University of Idao has been focused on alcohol esters of vegetable

oils because vegetable oils are a renewable energy resource. Earlier work has

concentrated on methyl esters. The next logical steps are the use of ethanol rather

than methanol and consequently produce the ethyl esters of vegetable oils. Ethanol

can be produced from agricultural renewable resources, thereby attaining total

independence from petroleum- based alcohols

Zhang et. al. (1988) has shown that the methyl ester of high erucic acid rapeseed

oil (MEWR) performs similarly to diesel in both short and long term engine tests.

However, cloud points and pour points of vegetable oil esters are known to be

much higher than diesel fuel and are much more susceptible to problems when

used in cloud weather.

Fatty acid esters have surprisingly good emissions characteristics. Mittelbach et al.

(1985) found that emissions of two different methyl ester fuels derived from

rapeseed oil gave significantly lower total particulates and lower polynuclear

aromatic hydrocarbons than diesel fuel. However, combustion of methyl ester

fuels produced higher levels of NOx emissions and aldehyde emissions than did

diesel fuel. Similar results have been reported by Gayer et al. (1984), Mills and

Howard (1983) and Feldman (1988). Additional long term engine tests, cold

starting tests, and studied of gaseous emissions are needed before vegetable oil

fuels can be commercialized. Both engine modification and fuel medication have

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potential for enhancing engine heat release rates and further reducing exhaust

emissions.

Transesterification of vegetable oils with ethyl alcohol and methyl alcohol to

produce ethyl esters and methyl esters has been the topic of several University of Idaho graduate thesis including Jo (1984), Madasen (1985), Melville (11987),

Mosgrove (1987) and Carnigal (1989). In each of thesis, the literature reviews

have reported investigations of the tranesterification of several oils to produce

methyl and ethyl esters; fish oil, soybean, sunflower, cottonseed, peanut and

linseed oils have been transesterified. These transesterification studies have

concentrated on optimizing the reaction variables of temperature, agitation time,

ratio of alcohol to vegetable oil and type of reaction rate enhancing agent.

Nye and Southwell (1983) investigated the effects of several important reaction

parameters on the methanolysis of rapeseed oil. They reported finding successful

conditions at room temperature by systematically optimizing the other operating

variables. They identified the main variables as catalyst type, catalyst

concentration, oil/alcohol ratio and stirring rate. They found that one percent

NaOH or KOH was an effective reaction rate enhancer at room temperature, a 60-

minute reaction time was allowed. It was determined that a 6:1 molar ratio of

methanol to oil gave the best conversion. They also found that the rate of reaction

is satisfactory if the stirring action is vigorous with some slashing.

Nye and Southwell (1983) extended their work on transesterification of rapeseed

oil to produce the methyl ester in a bench-scale operation. They transesterified 25-

litre (6.6 gallon) batches of oil in an enclosed stainless steel cylindrical drum

which was equipped with a 4-inch diameter propeller driven by a 1/3 horsepower

electric motor. Rapeseed oil was added to a solution of 1% sodium hydroxide (by

weight relative to oil) dissolved in 6 molar equivalents of dry methanol. The

solution was stirred with splashing for one hour at 240C. The mixture was allowed

to separate into two phases: one phase is rich in glycerin and unreacted methanol,

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the other phase is rich in glycerin and unreacted methanol. The ester phase was

washed three times with water equal to half the volume of ester to remove

methanol and potassium compounds. The ester was then dried over anhydrous

calcium chloride and filtered.

University of Idaho workers Jo (1984), Madasen (1985), Melville (1987) and

Mosgrove (1987) followed the work of Nye and Southwell (1983). They studied

effect of temperature, rate of stirring, KOH concentration, reaction rate and degree

of conversion. Their results confirmed those of Nye and South well (1983). Based

on their bench-scale results, a small pilot-plant procedure was developed for

production of methyl ester of rapeseed oil. They produced the ester for large scale

laboratory testing and small scale commercial use.

1.5. OBJECTIVES:

1. Preparation of bio-diesel from Non-edible vegetable oil.

Here Jatropha Curcus oil is selected.

2. Determination of properties of diesel & different diesel bio-diesel blends.

3. Determination of carbon deposit for various injection pressures with

diesel and diesel-bio-diesel blends.

4. Performance and emission study of a diesel engine with diesel & diesel-

bio-diesel blends.

a) BMEP determination with diesel and diesel-bio-diesel blends.

b) BSFC determination with diesel and diesel-bio-diesel blends.

c) Brake thermal efficiency determination with diesel and diesel-bio-diesel

blends.

d) Comparison of NO x, CO, noise level & particulate emissions of a diesel

engine with diesel fuel and diesel bio-diesel blends.

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1.6. SCOPES AND LIMITATIONS OF BIODIESEL:

1.6.1. The advantage of biodiesel:

# Bio Diesel is the most valuable form of renewable energy that can be used

directly in any existing, unmodified diesel engine.

# Energy Independence: Considering that oil priced at $60 per barrel has had

a disproportionate impact on the poorest countries, 38 of which are net importers

and 25 of Which import all of their oil; the question of trying to achieve greater

energy independence one day through the development of biofuels has become

one of ‘when’ rather than ‘if,’ and, now on a near daily basis, a biofuels

programme is being launched somewhere in the developing world.

# Smaller Trade Deficit: Rather than importing other countries’ ancient

natural resources, we could be using our own living resources to power our

development and enhance our economies. Instead of looking to the Mideast for oil,

the world could look to the tropics for biofuels. producing more biofuels will save

foreign exchange and reduce energy expenditures and allow developing countries

to put more of their resources into health, education and other services for their

neediest citizens.

# Economic Growth: Biofuels create new markets for agricultural products

and stimulate rural development because biofuels are generated from crops; they

hold enormous potential for farmers. In the near future—especially for the two-

thirds of the people in the developing world who derive their incomes from

agriculture.

Today, many of these farmers are too small to compete in the global market,

especially with the playing field tilted against them through trade distorting

agricultural subsidies. They are mostly subsistence farmers who, in a good year,

produce enough to feed their families, and in a bad year, grow even poorer or

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starve. But biofuels have enormous potential to change this situation for the better.

At the community level, farmers that produce dedicated energy crops can grow

their incomes and grow their own supply of affordable and reliable energy.

At the national level, producing more biofuels will generate new industries, new

technologies, new jobs and new markets.

# Cleaner Air: Biofuels burn more cleanly than gasoline and diesel. Using

biofuels means producing fewer emissions of carbon monoxide, particulates, and

toxic chemicals that cause smog, aggravate respiratory and heart disease, and

contribute to thousands of premature deaths each year.

# Less Global Warming: Biofuels contain carbon that was taken out of the

atmosphere by plants and trees as they grew. The Fossil fuels are adding huge

amounts of stored carbon dioxide (CO2) to the atmosphere, where it traps the

Earth's heat like a heavy blanket and causes the world to warm. Studies show that

biodiesel reduces CO2 emissions to a considerable extent and in some cases all

most nearly to zero.

# Safe for handling and storage: Bio-diesel is extremely safe to store. It has

a flash point of over 3000F whereas petroleum diesel has a flash point of around

1250F. Storage and handling requirements are virtually the same as for diesel

storage, except that copper, brass, lead, tin and zinc storage container should be

avoided. Because corrosion may take place

# Bio-diesel is nontoxic, biodegradable. It reduces the emission of harmful

pollutants (mainly particulates) from diesel engines (80% less CO2 emissions,

100% less sulfur dioxide) but emissions of nitrogen oxides (precursor of ozone)

are increased.

# Bio-diesel has a high cetane number (compared to only 40 for diesel fuel).

Cetane number is a measure of a fuel's ignition quality. The high cetane numbers

of bio-diesel contribute to easy cold starting and low idle noise.

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# The use of bio-diesel can extend the life of diesel engines because it is

more lubricating and, furthermore, power output are relatively unaffected by bio-

diesel.

Other advantages:

# Bio Diesel is the most valuable form of renewable energy that can be

used directly in any existing, unmodified diesel engine.

# Bio Diesel fuel and can be produced from oilseed plants such as rape

seeds, sunflower, canola and or JATROPHA CURCAS.

# Bio Diesel is environmental friendly and ideal for heavily polluted

cities.

# Bio Diesel is as biodegradable as salt

# Jatropha Bio Diesel provides a 90% reduction in cancer risks.

# Bio Diesel can be used alone or mixed in any ratio with mineral oil

diesel fuel. The preferred ratio if mixture ranges between 5 and 20% (B5 - B20)

# Bio Diesel is cheaper then mineral oil diesel

# Bio Diesel is conserving natural resources

# Significant lubricity

# Lower particulate matter emission

1.6.2. They have some limitation:

1. Neat vegetable oils are unable to use in the engine.

2. Not economic. Price of bio-diesel is higher than that of conventional

diesel

3. Bio-diesel increased NOX formation.

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http://www.jatrophworld.org/

http://www.jatrophworld.org/



CHAPTER 2 About Jatropha Curcus

2.1. Botanical Features:

It is a small tree or shrub with smooth gray bark, which exudes a whitish colored,

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watery, latex when cut. Normally, it grows between three and five meters in

height, but can attain a height of up to eight or ten meters under favourable

conditions.

