Testing of Biodiesel Emission and Performance

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, Visakhapatnam 48.
2009 2013
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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
GAYATRI VIDYA PARISHAD COLLEGE OF ENGINEERING (A) Affiliated to JNTU KAKINADA, Madhurawada, Visakhapatnam 48.
2009 2013
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GAYATRI VIDYA PARISHAD COLLEGE OF ENGINEERING (A)

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

Professor
Dr. B. Govinda Rao 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 load to 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.
CONTENTS Chapters No. Chapter I: Page.
INTRODUCTION
1.1 Biodiesel 1.2 Derivatives of triglycerides (Vegetable oils) as diesel fuels 1.3 Properties of Biodiesel 1.4 Emission types 1.5 Facts about Biodiesel
Chapter II:
LITERATURE REVIEW
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Chapter III:
EXTRACTION OF BIODIESEL 3.1 Biodiesel Production and Processes 3.2 Process Variables in Transesterification 3.3 Sources of Biodiesel 3.4 Biodiesel in India
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Chapter IV:
PALM OIL AS A SOURCE 4.1 The use of Palm oil as Biodiesel
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Chapter V:
PURPOSE AND OBJECTIVE

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Chapter VI:
EXPERIMENTAL WORK 6.1 Plan of the experiment 6.2 Experimental Setup
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Chapter VII:
RESULTS AND DISCUSSION 7.1 Observations 7.2 Performance Parameters 7.3 Emission Parameters
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Chapter VIII:
CONCLUSIONS 8.1 Future Scope REFERENCES
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LIST OF FIGURES
FIGURES Fig. 4.1 Fig. 6.1 Fig. 6.2 Fig. 6.3 Fig. 7.1 TITLE Palm Plantation Schematic of Experimental setup Gas Analyser Smoke Analyser Variation of BSFC with percentage Of load at varying compression ratio Fig. 7.2 Variation of BTE with percentage Of load at varying compression ratio. Fig. 7.3 Comparison of emission of CO for Pure Diesel and Blends at varying compression ratio Fig. 7.4 Comparison of emission of HU for Pure Diesel and Blends at varying compression ratio Fig. 7.5 Comparison of emission of NOx for Pure Diesel and Blends at varying compression ratio Fig 7.6 Comparison of emission of Particulate matter 46 Page No.
26 34 34 35 44
48 49 50 51
for Pure Diesel and Blends at varying compression ratio
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LIST OF TABLES
Table no. 4.1 TITLE Parameter Analysis of Palm oil Methyl Ester 6.1 6.2 Comparison of Diesel and Biodiesel Variable Parameters in Experiment Setup 7.1 7.2 7.3 Observations of various Blends at CR 18 Observations of various Blends at CR 15 Observations of various Blends at CR 13 39 41 42 35 36 Page No. 28
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Testing the Performance of a Variable Compression Ratio Diesel Engine fuelled with Diesel and Palm oil Biodiesel blend
CHAPTER I
INTRODUCTION
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 biofuels 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 new plants, 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
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
. 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.
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 diesel which 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.
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 be determined 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 gases containing 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 pollution
which 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 signs if 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 to use the fuel quickly within 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 the fuel'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. Biocides chemicals that inhibit microbial growth can also be added to the fuel and 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 NOX emissions 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 CO2 emission reduces for biodiesel as a result of the low carbon to hydrocarbons ratio, and some researches showed that the CO2emission increases or keeps similar because 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 a chemical 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.
19
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 to make 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 is reported 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 transesterification 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
21
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 transesterification 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.
22
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 biodiesel diesel 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.
23
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
25
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 reducing carbon dioxide emissions by 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.
26
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. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
12 13. 14.
Ester content Density@33.5C Kinematic Viscosity @ 40C Flash point Sulphated ash Water content Total contamination Copper strip corrosion(3h @ 50C) Methanol content Mon glyceride content Diglyceride content Triglyceride content Total glycerol Cold filter plugging point
%(m/m) Kg/m mm/s C %(m/m) Mg/kg Mg/kg Rating %(m/m) %(m/m) %(m/m) %(m/m) %(m/m) C
96.97 860.6 4.545 >160 <.001 317 17.46 1a .001 .412 .156
.113 .232 +15
The palm oil Biodiesel that we used for the experiment was supplied by Universal Biofuels (P) Limited near Vakalapudi, Kakinada - 05..Universal Biofuels Private Limited, a subsidiary of AE BIOFUELS USA is a 100% Export Oriented Unit in the business of Biodiesel production and marketing.
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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
30
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 biodiesel/diesel fuels blends. 3. To determine engine exhaust particulate matter when fuelled with diesel and biodiesel/diesel fuel blends.
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CHAPTER VI
EXPERIMENTAL WORK
32
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.
33
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. Properties Density @ 33.5C(gm./cm) Viscosity @ 40C(mm/s) CV(KJ/Kg) Flash point (0C) Diesel 0.8486 1.3-1.4 43.4 39 Biodiesel 0.8926 4.545 37.461 >160
Table 6.2 COMPARISONS OF BIODIESEL AND DIESEL PROPERTIES
35
Table 6.2 VARIABLE PARAMETERS IN EXPERIMENT SETUP Fuel Compression ratio Load% Engine spesification Pure diesel, B5, B10, B20, B30 13,14,15,16,17,18 14, 28, 42, 57, 71, 85 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 Enginesoft Engine performance analysis software
Software
Fuel tank
Capacity 15 lit, Type: Duel compartment with fuel metering pipe of glass
36
CHAPTER VII
RESULTS AND DISCUSSION
37
7. RESULT & DISCUSSION

