A Project Report

on

STUDIES ON THE PERFORMANCE

CHARACTERESTICS OF A DIESEL ENGINE
USING DEGUMMED BIODIESEL AS A FUEL

Su bmitted In Partial Fulf illment of the Requirements

for
the Award of Degree
of
Bac hel or of Tec hnol og y
in

MECHANICAL ENGINEERING
by
ANIL KRISHNA SHAW (Reg. No.082060110185)

SUMIT KUMAR SUMAN (Reg. No.082060110235)

AJIT KUMAR YADAV (Reg. No.082060110182)

AMAR NATH SINGH (Reg. No.082060110182)

Under the Guidance of

Prof. Dr. B. B. Ghosh

DEPARTME NT OF ME CHANICAL ENGINEERING

SEACOM ENGINEERING COLLEGE

SANKRAIL, HOWRAH – 711302, W.B

A PRIL 2012
 S E A C O M E N GINE E RIN G C O L L E GE

D E PA RT ME NT O F ME C H AN IC A L EN GIN EE RIN G

ACKNOWLEDGEMENT

I w o u l d l i ke t o e xp re s s m y d e e p g rat i t u d e t o my s up e rvi s o r, me n t o r an d ad vi s o r
Pr of . B. B . Gh os h , w h o s e ab l e g u i d an c e an d e n c o u rag e me n t g ave me t h e i n s p i rat i o n t o
p u rs u e t h i s p ro j e c t w o rk. It may b e p e rt i n e n t t o add a wo rd o f p rai s e f o r h i s c o o l mi n d
an d p at i e n c e , w hi c h le d me i n ri gh t di re c t i o n.

I am al s o th an kf u l t o P rof e s s o r A si m Dh ar, H e ad, De p art me n t o f Me c h an i c al

E n g i n ee ri n g , Se ac o m E ng i n e e ri ng Co l le g e , San krai l , H o wrah an d al l o f my e s te e me d
t e ac h e rs o f B .T e c h ( Me c h an i c al E n g i ne e ri n g) wi t ho u t wh o s e s u p p o rt an d g u i d an c e at
v ari o u s s t ag e s , th i s t h e s is w o u l d h ave n ot b ee n mat eri al i z e d .

I e xp re s s my d e e p s e n s e o f g rat i t ud e t o o u r re s p e c tab l e P ri n c i p al Pr of . Ra j ib Ba g
f o r h i s s u p p o rt an d e n c o u rag e me n t f o r t hi s wo rk.

I h u mb l y ac kn o w l e d g e t h e c o n t rib u t i o n of al l t h e in t e l l e c tu al s wh o h ave h e l p e d
me i n t h ei r o w n w ay, s p e c i f i c al l y Dr. S. M G h o s h f o r h i s i mme n s e c o o p e rat i o n b y
p ro v i d i n g u s n e c e ss ary j at ro p h a o i l t o c arry o u t my wo rk.
A ni l K ri sh na Sh a w ( R e g. N o.0 8 20 6 01 1 0 18 5 )

S um i t K um a r S um a n ( R e g. N o.0 8 2 06 0 11 0 23 5 )

A ji t K um a r Ya d a v ( R e g. N o.0 8 2 0 60 1 10 1 82 )

A m a r N a th Si n gh ( R e g. N o.0 8 2 06 0 11 0 18 3 )

Se a c om E ngi ne e ri n g C ol l e ge , Sa nk ra i l , H ow ra h W.B
 SEACOM EN GI NEERIN G C OLLEGE

DEPARTM ENT OF M ECHA N I CAL EN GI NEERIN G

CERTIFICATE OF THE SUPERVISOR

This is to certify that the report entitled “Studies on the Performance

Characteristics of a Diesel Engine Using Degummed Biodiesel as a Fuel ” is a record
of work carried out by Anil Krishna Shaw, Sumit Kumar Suman, Amar Nath Singh
and Ajit Kumar Yadav, under my guidance and supervision for the award of Degree
of Bachelor of Technology in the faculty of Mechanical Engineering of West Bengal
University of Technology, W.B, India.

To the best of my knowledge and belief the thesis

(1) embodies the work of the candidate.

(2) has duly been completed.

(3) fulfills the requirements of ordinance relating to the B. Tech. Degree of the
University and

(4) is up to the standard both in respect of contents and language for being
referred to the examiners.

Signature of the supervisor Countersigned by

(Prof. Dr. B. B. Ghosh) Prof. A. K. Dhar

EmeritusForwarded to West Bengal University of Head

Guest Faculty of the
Technology, Department
W.B, India.

Dept. of Mechanical Engineering. Dept. of Mechanical Engineering.

Seacom Engineering College, W.B Seacom Engineering College, W.B

 LIST OF FIGURES

FIGURE NO. PARTICULARS PAGE NO.