2.1.1. Leaves: :

It has large green to pale-green leaves, alternate to sub-opposite, three-to five-

lobed with a spiral phyllotaxis.

2.1.2. Flowers:

The petiole length ranges between 6-23 mm. The inflorescence is formed in the

leaf axil. Flowers are formed terminally, individually, with female flowers usually

slightly larger and occurs in the hot seasons. In conditions where continuous

growth occurs, an unbalance of pistillate or staminate flower production results in

a higher number of female flowers.

2.1.3. Fruits:

Fruits are produced in winter when the shrub is leafless, or it may produce several

crops during the year if soil moisture is good and temperatures are sufficiently

high. Each inflorescence yields a bunch of approximately 10 or more ovoid fruits.

A three, bi-valved cocci is formed after the seeds mature and the fleshy exocarp

dries.

2.1.4. Seeds:

The seeds become mature when the capsule changes from green to yellow, after

two to four months.

2.1.5. Flowering and fruiting habit:

The trees are deciduous, shedding the leaves in the dry season. Flowering occurs

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during the wet season and two flowering peaks are often seen. In permanently hu-

mid regions, flowering occurs throughout the year. The seeds mature about three

months after flowering. Early growth is fast and with good rainfall conditions

nursery plants may bear fruits after the first rainy season, direct sown plants after the second rainy season. The flowers are pollinated by insects especially honey

bees.

2.1.6. Ecological Requirements:

Jatropha curcas grows almost anywhere , even on gravelly, sandy and saline soils.

It can thrive on the poorest stony soil. It can grow even in the crevices of rocks.

The leaves shed during the winter months form mulch around the base of the

plant. The organic matter from shed leaves enhance earth-worm activity in the soil

around the root-zone of the plants, which improves the fertility of the soil.

Regarding climate, Jatropha curcas is found in the tropics and subtropics and likes

heat, although it does well even in lower temperatures and can withstand a light

frost. Its water requirement is extremely low and it can stand long periods of

drought by shedding most of its leaves to reduce transpiration loss. Jatropha is also

suitable for preventing soil erosion and shifting of sand dunes.

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

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Jatropha Curcas is resistant to drought and can be planted even in the

desert climates, and it thrives on any type of soil, grows almost anywhere;

in sandy, gravelly and saline soils.

Jatropha needs minimal input or management.

Jatropha has no inspect pests it is not browsed

by cattle or sheep.

Jatropha Curcas can survive long periods of

drought.

Jatropha Propagation is easy.

Jatropha Curcas growth is rapid; forms a thick

live hedge after only a month's planting.

Jatropha Curcas starts yielding from the second

year onwards and continues for 40 years.

The Meal after extraction an excellent organic manure

(38%Protien N:P:K ration 2.7:1.2:1).

Jatropha Curcas quickly establishes itself and will produce seeds round the

year if irrigated.

Other than extracting Bio diesel from Jatropha Curcas plant, the leaf and the

bark are used for various other industrial and pharmaceutical uses.

Localized production and availability of quality fuel restoration of degraded

land over a period of time.

Approximately 31 to 37 % of oil extracted from the Jatropha Curcas seed. It

can be used for any diesel engine without modification.

2.3. THE PRODUCTIVE PLANTATION OF JATROPHA

CURCAS:

The practices being undertaken by the Jatropha growers currently need to be

scientifically managed for better growth and production. The growth and yield

of Jatropha could be improved through effective management practices.

The key factors that can influence the oil yield of Jatropha Curcas are:

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http://www.biodieseltoday.com/whybiodiesel.htm

http://www.biodieseltoday.com/whybiodiesel.htm



1. Climate

2. Quality of the soil

3. Irrigation

4. Weeding5. Use of fertilizer

6. Crop density

7. Genotype

8. Use of pesticide

9. Inter-cropping

The most suitable tree specie

1- Cultivation

2- Fruits

3a- Seeds

3b- Kernels

3c- Oil

2.4. Chemical composition of jatropha curcus:

[www.novodboard.com] 1) Moisture: 6.20%

2) Protein: 18.00%

3) Fat: 38.00%

4) Carbohydrates: 17.00%

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5) Fiber: 15.50%

6) Ash: 5.30%

The oil contain is 35-40% in the seeds and 50-60%in the kernel. The oil contains21%saturated fatty acids and 79% unsaturated fatty acids. There are some

chemical demants in the seeds which are poisonous and sender the oil not

appropriate for human consumption.

The results of chemical analysis of jatropha curcus oil show that

[www.novodboard.com]

1) Acid value 38.2

2) Saponification value 195.0

3) Iodine value 101.7

4) Viscosity,cp 40.4

Fatty acids consumption [www.novodboard.com]

1) Palmitic acid% 4.2

2) Stearic acid% 6.9

3) Oleic acid% 43.1

4) Linoleic acid% 34.3

5) Other acids% 1.4

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CHAPTER 3

Introduction to bio-diesel preparation

3.1. VEGETABLE OIL IN BANGLADESH:

In our country various kinds of vegetable oils are available. They are listed bellow:

a) Sunflower oil

b) Rape seed oil

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c) Caster oil

d) Soybean oil

e) Coconut oil

f) Palm oilg) Linseed oil

h) Sesame oil

i) Ground nut oil

j) Corn oil

k) Safflower oil

But we use the non edible vegetable oil Jatropha Curcus oil for producing

Biodiesel. Because it contain about 35 percent oil from its seeds.

3.2. BIODIESEL:As its name suggests biodiesel is a fuel oil derived from biological sources.

Mainly these are vegetable oils and recycled cooking greases or oils, and it is

aviable alternative to traditional petro-diesel for fuelling diesel engines. It has

other uses, for example in heating boilers, but our main concern is its use in cars

and other motor vehicles. As a motor fuel, it may be used 100% pure (in

compatible engines) or combined with petro-diesel in proportions as low as 2%.

Although on combustion it releases greenhouse gases (mainly, but not only, CO2)

it is described as carbon-neutral, since it is derived indirectly from living plant

sources. It is argued that the plants absorb essentially the same amount of these

gases during the growing stage and this is in stark contrast to fossil-based fuels.

The benefits of biodiesel exceed its carbon-neutral property and some of the other advantages are identified below. Biodiesel can also be manufactured from animal

oils and greases for which the arguments are different. However, if these oils and

greases are normally discarded then taking them out of the waste stream and

converting them to a fuel has obvious, substantial environmental benefits. First

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let's briefly see how it is manufactured then identify some limitations before

identifying its main advantages.

Bio-diesel is an eco-friendly, alternative diesel fuel prepared from domestic

renewable resources i.e. vegetable oils (ediable or non- ediable oil) and animal

fats. These natural oils and fats are made up mainly of triglycerides. These

triglycerides when reacted chemically with lower alcohols in presence of a catalyst

result in fatty acid esters. These esters show striking similarity to petroleum

derived diesel and are called "Bio-diesel". As India is deficient in edible oils, non-

edible oil may be material of choice for producing bio diesel . For this purpose

Jatropha curcas considered as most potential source for it. Bio diesel is produced

by transesterification of oil obtains from the plant.

3.3. DIFFERENT METHODS TO PREPARE BIODIESEL:

3.3.1. Methods:

Vegetable oils are extracted from crude oil. There crude oil usually contains

free fatty acids (FFA), water, sterols, phospholipids, odorants and impurities.

24



Vegetable oils can cause numerous problems in diesel engines. Vegetable oils

increased viscosity, low volatility and poor cold flow properties. They lead to

severe engine deposits, injector coking, piston ring sticking, etc. Bio-diesel

may be produced by following four ways:

1. Pyrolysis.

2. Micro emulsification.

3. Dilution.

4. Transesterification

3.3.1.1. Pyrolysis

Pyrolysis refers to a thermal degradation of vegetable oils by heat in absence of

oxygen, which results in the production of alkanes, alkenes, alkadienes, carboxylic

acids, aromatics and small amount of gaseous products. Depending on the

operating condition, the pyrolysis process can be divided into three subclasses: a)

Conventional pyrolysis b) Fast pyrolysis c) Flash pyrolysis. The pyrolysis product

has lower viscosity, flash point and pour point than diesel fuel and equivalent

calorific values. The cetane number of the pyrolysis product is lower. The

pyrolysis oil contains acceptable amount of sulfur, water, sediment but

unacceptable amount of ash and carbon residue. According to many researches

pyrolysis produces more biogasoline than bio-diesel.