7.1 OBSERVATION Following data is obtained from experiments conducted on VCR setup At CR 18 B5 LOAD (kg) 3 6 9 12 15 18 B 10 LOAD (kg) 3 6 9 12 15 18 B 20 LOAD (kg) 3 6 9 12 15 BSFC (kg/kWh) 0.60 0.41 0.33 0.29 0.29 BTE (%) 14.69 21.67 26.60 29.84 30.60 BSFC (kg/kWh) 0.60 0.40 0.33 0.30 0.27 0.28 BTE (%) 14.62 22.15 26.95 29.78 32.00 31.15 BSFC (kg/kWh) 0.66 0.43 0.33 0.29 0.28 0.15 BTE (%) 13.32 20.49 26.81 30.19 30.94 60.16
38
18
0.29
29.86
B 30 LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.57 0.35 0.30 0.27 0.26 0.25 BTE (%) 15.39 24.96 29.35 32.07 34.30 35.63
DIESEL LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.64 0.39 0.34 0.29 0.08 0.28 BTE () 13.79 22.42 25.50 30.22 105.67 31.18
Table 7.1 OBSERVATIONS OF VARIOUS BLENDS AT CR 18
CR 15 B5 LOAD (kg) 3 6 9 12 15 BSFC (kg/kWh) 0.90 0.46 0.32 0.33 0.30

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BTE () 9.82 19.12 27.29 27.04 29.10
18
0.35
25.43
B 10 LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.81 0.48 0.34 0.32 0.32 0.37 BTE () 10.90 18.42 25.71 27.23 27.26 23.65
40
DIESEL LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.967 0.530 0.390 0.341 0.335 0.397 BTE () 8.6 15.7 21.3 24.3 .24.7 20.9
AT CR 13 B5 LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.90 0.46 0.32 0.33 0.30 0.35 BTE () 7.01 15.36 21.59 25.65 25.89 22.87
B 10 LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.81 0.48 0.34 0.32 0.32 0.37
41
BTE () 10.90 18.42 25.71 27.23 27.26 23.65
DIESEL LOAD (kg) 3 6 9 12 15 18 BSFC (kg/kWh) 0.98 0.53 0.39 0.34 0.34 0.43 BTE () 0.066 0.131 0.188 0.223 0.229 0.197