1. Working principal of diesel engine 4

2. Flow chart of biodiesel production 7

3. Laboratory test engine 10

4. Laboratory electrical loading arrangement 10

LIST OF TABLES

FIGURE NO. PARTICULARS PAGE NO.

1. Different properties of Biodiesel 6

2. Experimental Data of 5% Biodiesel 14

3. Experimental Data of 2.5% Biodiesel 14

4. Experimental Data of pure Diesel 15

 LIST OF GRAPHS

GRAPH NO. PARTICULARS PAGE NO.

1. BP (KW) vs. FC for 5% Biodiesel 16

2. BP vs. BSFC for 5% Biodiesel 16

3. BP vs. BTE for 5% Biodiesel 17

4 Performance of engine in 5% biodiesel 17

5. BP vs. FC for the 2.5% Biodiesel 18

6. BP vs. BSFC for the 2.5% Biodiesel 18

7. BP vs. BTE for the 2.5% Biodiesel 19

8. Performance of engine in 2.5% biodiesel 19

9. BP vs. FC for the 100 % Diesel 20

10. BP vs. BSFC for the 100 % Diesel 20

11. BP vs. BTE for the 100 % Diesel 21

12. Performance of engine in pure diesel 21

13. FC for different fuel sample 22

14. BSFC for different fuel sample 22

15. BTE for different fuel sample 23

 SYNOPSIS

CHAPTER 1: I N T R O D U C T I O N

Gives a brief introduction about the need and priority of bio

fuel in the current world.

CHAPTER 2: R E V I E W O F L I T E R A T U R E

The paper and project works which we refer during the whole
course this project

CHAPTER 3: ABOUT DIESEL AND BIODIESEL

Introduction about diesel, biodiesel and their various chemical and physical properties

CHAPTER 4: C A S E S T U D Y

Detailed explanation about the experimental set up and

procedure of experiment.

CHAPTER 5 F O R M U L A S A N D L I S T O F A B B R E V I A T I O N S

CHAPTER 6: R E S U L T S & D I S C U S S I O N

Give the observation and analysis part of the project.

CHAPTER 7 S C O P E O F F U R T H E R W O R K

Gives the possible research areas where more work can be done.

CHAPTER 8: REFERENCE

Mentioned the important list of book, papers and website which inspired the work.

CHAPTER 5: C O N C L U S I O N

Concluding lines of the project .

 INDEX

CHAPTERS PAGE NO’S.

1. INTRODUCTION 1

2. REVIEW OF LITERATURE 2-3

3. DIESEL AND BIODIESEL 4-8

4. CASE STUDY 9-11

5. FORMULAS AND LIST OF ABBREVIATIONS 12-13

6. RESULTS AND DISCUSSIONS 14-25

7. SCOPE OF FURTHER WORKS 26

8. REFERENCES 27

9. CONCLUSIION 28
 CHAPTER 1

INTRODUCTION
 INTRODUCTION:
We are living on twenty-first century and already running out of fuel. Inflation in the
market, recent devastating earth-quakes and floods all are playing against the human
civilization. And the main reason for this is global warming. Scientists are assuming
that the rate of earth quake and flood has increased dramatically in the recent years,
which is somehow related to global warming. Global warming is the biggest and the
most devastating man made phenomenon the earth has ever experienced, and its
consequences are far too dangerous than itself. The word itself says its meaning ―rise
of global temperature of earth‖, and it’s now become a chain reaction. It all started
when we live in the pre industrialised world. With the beginning of the eighteen
century the industrialization started, but then no one really knew what they are
preparing for their children, and it was until late 70’s of the last century we actually
came to know about the effects and causes of the global warming. Global warming is
now a well accepted phenomenon and we are almost helpless to stop it.
Looking back in the history we can see the inevitable effects of industrial pollution
which shatter the human life in pain. The fatal London smog and loss-Angeles smog
are some important consequences of GW which takes thousands of lives.
Let us explore the global warming in detail and the various ways to stop it. The main
ingredient for this is green house gases, which is almost essential by-product of any
industry (even now). The green house gases are responsible to cause the green house
effect which in the long run takes the shape of global warming. Most common green
house gas is carbon dioxide, water vapour, ozone, methane, nitrus oxide. The main
sources of green house gases are power plants, transport vehicles. Both of which are
now the integral part of our need. As the level of co2 is increasing In the atmosphere
so as the threat of GW. Study says that situations could be turn worst if the avg temp
of the earth increased just by 4.C.
On the other hand we almost used up the existing coal, petroleum and the other
natural resources the earth has in it, without which we cannot imagine our existence.
This situation is forcing us to explore the new ways of getting energy. If we look
around us we are actually living on the petroleum and is products. We relay deeply on
the earth natural resources to generate energy. Even when we switch on our study
lamp we are indirectly puffing deadly co2 in the atmosphere. But it is not going to be
like this all the time, the supply of petroleum and coal are limited and will come to an
end one day, and then? So we have to find the possible solution to get some
technology which will supply energy in both clean and inexhaustible way.
One such solution is biodiesel. Biodiesel has dual advantage when it is come to
combat with the current situation. The current situation demands a type of fuel which
is inexhaustible at the same time clean. If we take a look at the source of the biodiesel
we can see that it is almost a renewable energy source. There are many plants which
can produce the biodiesel e.g. jatrapha, caranja, etc. The seeds of jatrapha circus are
rich of oil which has good calorific value. The recent work on the biodiesel as fuel
goes around the extraction and blending it with ethanol or diesel in right proportion to
make it an ideal fuel. There are many works that has been done in this area.