3.3.1.2. Micro-emulsification

25



The formation of micro emulsification is one of the potential solutions for solving

the problem of vegetable oil viscosity. Micro-emulsification is defined as

transparent, thermodynamically stable colloidal dispersion. The droplet diameters

in micro emulsions range from 100 to 1000A0. A micro emulsion can be made of vegetable oils with as ester and dispersant (co-solvent) or of vegetable oils, an

alcohol and a surfactant and a cetane improver, with or without diesel fuel. Water

(from aqueous ethanol) may also be present in order to use lower proof ethanol,

thus increasing water tolerance of the micro-emulsions. Micro emulsions are

classified as non-ionic or ionic, depending on the surfactant present. Micro

emulsions containing, for example, a basic nitrogen compound are termed ionic

while those consisting, for example, only of a vegetable oil, aqueous ethanol, and

another alcohol, such as 1-butanol, are termed non-ionic. Non-ionic micro

emulsions are often referred to as detergent less micro emulsions, indicating the

absence of a surfactant. Viscosity-lowering additives were usually with C1-

3alcohols length while longer- chain alcohols and alkyl amines served as

surfactants. N-Butanol (CN 42) was claimed to be the alcohol most suitable for

micro emulsions, giving micro emulsions more stable and lower in viscosity than

those made with methanol or ethanol. Micro emulsions with hexanol and an ionic

surfactant had no major effect on gaseous emissions or efficiency. Emulsions were

reported to be suitable as diesel fuels with viscosities close to that of neat DF.

3.3.1.3. Dilution

Dilution of vegetable oils can be accomplished such materials as diesel fuels,

solvent or ethanol. The viscosity of oil can be lowered by blending with pure

ethanol. 25 parts of sunflower oil and 75 parts of diesel were blended as diesel

fuel. The viscosity was 4.88 cst at 313 k, while the maximum specified ASTM

value is 4.0 cst at 313k. This mixture was not suitable for long term use in a direct

injection engine. Another study was conducted by using the dilution technique on

the same frying oil. The addition of 4% ethanol to D2 fuel increases the brake

26



thermal efficiency, brake torque and brake power, while decreasing the brake

specific fuel consumption. Since the boiling point of ethanol is less than that of D2

fuel, it could assist the development of the combustion process through an

unburned blend spry.In our project Transesterification process is used to prepare biodiesel from

Jatrpha Curcus oil.

3.3.1.4. Transesterification

Transesterification is the process of using an alcohol (e.g. methanol, ethanol or

butanol), in the presence of a catalyst, such as sodium hydroxide or potassium

hydroxide, to break the molecule of the raw renewable oil chemically into methyl

or ethyl esters of the renewable oil, with glycerol as a by product.

Transesterification of vegetable oil:

Fig1: Transesterification of fatty acid and typical chain structure of fatty

acid methyl ester

The conversion of component TGs to simple alkyl esters (transesterification) with

various alcohols reduces the high viscosity of oils and fats. Base catalysis of the

transesterification with reagents such as sodium hydroxide is preferred over acid

catalysis because the former is more rapid. Transesterification is a reversible

reaction. The transesterification of soybean oil with methanol or 1-butanol

proceeded with pseudo-first order or second order kinetics, depending on the

27



molar ratio of alcohol to soybean oil (30:1 pseudo-first order, 6:1 second order;

NaOME catalyst) while the reverse reaction was second order.

Methyl esters are the most “popular” esters for several reasons. One reason is thelow price of methanol compared to other alcohols. Generally, esters have

significantly lower viscosities than the parent oils and fats. Accordingly, they

improve the injection process and ensure better atomization of the fuel in the

combustion chamber. The effect of the possible polymerization reaction is also

decreased. The advantages of alkyl esters were noted early in studies on the use of

sunflower oil and its esters as DF . Another advantage of the esters is possibly

more benign emissions, for example, with the removal of glycerol (which is

separated from the esters) the formation of undesirable acrolein may be avoided,

as discussed above. These reasons as well as ease and rapidity of the process are

responsible for the popularity of the transesterification method for reducing the

viscosity-related problems of vegetable oils. The popularity of methyl esters has

contributed to the term “bio-diesel” now usually referring to vegetable oil esters

and not neat vegetable oils. The reaction parameters investigated were molar ratio

of alcohol to vegetable oil, type of catalyst (alkaline vs. acidic), temperature,

reaction time, degree of refinement of the vegetable oil, and effect of the presence

of moisture and free fatty acid. Although the crude oils could be transesterified,

ester yields were reduced because of gums and extraneous material present in the

crude oils.

Besides sodium hydroxide and sodium methoxide, potassium hydroxide is another

common transesterification catalyst. Both NaOH and KOH were used in early

work on the transesterification of rapeseed oil. Recent work on producing bio-

diesel (suitable for waste frying oils) employed KOH. With the reaction conducted

at ambient pressure and temperature, conversion rates of 80 to 90% were achieved

within 5 minutes, even when stoichiometric amounts of methanol were employed.

28



In two steps, the ester yields are 99%. It was concluded that even a free fatty acid

content of up to 3% in the feedstock did not affect the process negatively and

phosphatides up to 300 ppm phosphorus were acceptable. The resulting methyl

ester met the quality requirements for Austrian and European bio-diesel withoutfurther treatment. In a study similar to previous work on the transesterification of

soybean oil, it was concluded that KOH is preferable to NaOH in the

transesterification of safflower oil the optimal conditions were given as 1 wt-%

KOH at 69±10C with a 7:1 alcohol: vegetable oil molar ratio to give 97.7% methyl

ester yield in 18 minutes.

A successful transesterification reaction produces two liquid phases: ester and

crude glycerin. Crude glycerin has heavier liquid, will collect at the bottom after

several hours of settling. Phase separation can be observed within 10 min and can

be complete with in 2h of settling. Complete settling can take as long as 20 h.

Transesterification

Crude Biodiesel Seperation

Jatropha Oil

GlycerinPure Biodiesel

B100

Methyle Alcohol

(Driver)KOH

(Catalyst)

Biodiesel Manufacturing Process

Transesterification Of Jatropha Oil

3.4. The reason for which Transesterification process is selected:

29



1) To lower the density.

2) To lower the viscosity.

3) To increase cold flow properties of the oil.

3.5. Preparation of bio-diesel:

Requirement

1) 1 liter of jatropha curcas oil

2) 200 ml of methanol (99+%pure)

3) Lye catalyst- 3.5 grams NaOH

4) Blender machine

5) Measuring beakers for methanol & oil

6) Thermometer

7) Heater

1 liter of vegetable oil is poured into a bowl. After put it on the heater & let to

heat. The vegetable oil is heated up to 70 0C. Then the heated oil is allowed to

decrease it temperature 55 0C. In this time, check the blender to create a good seal.

All of the parts in the blender clean & dry with cloth.

Measure out 200 ml of methanol and pour it into the half-litre HDPE container via

the funnel. Methanol also absorbs water from the atmosphere so do it quickly and

replace the lid of the methanol container tightly.

After that NaOH add as lye catalyst into the container where methanol is already

exists. After adding the two chemical the container shaking a few times. Swirled it

round rather than shaking it up & down. The mixtures produce heat when NaOH

completely dissolved in the methanol, formed sodium methoxide.

After completion the process oil poured in the blender & and also sodium

methoxide put into the blender. After that the mixture blending about 20 minutes.

During blending blender was covered with wetted cloth.

30



Then crude biodiesel is taken into a 2 liter pet bottle and allowed to keep 24 hours.

Darker-colored glycerine by-product will collect in a distinct layer at the bottom of

the bottle, with a clear line of separation from the pale liquid above, which is the

biodiesel.

Fig3.1: Heated Fig3.2: Blender Fig3.3: B-100 Fig: Jatropha

Jatropha oil oil

3.6. Washing of bio-diesel:

Bio-diesel should be washed to remove soap, catalyst and other impurities. After

separating the oil and glycerin 1/3 times of water of bio-diesel is mixed with bio-

diesel and stirred well. During this stirring a white cloudy substance is formed at

the bottom of the pot. Carefully this cloudy liquid is separate and heated the oil at

1000C to evaporate the excess amount of water.

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

31



It is estimated that cost of bio-diesel production by transesterifications process of

oil obtained from Jatropha Curcus seed oil will be slightly higher than that of

conventional diesel fuel. 1liter vegetable oil will be needed to obtain 1(one) liter

bio-diesel. After transesterifications the amount of by-product in from of glycerinis up to 0.40 ml after cost analysis the following result is found.

Cost of 1 litter Jatropha oil = 22 Tk

Cost of 200ml (20%volm)methanol = 110 Tk

Cost of 3.5(0.5%wt) Na(OH) = 2 Tk

Cost of manure = (-)75 Tk

Cost of raw glycerin = (-)10 Tk

Net cost of 1 liter bio diesel = 49 Tk

The cost will be reduced substantially when it will be used in large scale. The seed

waste may be used as good fertilizer. In considering whole situation the use of

Jatropha Curcus seed oil bio-diesel is economically feasible and economic optionin comparison with conventional diesel fuel.

3.8. Storage of Bio-diesel:

Pure plant oils are completely harmless to the environment, especially the

groundwater. However, esterification of vegetable oil increases its water hazard.