42
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 burn completely 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.
43
1.2
CR 13
BSFC, (kg/kwh)
1 0.8 0.6 0.4 0.2 10 20 30 40 50 60 70 80 90 B5 B 10 B 20 B 30 DIESEL
LOAD , %
CR 15
1.2
BSFC, (kg/kwh)
1 0.8 0.6 0.4 0.2 10 20 30 40 50 60 70 80 90 B5 B 10 B 20 B 30 DIESEL
LOAD, %
0.7 0.65 0.6 0.55 0.5 0.45 0.4 0.35 0.3 0.25 0 20 40
CR 18
B5 B 10 B 20 B 30 DIESEL
BSFC, (kg/kwh)
LOAD, % 60
80
100
Fig 7.1 Variation of BSFC with percentage of load of palm oil biodiesel blends at Compression Ratio 13, 15, 18.
44
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 in bsfc 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 concentration 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.
45
CR 13
0.25 0.2
BTE
B5 B 10 B 20
0.15 0.1 0.05 10 0.3 0.25 0.2 20 30 40
B 30 DIESEL 50 60 70 80 90
LOAD, %
CR 15
BTE
0.15 0.1 0.05 0 10 20 30 40 50 60 70 80 90
B5 B 10 B 20 B 30 DIESEL
LOAD, %
0.35 0.3 B5 0.25 B 10 B 20 B 30 DIESEL
CR 18
BTE
0.2 0.15 0.1 0.05 0 20 40 LOAD,
% 60
80
100
Fig 7.2 Variation of Brake thermal efficiency (BTE) with percentage of load of palm oil Biodiesel blends at Compression Ratio 13, 15, 18
46
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 to favourable 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) contain some 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.
47
7.3 EMISSION PARAMETERS
7.3.1Carbon Monoxide (CO):
CO
140 120 100 B5 B 10 B 20 b 30 DIESEL
PPM
80 60 40 20 0 18 17 16 15 14 13
CR
Fig 7.3 Comparison 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.
48
7.3.2 Unburned Hydro Carbons (HU)
HU
60
50
40 B5
PPM
30
B 10 B 30 B 30 diesel
20
10
0 18 17 16
CR
15
14
13
Fig 7.4 Comparison 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.
49
7.3.3 Nitrogen Oxide (NOx)
NOX
1000 800 600 PPM 400 200 B5 B 10 B 20 30 b diesel 18 17 16 CR 15 14 13
Fig 7.5 Comparison 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.
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7.3.4 Particulate matter
K PER M
1.8 1.6 1.4 1.2 B5 B 10 B 20 B 30 diesel 18 17 16 15 14 13
K/M
1 0.8 0.6 0.4 0.2 0
CR
Fig 7.6 Comparison 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.
51
CHAPTER VIII
CONCLUSIONS
52
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 performance compared 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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REFERENCES
1. JinlinXuea, Tony E. Grift , Alan C. Hansen, Effect of biodiesel on engine performances and emissions, Renewable and Sustainable Energy Reviews 15 (2011) 10981116 2. H. Raheman, S.V. Ghadge, Performance of diesel engine with biodiesel at varying compressionratio and ignition timing, Fuel 87 (2008) 26592666. 3. CenkSayin*, MetinGumus, Impact of compression ratio and injection parameters on the performance and emissions of a DI diesel engine fueled with biodieselblended diesel fuel, Applied Thermal Engineering 31 (2011) 3182e3188 4. L. Labecki, A. Cairns, J. Xia, A. Megaritis, H. Zhao, L.C. Ganippa, Combustion and emission of rapeseed oil blends in diesel engine, Applied Energy 95 (2012) 139146. 5. Internal combustion engines fundamentals, John b. Heywood.
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Testing of Biodiesel Emission and Performance

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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

GAYATRI VIDYA PARISHAD COLLEGE OF ENGINEERING (A)

HEAD OF THE DEPARTMENT Dr. B. Govinda Rao

Dr. B. Govinda Rao Sri B. Ajit

Place: Visakhapatnam. Date:

CONTENTS Chapters No. Chapter I: Page.

PALM OIL AS A SOURCE 4.1 The use of Palm oil as Biodiesel

PURPOSE AND OBJECTIVE

EXPERIMENTAL WORK 6.1 Plan of the experiment 6.2 Experimental Setup

CONCLUSIONS 8.1 Future Scope REFERENCES

for Pure Diesel and Blends at varying compression ratio

1.2 DERIVATIVES OF TRIGLYCERIDES (VEGETABLE OILS) AS DIESEL FUELS

1.4 EMISSION TYPES

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

3.4 BIODIESEL IN INDIA

3.4.1 Field trials of biodiesel:

PALM OIL AS A SOURCE

4.1 THE USE OF PALM OIL AS BIODIESEL

PURPOSE AND OBJECTIVE

6.2 EXPERIMENTAL SETUP: Schematic diagram of experimental setup is shown.

Fig 6.2 Gas Analyser

Fig.6.3 Smoke Analyser

Table 6.2 COMPARISONS OF BIODIESEL AND DIESEL PROPERTIES

RESULTS AND DISCUSSION

7. RESULT & DISCUSSION

Table 7.1 OBSERVATIONS OF VARIOUS BLENDS AT CR 18

CR 15 B5 LOAD (kg) 3 6 9 12 15 BSFC (kg/kWh) 0.90 0.46 0.32 0.33 0.30

BTE () 9.82 19.12 27.29 27.04 29.10

Table 7.2 OBSERVATIONS OF VARIOUS BLENDS AT CR 15

BTE () 10.90 18.42 25.71 27.23 27.26 23.65

Table 7.3 OBSERVATIONS OF VARIOUS BLENDS AT CR 13

7.2 Performance parameters.

7.2.1 Brake specific fuel consumption

1 0.8 0.6 0.4 0.2 10 20 30 40 50 60 70 80 90 B5 B 10 B 20 B 30 DIESEL

1 0.8 0.6 0.4 0.2 10 20 30 40 50 60 70 80 90 B5 B 10 B 20 B 30 DIESEL

0.15 0.1 0.05 10 0.3 0.25 0.2 20 30 40

0.15 0.1 0.05 0 10 20 30 40 50 60 70 80 90

0.2 0.15 0.1 0.05 0 20 40 LOAD,

7.3 EMISSION PARAMETERS

7.3.1Carbon Monoxide (CO):

7.3.2 Unburned Hydro Carbons (HU)

7.3.3 Nitrogen Oxide (NOx)

7.3.4 Particulate matter

1 0.8 0.6 0.4 0.2 0

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