As a general rule blends of bio-diesel and petroleum diesel should be treated like

petroleum diesel. It is recommended to store bio-diesel in clean, dry and approved

tanks. Though the flash point of bio-diesel is high, still storage precautions

somewhat like that in storing the diesel fuel need to be taken bio-diesel can be

stored for long periods in closed containers with little headroom but the container

must be protected from direct sunlight, low temperature and weather.

32



Underground storage is preferred in cold climates but is stored in open proper

insulation; heating and other equipment should be installed. B20 fuel can be stored

in tanks, above ground depending on the pour point and cloud points of the blend.

Low temperature can cause bio-diesel to gel. Additives can be used for lowtemperature storage and pumping. The bio-diesel its blends should be stored at

temperatures at least 150C higher than the pour point of the fuel. While splash

blending the bio-diesel, care should be taken to avoid very low fuel temperatures

as the saturated compounds can crystallize and separate out to cause plugging of

fuel lines and filters. Condensation of water in the tank should be avoided as

hydrocarbon-degrading bacteria and mold can grow and this use bio-diesel as

food. Bio-diesel and its blends are susceptible to growing microbes when water is

present in fuel. Biocides, chemicals that kill bacteria and molds growing in fuel

tank, can be added in small concentration. Biocides do not remove sediments.

Moreover, storage of bio-diesel in old tanks can release accumulated deposits and

slime and can cause very severe filter and pump blockage problem. For long term

storage stability of bio-diesel and blends adequate data are not available. Based on

experience so far it is -recommended that bio-diesel can be store up to a maximum

period of 6 months. Some anti-oxidant additives are also used for longer periods of

storage. Similar periods are applicable for storage of bio-diesel and its blends in

vehicle fuel tank. Due to being a mild solvent, bio-diesel has a tendency to

dissolve the sediments normally encountered in old tanks used for diesel fuel and

these cause filter blockage, injector failures in addition to clogging of fuel lines.

Brass, copper, zinc etc oxidizes diesel and bio-diesel fuels and create sediments.

The fuel and fitting will start changing color as the sediments are formed. Storage

tank made of aluminum, steel etc should be used.

3.9. Handling of Bio-diesel:

33



As a general rule blends of bio-diesel and petroleum diesel should be treated like

petroleum diesel. Bio-diesel, vegetable methyl esters, contains no volatile organic

compounds that can give rise to poisonous or noxious fumes. There is no aromatic

hydrocarbon (benzene, toluene, and xylene) or chlorinated hydrocarbons. There isno lead or sulfur to react and release any harmful or corrosive gases. However, in

case of bio-diesel blends significant fumes released by benzene and other

aromatics present in the base diesel fuel can continue. On contact with eye, bio-

diesel may cause irritation to eye. Safety glasses or face shields should be used to

avoid mist or splash on face and eyes. Fire fighting measures to be followed as per

its fire hazard classification. Hot fuel may cause burn. German Regulations on

water hazard classification classify products either as NWG (non hazardous to

water) or WGK 1, WGK 2 and WGK 3 with increasing water hazard. Both bio-

diesel and methanol are classifies as WGK 1. The glycerin also falls under same

classification. There is no risk of explosions from vapors of bio-diesel as the flash

point is high and the vapor pressure is less than 1 mm Hg. Large bio-diesel spills

can be harmful. Bio-diesel, while not completely harmless to the larvae of

crustacea and fish, is less harmful than petroleum diesel fuel. Bio-diesel methyl

esters have very low solubility in water (saturation concentration of 7 ppm in sea

water and 14 ppm in fresh water at 170C) compared to petroleum diesel that

contain benzene, toluene, xylene and other more water soluble, highly toxic

compounds. However, when the bio-diesel is vigorously blended into water, the

methyl esters form a temporary emulsion of tiny droplets that appear to be harmful

to the swimming larvae. The half- life for biodegradation of vegetable methyl ester

is about 4 days at 170C, about twice fast as petroleum diesel. In the laboratory

tests, rapeseed methyl eater degraded by 95% while the diesel fuel degraded only

40% at the end of 23 days. Any accidental discharge/ spill of small amounts of

bio-diesel should have little impact on the environment compared to petroleum

diesel, which contain more toxic and more water-soluble aromatics. Nonetheless,

the methyl esters could still cause harm. EPA still considers spills of vegetable oils

34



and animal fats as harmful to the environment. Spilling bio-diesel in water is as

illegal as spilling petroleum. Bio-diesel need to be handled like any other

petroleum fuels and laws should be reviewed to ensure that bio-diesel is covered

in the same class, if not included already. When biocides are used in the fuel tank to kill bacteria, suitable handling precautions like use of gloves and eye protection

is must. One must check if the laws on disposal of petroleum products are

applicable to bio-diesel also. Similarly check if Laws for spill prevention and

containment action for those who produce or store bio-diesel exists. Discharge of

animal fats and vegetable oil are order of magnitude less toxic than petroleum

discharge, do not create carcinogenic compounds and, are really biodegradable by

bacteria thus minimizing physical impact on environment. Nevertheless, extreme

discharges of animal fats, vegetable oils and bio-diesel can cause negative impact

on aquatic life.

35



CHAPTER 4

Experimental Setup

&

Procedure of Experimentation

36



4.1. Experimental set up:

In this experiment a single cylinder water-cooled, 4-stroke; DI diesel engine(specification shown in table 1) is used for performance and emission testing. A

Test bed engine (specification shown in table 3) is also used to determine the

carbon deposit in various injection pressures. A Sound level meter is used to

determine the engine noise. The specifications of this engine and equipment are

shown in Table 4. The experiment was conducted with conventional diesel fuel &

Jatropha Curcus biodiesel blends. The RPM was measured directly from the

tachometer attached with the dynamometer. The outlet and exhaust temperatures

of cooling water were measured directly from the thermometer attached to the

engine. The fuel injection timing was set at 24°BTDC (before top dead center).

The exhaust gases including NOx, CO, were measured with a portable digital gas

analyzer (IMR 1400), which specification shown in table 2. The data of exhaust

emissions were taken from the end of the exhaust pipe of the engine. The engine

speed was kept fixed at a constant speed. An inclined water tube manometer,

connected to the air box (drum) was used to measure the air pressure. Fuel

consumption was measured by a burette attached to the engine fuel. A stopwatch

was used to measure fuel consumption time for every 10 cc fuel. The engine was

electrically loaded. The engine noise was measured by a sound level meter dB.

when the engine running a constant speed. In test bed engine, the carbon deposit is

measured on the nozzle tip for various injection pressures.

4.2. TEST PROCEDURE

The engine was first run at load 22.24 N by varying rpm from 600 to 1200 rpm

and maximum efficiency is obtained at 900 rpm. Now the engine is operated about

30 minute with diesel fuel so that the engine became sufficiently warm up. The

engine was run at the fixed rpm (900) and loads were varied from 0 N to 86.74 N.

37



Each time corresponding data of exhaust gas temperature, emission, fuel

consumption were measured and noted. The volumetric blending ratio of bio-

diesel to diesel fuel was set at 10% & 20%.A gas analyzer was used to measure

the exhaust gas emission. The specification of gas analyzer is shown in table 2.

4.3. DI Diesel Engine Specifications

Table 1: Engine specifications

Engine type 4-stroke DI diesel engine

Number of cylinders One

Bore x Stroke 80 x 110 mm

Swept volume 553 cc

Compression ratio 16.5:1Rated power 4.476Kw@1800 rpm

Fuel injection pressure 14 MPa (at low speed, 900 to 1099

rpm)

20 MPa (at high speed, 1100 to 2000

rpm)

Fuel injection timing 240 BTDC

4.4. Gas analyzer specifications

Table 2: Analyzer specifications

Items Description

38



Power supply 230V / 50-60 Hz.

Charging time Fill charge 625h. Operating time 8h state of charge

is displayed

Fuels Light oil, natural gas, town gas, coal gas, liquid

gas.Printer Thermo printer, 58 mm wide paper roll.

Gas probe Heated probe with PTC resistor temperature 650C

cone. Thermocouple NiCrNi.

Gas hose 3 way hose, length 3.5m.

Memory Buffered.

Sensor 3 portable sensor; CO, NOX, O2.

Air probe Integrated current sensor.

Condensate trap Bulb type manually emptied.

Dust filter Cellpor-filter, 4 micron.Dimension 430 X 290 X 190 mm.

Weight 7.5 kg.

Operating Temperature -100C bic to 400C.

Storage temperature -200C bic to 500C.

Fig 4.1: Gas analyzer

4.5. Principal technical specification (Test bed engine):Table 3: Test bed engine specifications

ITEMS SPECIFICATION

Model S195

Type Single cylinder, 4-stroke, horizontal type

39



Cylinder bore x Piston stroke 95mm X 115mm

1-hour rated output 13.2 h.p./2000 rpm

12-hour rated output 12 h.p./2000 rpm

Compression ratio 20:1

B.M.E.P at 12-hour rated output 650 KPa

SFC at 12-hour rated output Not greater than 251

Type of cooling Water

Type of starting Hand cranking

Maximum Brake horsepower 150

Overall Dimensions (L x W x H) 814mm x 480mm x 618mm

Net Weight 145 Kg

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

Table 4: Sound Level Meter specifications

Accuracy Sound level meter IEC 651, BS 5969 and ANSI S 1.4.In

there type 2 category DIN 45 634 Filter IEC 225, BS2475 and ANSI S 1.11.

Ranges 30-70 dB, 60-100 dB and 90-130 dB

Measuring limits Seri noise lees than 25 dB (A) or less than 40 dB

(Flat).135 dB absolute maximum.

40



Time weightings 17 mm (0.67 inch) electret condenser type.

Display dB (A) Flat or 8 octave band 63-8 Hz. Plus 31.5 Hz low

band and 16 KHz high band.

Frequency Response 47 mm (1.9 inch) meter movement covering 40 dB

dynamic ranges.

Microphone: Flat ,Slow and Impulse as per standards

Batteries 3x 6 F22 (Or equivalent) 2 for sound level meter and one

for calibrator.

Temperature range 10 to +50 0C operational, -15 to +60 0C storage.

Humidity range 30% to 90% for I 0.5 dB.

Electromagnetic

Interference

< MSD for 400A/M.

Vibration Interference < 62 dB (Flat) for 1 m/sec/sec

Dimensions 235 mm x 75 mm x 5 mm (9.2 inch x 3 in x 2.1 inch)

Weight 425 g (15 oz)

41



CHAPTER 5Introduction to the properties of bio-diesel

5.1. PROPERTIES OF BIODIESEL FUEL

The engine performance greatly depends upon the chemical reaction between

induced air and fuel in the combustion chamber, which permits the release of heat

energy. For this reason a fuel should possess a number of properties for reliable

engine performance. Bio-diesel also should have these properties for using it

diesel engines. The main properties affecting engine operation are:

5.1.1. Cetane Index

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

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

42



affects a number of engine performance parameters like combustion, stability,

drive ability, white smoke, noise and emissions of CO and HC. Biodiesel has

higher cetane number than conventional diesel fuel. This results in higher

combustion efficiency and smoother combustion. No correlation was found between the specific gravity and the cetane number of various biodiesel. It is

important to note that Cetane Index, commonly used to indicate the ignition

characteristics of diesel fuels, does not give correct results for biodiesel. Hence

Cetane Index is not specified and a cetane number test is necessary. Even for a

biodiesel blend, cetane index is not applicable as it does give a correct

approximation of cetane number of the blend.

5.1.2. Absolute Viscosity

In addition of lubrication of fuel injection system components, Fuel viscosity

controls the characteristics of the injection from the diesel injector (droplet size,

spray characteristics etc.). The viscosity of methyl esters can go to very high levels

and hence, it is important to control it within an acceptable level to avoid negative

impact on fuel injection system performance. Therefore, the viscosity

specifications proposed are same as that of the diesel fuel.

5.1.3. Density

Density means mass per unit volume. In SI unit it is expressed in kg per cubic

meter or gram per cubic centimeter.

Density,)(

)(3

cmVolume

gmmass= ρ

Generally density of a bio-diesel fuel is slightly higher than the conventional

diesel fuel.

5.1.4. Specific gravity:

43



Specific gravity is defined as the ratio of the density of a substance to the density

of water under constant temperature and volume.

5.1.5. Heating value

Heating value or calorific value of a fuel is the magnitude of the heat of reaction atconstant volume at a standard temperature (usually 250C) for the complete

combustion of unit mass of fuel. Complete combustion means that all carbon is

converted into CO2, all hydrogen is converted into H2O, and any sulfur present is

converted into SO2. Higher heating value of a bio-diesel varies between 38 to 44.5

MJ/kg.

Table 5: Properties of diesel & biodiesel.

A* measured by authors

B** .http://www.treeoilsindia.com/products.htm

Properties Neat biodiesel Ordinary diesel

A* B**

Density [gm/cc] 0.881 0.88 0.86

Kinematic viscosity*[cSt]@30ºC

4.50 4.84 2-6

Heating value [MJ/kg] 40.5 41 44

Cetane index 51.3 52 48

44



CHAPTER 6 Introduction to Engine Emissions

6.1. EMISSIONS MEASUREMENT:

A wide range of emissions measurements were made to thoroughly characterize

fuel and lubricant effects. Regulated emissions including total hydrocarbons

(THC), carbon monoxide (CO), nitrogen oxides (NOX), particulate matter (PM),

and carbon dioxide (CO2), were measured from diluted exhaust in every test.

Instrumentation used included a heated flame ionization analyzer (HFIA) for

THC, non-dispersive infrared analyzers for CO and CO2, and a chemiluminescent

analyzer for NOX. Particulate was measured using 90 mm Pall flex filtration of

45



double diluted exhaust gas following 40 CFR Part 86, Subpart N protocols.

Hydrocarbon speciation was also performed on selected proportional bag samples

of diluted exhaust using the three GC Auto/Oil procedure, which quantifies C1 to

C12 hydrocarbons, including aldehydes, ketenes, and alcohols.Additional analyses were performed on selected tests. Particulate phase polycyclic

aromatic hydrocarbons (PAH) were determined by analysis of extracts of

particulate collected on 20x20-inch Pall flex filters. Gas phase PAH compounds

were determined from samples collected on polyurethane foam (PUF) filters. PAH

species were identified and quantified using a quadruple GC/MS operated in

selected ion monitoring mode. PAH results were not available in time for

publication, and will be reported in a future paper.

6.2. Sulfate emissions:

Neat biodiesel contains no sulfur and so sulfur emissions are significantly less for

biodiesel blend compare with conventional diesel. The residual sulfate can be

attributed to emissions of lubricating oil. Sulfate comprises roughly 1-2% of total

PM for certification diesel. Because PM from fuel combustion is much lower for

biodiesel, sulfate as a fraction of total PM is higher, in 3-4% range. As expected,

there is no difference in the sulfate emission for biodiesel from different sources.

6.3. Engine Problems with Neat Vegetable Oil:

We know from the recent reference that the neat oils gave satisfactory engine

performance and power output, often equal to or even slightly better than

conventional diesel fuel. But vegetable oils cause engine problems. Vegetable oil

causes some problem in fuel noted coking of injector nozzles, sticking piston

rings, crankcase oil dilution, lubricating oil contamination. By the studing of other

authors these problems were confirmed. The causes of these problems were

attributed to formation of engine deposits as well as the low volatility and high

46



viscosity with resulting poor atomization patterns. The engine problems have

caused neat vegetable oils to be largely abandoned as alternative DF and lead to

the research on the aforementioned four solutions.

6.4. Emissions of esters:Generally, most emissions observed for conventional diesel fuel are reduced when

using esters. NOx emissions are the exception. In an early paper reporting

emissions with methyl and ethyl soyate as fuel, it was found that CO and

hydrocarbons were reduced but NOx were produced consistently at a higher level

than with the conventional reference diesel fuel. The differences in exhaust gas

temperatures corresponded with the differences in NOx levels. Similar results

were obtained from a study on the emissions of rapeseed oil methyl ester. NO x

emissions were slightly increased, while hydrocarbon, CO, particulate and PAH

emissions were in ranges similar to the diesel fuel reference. As mentioned above,

the esters emitted less aldehyde than the corresponding neat rapeseed oil.

Unrefined rapeseed methyl ester emitted slightly more aldehydes than the refined

ester, while the opposite case held for PAH emissions. A 31% increase in

aldehyde and ketone emissions was reported when using rapeseed methyl ester asfuel, mainly due to increased acrolein and formaldehyde, while hydrocarbons and

PAHs were significantly reduced, NOx increased slightly, and CO was nearly

unchanged. The study on PAH emissions, where also the influence of various

engine parameters was explored, found that the PAH emissions of sunflower ethyl

ester were situated between diesel fuel and the corresponding neat vegetable oil.

Reduced PAH emissions may correlate with the reduced carcinogenity of

particulates when using rapeseed methyl ester as fuel. The general trend on

reduced emissions except NOx was confirmed by later studies, although some

studies report little changes in NOx. In a DI engine, sunflower methyl ester

produced equal hydrocarbon emissions but less smoke than a 75:25 blend of

sunflower oil with diesel fuel. Using a diesel oxidation catalyst (DOC) in

47



conjunction with soy methyl ester was reported to be a possible emissions

reduction technology for underground mines. Soy methyl esters were reported to

be more sensitive towards changes in engine parameters than conventional DF.

48



CHAPTER 7Results & discussions

7.1. The effect of biodiesel combustion on carbon deposit to the

injection nozzle tip:

Here the engine was run for about 3 hours with both neat diesel fuel & with

biodiesel blends. After that the injection nozzle was disconnected & found the

weight difference which gives the solid carbon deposit.

In this experiment only the nozzle was investigated. The nozzle was initially

disconnected from the engine. After cleaning the nozzle, the weight is measured

and nozzle is connected to the engine. The engine was run about three hours by

49



using neat diesel. Then engine was stopped and allow cooling the engine. After

cooling, the injector was disconnected and clears the sides, the photograph of

nozzle tip was taken and weight is measured. The amount of carbon deposit is

calculated form the difference of two weights of injector. Similarly, the photographs of nozzle tip were taken by using B-10 & B-20 blends and the carbon

deposit is calculated by repeating the process. Three Photographs are shown below

corresponding in figures7.1, 7.2 & 7.3 .From photographs, it is seen that the

nozzle tip of diesel looks blacker than that of B-10 & B-20 and the photograph of

nozzle tip for B-20 is clearer than that for B-10 blends.

50



Fig7.1: Carbon deposit of neat Fig7.2: Carbon deposit for

Diesel on nozzle tip B-10

0

10

20

30

40

50

60

B-20B-10

Neat

diesel

W e i g h t d i f f e r e n c e ( m g )

Fuel

Fig7.3: Carbon deposit of Fig7.4: The changed of weight

B-20 on nozzle of nozzle

The effect of biodiesel combustion on carbon deposit to the cylinder head:

Here the engine was very for about 1 hour with both neat diesel fuel & with

biodiesel blends. In this experiment only the cylinder head was investigated. Then

engine was stopped and allow cooling the engine. After cooling, the cylinder head

51



was disconnected and photograph of cylinder head was taken similarly, the

photographs of cylinder head were taken by using B-10 & B-20 blends. Three

Photographs are shown below corresponding in figures7.5, 7.6 & 7.7 .From

photographs, it is seen that the cylinder head of diesel looks blacker than that of B-10 & B-20 and the photograph of cylinder head for B-20 is clearer than that for B-

10 blends.

Fig7.5: Cylinder head for Neat diesel Fig7.6 Cylinder head for B-10

Fig7.7: Cylinder head for B-207.2. PERFORMANCE & EMISSION STUDY WITH NEAT

DIESEL & DIESEL BIO-DIESEL BLENDS:

7.2.1. Effect of Injection pressure on Carbon deposit:

52



6.0 7.5 9.0 10.5 12.0 13.5

0

10

20

30

40

50

60

Neat Diesel

B-10

B-20

C a r b o n d e p o s i t ( m g )

Injection pressure (MPa)

Fig7.2.1: Effect of Injection pressure on Carbon deposit for different fuels

Figure 7.2.1 demonstrates that, the carbon deposit for neat diesel and Jatropha

biodiesel blends. Here the volumetric percentages of jatropha biodiesel to diesel

fuel are set at 10& 20.

It is seen from the Figure that carbon deposit of neat diesel on the injector is

decreased, as the injection pressure is increased. This due to the fact that with the

increase is injection pressure good atomization occurs which leads the better air-

fuel mixing. As a result better combustion occurs in the combustion chamber.

It is seen from the above Figure that carbon deposit of jatropha biodiesel blends on

the injector tip is lower than that of the usual diesel fuel. The reduction of carbon

deposit with jatropha biodiesel blend might be better combustion due to the presence of oxygen in fuels molecular structure.

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

53



0 10 20-20

0

20

40

60

80

100

120

140

6.89 MPa

10.34 MPa

13.79 MPa

C a r b o n d e p o s i t ( m g )

% of Bio-diesel

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

Fig.7.2.2 shows carbon deposits on injector tip at same injection pressure with

respect to percentage of biodiesel. This graph is the rearrangement of fig 7.2.1.. It

is seen from the Figure that carbon deposit of Jatropha biodiesel blends on the

injector tip is lower than that of the usual diesel fuel. The reduction of carbon

deposit with Jatropha biodiesel blend might be better combustion due to the

presence of oxygen in fuels molecular structure.

7.2.3. Effect of injection pressure on NOX emission:

54



6.0 7.5 9.0 10.5 12.0 13.5

1618

20

22

24

26

28

30

32

Neat diesel

B-10

B-20

N O

X

( p p m )


Fig7.2.3: Comparison of NOX emission with different fuels at 1500 rpm

Fig7.2.3. shows that with increase of injection pressures the amount of NOX is

increase. NOX emissions are a function of combustion temperature. The higher the

heat of combustion, the greater the NOX emissions. Due to biodiesel molecule

contains more oxygen than diesel fuel, the heat of combustion is slightly higher.

From fig7.2.3. Demonstrate that with increase of injection pressures the amount of

NOX is increased due to good atomization which leads to the better combustion &

higher combustion temperature. The figure also shows that amount of NOX is more

for biodiesel blends with compare to the neat diesel due to the more percentage of

oxygen presence in biodiesel blends molecular.

7.2.4. Effect of injection pressure on CO emission:

55



6.0 7.5 9.0 10.5 12.0 13.515

20

25

30

35

40

45

50

55

Neat Diesel

B-10

B-20

C O

( p p m )


Fig7.2.4: Comparison of CO emission with different fuels at 1500 rpm

It is known that the biodiesel molecule contains more oxygen than diesel fuel; the

heat of combustion is slightly higher. From fig7.2.4.demonstrate that with increase

of injection pressures the amount of CO is decrease due to good atomization

which leads to the better combustion in the engine cylinder. The figure also shows

that the amount of CO decrease for biodiesel blends with compare to the neat

diesel due to the more percentage of oxygen presence in biodiesel blends

molecular.

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

56



600 800 1000 1200

6

8

10

12

14

16

18

Load 22.24 N

B r a k e t h e r m a l e f f i c i e n c y ( % )

Speed (rpm)

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

Figure7.2.5 shows the brake thermal efficiency of the engine increases with

increase of engine rpm at constant load (22.24 N). After reaching the maximum

value efficiency then goes to decrease. This is due to the fact that, initially with the

increases of engine rpm the torque produced by the engine increase, hence the

efficiency also increases. But at higher rpm (>900) more amount of fuel is injected

into the engine cylinder per cycle & due to higher engine speed these fuel doesn’tget sufficient & time to burn completely which reduce the efficiency of the engine.

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

57



0 1 2 3 4 5 6

0

5

10

15

20

25

Neat diesel

B-10

B-20

B

r a k e t h e r m a l e f f i c i e n c y ( % )

BMEP (bar)

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

blends

This Figure7.2.6. Illustrates variation of brake thermal efficiency with engine load

with diesel & diesel bio-diesel blended fuels. It presents that the efficiency of

engine increases with the increase in engine load and after reaching maximum

value, efficiency then decreases with the increase of load because from the

equation of brake thermal efficiency it can be found that with the increase in

engine load the engine torque increases which increases the thermal efficiency of

the engine. At higher load more amount of fuel is injected into the engine cylinder

which is not completely burned. It causes higher bsfc and low brake thermal

efficiency. The figure also shows that efficiency of diesel bio-diesel blends is

lower than that of net diesel. This drop in efficiency is due to the poor volatility,

higher viscosity & higher density of bio-diesel.

7.2.7. Effect of engine load on Brake thermal Efficiency at 900 rpm:

58



0.0 1.5 3.0 4.5 6.0 7.50

5

10

15

20

25

30

Neat diesel

B-10

B-20

B r a k e t h e r m a l e f f i c i e n c y ( % )

BMEP (bar)

Fig7.2.7: Variation of brake thermal efficiency with engine load for neat

diesel & diesel-bio-diesel blends

This Figure 7.2.7 illustrates the variation of brake thermal efficiency with BMEP

for neat diesel and diesel bio-diesel blends. Here it is found that brake thermal

efficiency decreases with the increase BMEP & reaches to minimum value. After

reaching minimum value it again increases with the increase of BMEP. The reason

for the nature brake thermal efficiency with the increasing order BMEP are

illustrated in fig 7.2.6.

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

59



1 2 3 4 5 60.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

Neat diesel

B-10

B-20

b s f c ( K g / K W / h r )

BMEP (bar)

Fig7.2.8: Variation of Brake specific fuel consumption with engine load

for neat diesel & diesel-bio-diesel blends

This Figure 7.2.8: illustrates the variation of brake specific fuel consumption with

BMEP for neat diesel and diesel bio-diesel blends. Here it is found that brake

specific fuel consumption decreases with the increase BMEP & reaches to

minimum value. After reaching minimum value it again increases with the

increase of BMEP. The cause is, with the increase in BMEP the time for an

amount of fuel consumption increase but with the increase in BMEP the brake

power of the engine increases. As a result the brake specific fuel consumption

decreases. The bsfc for same amount of power production, for bio-diesel is slightlygreater than that of conventional diesel fuel. This is due to the poor volatility,

higher viscosity, higher density and lower calorific value of bio-diesel.

7.2.9. Effect of engine load on Brake specific fuel consumption at 900 rpm:

60



1 2 3 4 5 6 7 80.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

Neat diesel

B-10

B-20

b s f c ( K g / K W / h r )

BMEP (bar)

Fig 7.2.9: Variation of Brake specific fuel consumption with engine load

for neat diesel & diesel-bio-diesel blends.

This Figure 7.2.9 illustrates the variation of brake specific fuel consumption with

BMEP for neat diesel and diesel bio-diesel blends. Here it is found that brake

specific fuel consumption decreases with the increase BMEP & reaches to

minimum value. After reaching minimum value it again increases with the

increase of BMEP. The reason for the nature bsfc with the increasing order BMEP

are illustrated in fig 7.2.8.

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

61



0 1 2 3 4100

200

300

400

500

600

700

800

Neat diesel

B-10

B-20

N O X

( p p m )

BMEP (bar)

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

blends

This fig 7.2.10 represents NOX emission of diesel and biodiesel blends fuel . From

fig, it is seen that NOX emission is increased with respect to BMEP at engine

speed at 800 rpm, and NOX emission for diesel is lower than that for biodiesel

blends. Engine load is basically loaded on engine crankshaft. When engine load is

increased, fuel consumption will be increased for the same amount of air in engine

cylinder. NOx emissions are a function of combustion temperature. The higher the

heat of combustion, the greater the NOx emissions. Because biodiesel contains

more oxygen than diesel fuel, the heat of combustion is slightly higher. But B-10

& B-20 contain more oxygen, their combustion in engine, produce more

combustion heat. For this reason, the increasing rate of NOx for biodiesel blends is

higher than the conventional diesel with increasing order of BMEP.

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

62



0 1 2 3 4100

200

300

400

500

600

700

800

900

Neat Diesel

B-10

B-20

N O x ( p p m )

BMEP(bar)

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

Blends

This fig 7.2.11 shows NOX of diesel and biodiesel fuel. From fig, it is observed

that NOX emission is increased with respect to BMEP at constant engine speed 900

rpm, and NOX emission for diesel is lower than that for biodiesel blends.The

reason for higher NOX emission of diesel than of that biodiesel with the increasing

order BMEP are illustrated in fig 7.2.10.

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

63



0 1 2 3

200

250

300

350

400

450

500

550

600

Neat diesel

B-10

B-20

C O

( p p m )

BMEP (bar)

Fig7.2.12: Comparison of CO emission with different fuels at 800rpm

This fig 7.2.12 shows carbon monoxide of diesel and biodiesel fuel. From fig, it is

seen that CO is increased with respect to BMEP at constant engine speed 800 rpm,

and CO for diesel is more than that for biodiesel blends. Engine load means load

on engine crankshaft. When engine load is enhanced, fuel consumption will be

increased for the same amount of air. CO formation is a function of incomplete

combustion of fuels, is produced most readily from petroleum fuels, which contain

no oxygen in their molecular structure. But B-10 & B-20 contain more oxygen in

their molecular structure; and their combustion in engines is more complete. For this reason, the CO for biodiesel blends is lower than that of conventional diesel

with respect to increasing order of BMEP.

64



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

0 1 2 3 4200

300

400

500

600

700

800

900

Neat diesel

B-10

B-20

C O

( p p m )

BMEP (bar)

Fig7.2.13: Effect of engine load on CO at 900 rpm

In the fig 7.2.13 shows carbon monoxide of diesel and biodiesel fuel. From fig, it

is observed that CO is increased with respect to BMEP at engine speed at 800 rpm,

and CO for diesel is more than that for biodiesel blends. The reason for increasing

CO with the increasing order BMEP is illustrated in fig 7.2.12.

65



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

0.0 1.5 3.0 4.5 6.0

78

79

80

8182

83

84

85

86

87

88

89

90

91

92

93

Neat diesel

B-10

B-20

N o i s e l e v e l ( d B )

BMEP (bar)

Fig7.2.14: Comparison of noise level with different fuels at 800 rpm

Figure 7.2.14 shows that with the increase of engine load the noise level is also

increase and the noise of engine for biodiesel blends is lower than that of the

conventional diesel. The reduction in engine noise with Jatropha oil blends might

be the homogeneous combustion due to there oxygen present in their molecular

structure. The engine noise for B-10 is better than diesel & B-20 is better than

B-10.

66



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

0.0 1.5 3.0 4.5 6.0 7.580

81

82

83

8485

86

87

88

89

90

91

92

93

94

95

Neat diesel

B-10

B-20

N o i s e l e v e l ( d B )

BMEP (bar)

Fig7.2.15: Comparison of noise level with different fuels at 900 rpm

Figure 7.2.15. Demonstrate that with the increase of engine load the noise level is

also increase and the noise of engine for biodiesel blends is lower than that of the

conventional diesel. The reason for increasing the noise level with the increasing

order BMEP is illustrated in fig 7.2.14.

67



CHAPTER 8

Conclusion

68



CONCLUSIONS

This report investigated the production of bio-diesel from non edible Jatropha

Curcus seed oil and performance study of diesel engine with diesel fuel and diesel

bio-diesel blends. The results of this report may be summarized as follows:

1. Oil is extracted from Jatropha Curcus seeds.

2. Bio-diesel was prepared from Jatropha Curcus seed oil by transesterification

process.

3. Maximum 75.5% bio-diesel production was found at 20% methanol and 0.5%

NaOH at 550C reaction temperature

4. Co emissions reduced with diesel bio-diesel ( Jatropha Curcus seed oil methyl

ester) blended fuel, while NOx emission increased for the diesel bio-diesel

( Jatropha Curcus seed oil methyl ester) blended fuel compared with the

conventional diesel fuel. This might be associated with the extra oxygen in bio-

diesel ( Jatropha Curcus seed oil methyl ester).

5. Thermal efficiency with Diesel bio-diesel ( Jatropha Curcus seed oil methyl

ester) blended fuel is slightly lower than that of conventional diesel fuel due to

low volatility, higher viscosity & higher density.

6. The noise level is increase with increase the engine load. This is also found that

the noise level for diesel bio-diesel blend is lower than the conventional diesel.

7. The amount of carbon deposit decrease with increase of injection pressure dueto the good atomization & better combustion. In this time amount of carbon

deposit lower for biodiesel blends compare with diesel fuel due to more

oxygen in there molecular structure.

69



REFERENCES

70



Bam, Narendra, 1991. Process Development of Rapeseed Oil Ethyl Ester as a

Diesel Fuel Substitute. MS thesis, Department of Chemical Engineering,

University of Idaho, U.S.A.

Biodiesel in India by Indian Oil Corporation (IOC), January 2004

Bruwer, J.J., Van D., Boshoff. F. J.C., Hugo, J., Fuls, C., Hawkins, Walt, A. N.,

1980. Sunflower seed oil as an extender for Diesel fuel in Agricultural

Tractors. Department of Agricultural Technical Services, Pretoria,

Transvaal, South Afric

Caringal, W.V. 1989. Process Development and Economic Analysis of Rapeseed

Methyl Esters. An unpublished M.S. thesis, Department of Chemical

Engineering, University of Idaho, Moscow, Idaho.

Caringal, W.V., 1989. Process Development and Economic Analysis of Rapeseed

Methyl Esters. An unpublished M.S. thesis, Department of Chemical


Demirbas, A. 2002. Biodiesel from vegetable oils via transesterification in

supercritical methanol. Energy Convers Manage; 43:2349-56.

Degradation of biodiesel under different storage conditions by D.Y.C . Leung, ,

B.C.P. Koo and Y. Guo, Department of Mechanical Engineering,

University of Hong Kong, Pokfulam Road, Hong Kong, China

Encinar JM, Gonzalez JF, Rodriguez JJ, Tejedor A, 2002. Biodiesel fuels from

vegetable oils: transesterification of Cynara cardunculus L. oils with

ethanol. Energy fuels; 16:443-50..

Feldman, M., 1988. Unpublished Data. Department of Agricultural Engineering,

University of Idaho, Moscow, Idaho.

Feldman, M., 1988.Unpublished Data.Department of Agricultural Engineering,

University of Idaho, Moscow, Idaho.

71



Freedman, B., Pryde, E.H., 1982. Vegetable Oil Fuels, Proceedings of the

International Conference on Plant and Vegetable oils, ASAE Publication 4-

82, ASAE, St. Joseph, MI 49085.

Gauglitz, E.J. and Lehman, L.W., 1963. The Preparation of Alkyl Esters fromHighly Unsaturated Triglycerides. J. Am. Oil Chem. Soc., 40:196.

Gayer, S. M. Jacobus, M. J. and Lestz, S.S., 1984. Comparison of Engine

Performance and Emission from Neat and Transesterified Vegetable Oils.

Transactions of the ASAE 27:375.

Jaiduk, Jo, 1984. Improving Storage and Use of vegetable oil for Fuel. An

unpublished M.S. thesis, Department of chemical Engineering, University

of Idaho, Moscow, Idaho.

Kusy, P.F., 1982. Transesterification of Vegetable Oils for Fuels, In Vegetable oil

Fuels. Proceedings of the International Conference on Plant and Vegetable

oil Fuels, ASAE Publication 4-82, ASAE, St. Joseph, MI 49085

Madsen, Jeff, 1985. Fuel Performance and Reaction Rate Characterization of

Esters from Vegetable oils. An unpublished M.S. thesis, Department of

Chemical Engineering, University of Idaho, Moscow, Idaho.

Martini, N. and Schell, J. (Eds), 1998. Plant Oils as fuels. Present State of Science

and Future development, springerVerlag, 65.

Martini, N. and Schell, J. (Eds), 1998. Plant Oils as fuels. Present State of Science

and Future development, springerVerlag, 65.

Mills, G. and A. Howard, 1983. Preliminary Investigation of Polynuclear

Aromatic Hydrocarbon Emissions from a Diesel Engine Operating on

Vegetable Oil-Based Alternative Fuels. Journal of the Institute of Energy,

volume 131.

Mittelbach, M., P. Tritthart and H. Junek, 1985. Diesel Fuel Derived from

Vegetable Oils, II: Emission Tests Using Rape Oil Methyl Ester. Energy in

Agriculture 4:207-215.

72



Mosgrove, V.L., 1987. Preparation and Performance of Rapeseed oil Fatty Ester as

Diesel Fuels. An unpublished M.S. thesis, Department of Chemical


Nye, M. J. and Southwell, P.H., 1983. Esters from Rapeseed oil as Diesel Fuel,Proceedings from the vegetable oil as Diesel Fuel. Seminar III, Northern

Agricultural Energy center, Peoria, IL.

Optimization of different parameters for biodiesel production from Neem oil and

performance and emission study of diesel engine using diesel-biodiesel

blends by Partha Protim Bala and Nusrat Jahan Imu in RUET at July 2006.

Peterson C.L., Feldman, M., Korus, R. and Auld D.L. 1991. Batch Type

Transesterification Process for Winter Rape oil. Applied Engineering in

agriculture, 7(6), 711-716.

Preparation of biodiesel from Neem oil and performance and emission study of

diesel engine using diesel-biodiesel blends by Tasnuba Tabassum

Choudhury in RUET at 2005.

Romano, S., 1982. Vegetable Oils – A new Alternative. Vegetable oil Fuels.

Proceedings of the International Conference on Plant and Vegetable oil

Fuels, ASAE Publication 4-82, ASAE, St. Joseph, MI 49085.

Zhang, Q, 1988. The Effects of Methyl Ester of Winter Rapeseed Oil on Diesel

Engine Durability. An unpublished M.S. thesis, Department of Agricultural


73



APPENDIX

74



APPENDIX-A:

Table A1: Data table for calorific value (lower) for various concentration of

Bio-diesel

BIO-DIESEL CONCENTRATION CALORIFIC VALUE (LOWER)KJ/Kg

0 44500

10 44050

20 43715

100 40500

Table A2: data table for densities of diesel and diesel bio-diesel blend.

FUEL DENSITIESgm/cc

NET DIESEL 0.860

10 B 0.863

20 B 0.867

100 B 0.881

APPENDIX-B:

Test Bed Engine:

Table B 1: Data table for carbon deposit:

InjectionPressure(MPa)

Engine speed(RPM)

Carbondeposit for diesel(mg/3hr)

Carbondeposit for B-10(mg/3hr)

Carbondeposit for B-20(mg/3hr)

6.89 1500 58 54 51

10.34 1500 38 32 28

13.79 1500 13 7 5

75



Table B 2: Data table of emission for neat diesel

Injection Pressure (MPa) NOx (ppm) NO (ppm) CO (ppm)

6.89 18 17 56

10.34 20 18 40

13.79 23 20 38

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

Injection Pressure(MPa)

NOx (ppm) NO (ppm) CO (ppm)

6.89 19 17 54

10.34 22 19 37

13.79 27 23 34

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

Injection Pressure(MPa)

NOx (ppm) NO (ppm) CO (ppm)

6.89 21 18 50

10.34 25 19 33

13.79 30 26 29

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

76



Speed (rpm) Fuel consumptionml

Time in Sec. BP (KW) Efficiency,%

600 10 130 0.348 12.51

700 10 116 0.406 13.07

800 10 114 0.464 14.64

900 10 113 0.522 16.32

1000 10 94 0.580 15.1

1100 10 56 0.638 9.89

1200 10 36 0.698 6.93

Table B6: Data table for neat diesel at 800 rpm

LOAD(lb) Timefor 10cc

mf

(Kg/hr)

B.P(KW) BMEP(bar)

BSFC(Kg/KW-hr)

EFFICIENCY

η ( %)

NOx(ppm) CO(ppm)

0 113 0.274 0 0 0 0 165 390

5.5 78 0.397 0.729 1.978 0.544 14.85 220 470

10.5 60 0.516 1.411 3.828 0.366 22.12 370 540

12.5 53 0.584 1.68 4.558 0.348 23.26 460 57014 48 0.673 1.882 5.106 0.357 22.62 595 595

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


mf

(Kg/hr)

B.P(KW) BMEP(bar)

BSFC(Kg/KW-hr)

EFFICIENCY

η (%)

NOx(ppm) CO(ppm)

0 102 0.304 0 0 0 0 180 302

5.5 74 0.420 0.729 1.978 0.576 14.18 250 397

10.5 50 0.621 1.411 3.828 0.44 18.57 415 437

12.5 47 0.661 1.68 4.558 0.393 20.77 492 568

14 40 0.776 1.882 5.106 0.412 19.82 643 620

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

77




mf

(Kg/hr)

B.P(KW) BMEP(bar)

BSFC(Kg/KW-hr)

EFFICIENCY

η ( %)

NOx(ppm) CO(ppm)

0 98 0.318 0 0 0 0 202 220

5.5 68 0.459 0.729 1.978 0.629 13.07 277 30510.5 45 0.694 1.411 3.828 0.492 16.74 470 414

12.5 44 0.709 1.68 4.558 0.422 19.51 534 550

14 38 0.821 1.882 5.106 0.436 18.87 694 670

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


mf

(Kg/hr)B.P(KW) BMEP

(bar)BSFC(Kg/KW-hr)

EFFICIENCY η ( %)

NOx(ppm) CO(ppm)

0 120 0.304 0 0 0 0 178 325

6 74 0.418 0.8952 2.1587

0.467 17.32 267 498

11.5 55 0.563 1.7158 4.137 0.328 24.65 430 506

15 46 0.673 2.238 5.397 0.300 26.90 503 679

19.5 34 0.910 2.909 7.015 0.312 25.86 678 885

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


mf

(Kg/hr)

B.P(KW) BMEP(bar)

BSFC(Kg/KW-hr)

EFFICIENCY

η ( %)

NOx(ppm) CO(ppm)

0 87 0.357 0 0 0 0 199 290

6 70 0.444 0.8952 2.1587

0.496 16.47 307 379

11.5 52 0.597 1.7158 4.137 0.348 23.48 470 477

15 43 0.722 2.238 5.397 0.322 25.33 587 630

19.5 32 0.970 2.909 7.015 0.333 24.50 781 829

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

78




mf

(Kg/hr)

B.P(KW BMEP(bar)

BSFC(Kg/KW-hr)

EFFICIENCY

η ( %)

NOx(ppm) CO(ppm)

0 80.5 0.388 0 0 0 0 215 260

6 57 0.547 0.8952 2.1587 0.611 13.47 319 350

11.5 42 0.743 1.7158 4.137 0.433 19.01 500 444

15 37 0.843 2.238 5.397 0.377 21.86 607 625

19.5 28 1.115 2.909 7.015 0.383 21.48 816 813

Table B 12: Data table for sound level at 800 rpm:

Load (lb) BMEP (bar) Sound level (dB)

Neat diesel B-10 B-20

0 0 84 82 80

5.5 1.987 86 83 81

10.5 3.828 87 84 82

12.5 4.558 89 86 82

14 5.106 91 88 83

Table B 13: Data table for sound level at 900 rpm:

Load (lb) BMEP (bar) Sound level (dB)

Neat diesel B-10 B-20

0 0 86 84 82

6 2.1587 88 86 85

11.5 4.137 89 86 85

15 5.397 91 89 86

19.5 7.015 93 91 89

79



APPENDIX-C:

MATHMATICAL ANALYSIS

1. Mass of carbon deposit (mg)= Weight of injector with carbon(mg)- Weight of injector without carbon(mg)

2. Brake power (BP) = 746.0*4500

* N W Kwatt

Where, W = Load in lb

N = Revolution per minute

3. Break specific fuel consumption (BSFC) = BP

m f

Where, mf = Fuel consumption per hour

4. Thermal efficiency, thη = CV m

BP

f *

3600*

Where, CV = Calorific value of fuel KJ/Kg

APPENDIX-D:

80



CALCULATION PROCEDURE

1. Mass of carbon deposit (mg)= Weight of injector with carbon(mg)

- Weight of injector without carbon (mg)

= 350058-350000

=58 mg

2. Brake power (BP) = 746.0*4500

* N W

= 746.0*4500

900*15

= 2.238 Kwatt

3. Fuel consumption (mf ) = ot

cc ρ *3600*

1*

10

106

=46*10

860*3600*106

= 0.673 Kg/hr

4. B.S.F.C = BP

m f

=238.2

673.0

= 0.3 Kg/Kw-hr

5. Brake thermal efficiency, thη = CV m

BP

f *

3600*

=3600*238.2

Date post:	03-Apr-2018
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RE PR PRINCE CHAPTER 01.doc

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