Our work mainly concerning in the area of testing the performance of the diesel
engine when running with a biodiesel.
1
 CHAPTER 2

REVIEW OF LITERATURES
 CURRENT RESEARCH

There is ongoing research into finding more suitable crops and improving oil yield.
Using the current yields , vast amount of land and fresh water would be needed to
produce enough oil to completely replace fossil fuels usage. It would require twice the
land area of the US to be devoted to soybean production , or two-thirds to be devoted
to rapeseed production, to meet the current US heating and transportation needs.
Specially bred mustard varieties can produce reasonably high yields and are very
useful in crop rotation with cereals, and have the added benefit that the meal leftover
after the oil has been pressed out can act as an effective and biodegradable pesticide.

The NFESC, with Santa- Barbara – based Biodiesel industries is working to develop
biodiesel technologies for the US navy and military, one of the largest diesel fuel
users in the world.
In respect of the world, Indian is also working high in bio fuel production many of the
research and pilot projects have been given. Some of these pilot projects are—

Studies on the comparison of performance and emission characteristics of a diesel

engine using three degummed non-edible vegetable oils.[1] by: S.K.Haldar,
B.B.Ghosh, A.Nag, IIT kharagpur , India.

This paper investigates non-edible straight vegetable oils of Putranjiva, Jatropha and
Karanja to find out the most suitable alternative diesel by a chemical processing.
Degumming is an economical chemical process that is done by concentrated
phosphoric acid. This process is applied to the above-mentioned non-edible oils to
remove the impurities for the improvement of viscosity, cetane number and better
combustion in the diesel engine up to certain blend of diesel and non-edible vegetable
oils. Ten percent, 20%, 30% and 40% blends of degummed non-edible oils and diesel
are used in a Ricardo variable compression engine to study and compare the
performance and emission characteristics. It is observed that the non-edible oil of
Jatropha gives the best results related to the performance and emissions at high loads
and 45° bTDC injection timing.

Performance of jatropha oil blends in a diesel engine.[2] by: F.K.Forson,

E.K.Oduro, E.Hammound-Donkoh, Kumasi ,Ghana.

Results are presented on tests on a single-cylinder direct-injection engine operating on

diesel fuel, jatropha oil, and blends of diesel and jatropha oil in proportions of
97.4%/2.6%; 80%/20%; and 50%/50% by volume. The results covered a range of
operating loads on the engine. Values are given for the chemical and physical
properties of the fuels, brake specific fuel consumption, brake power, brake thermal
efficiency, engine torque, and the concentrations of carbon monoxide, carbon dioxide
and oxygen in the exhaust gases. Carbon dioxide emissions were similar for all fuels,

2
the 97.4% diesel/2.6% jatropha fuel blend was observed to be the lower net
contributor to the atmospheric level. The trend of carbon monoxide emissions was
similar for the fuels but diesel fuel showed slightly lower emissions to the
atmosphere. The test showed that jatropha oil could be conveniently used as a diesel
substitute in a diesel engine. The test further showed increases in brake thermal
efficiency, brake power and reduction of specific fuel consumption for jatropha oil
and its blends with diesel generally, but the most significant conclusion from the
study is that the 97.4% diesel/2.6% jatropha fuel blend produced
maximum values of the brake power and brake thermal efficiency as well as
minimum values of the specific fuel consumption. The 97.4%/2.6% fuel blend yielded
the highest cetane number and even better engine performance
than the diesel fuel suggesting that jatropha oil can be used as an ignition-accelerator
additive for diesel fuel.

BIODIESEL FROM JATROPHA OIL AS AN ALTERNATIVE FUEL FOR

DIESEL ENGINE.[3] by: K.M. Rahman, M.Mashud, Md.Roknuzzaman,A.Al
Galib, KUET, Bangladesh

The world is getting modernized and industrialized day by day. As a result vehicles
and engines are increasing. But energy sources used in these engines are limited and
decreasing gradually. This situation leads to seek an alternative fuel for diesel engine.
Biodiesel is an alternative fuel for diesel engine. The esters of vegetables oil animal
fats are known as Biodiesel. This paper investigates the prospect of making of
biodiesel from jatropha oil. Jatropha curcas is a renewable non-edible plant. Jatropha
is a wildly growing hardy plant in arid and semi-arid regions of the country on
degraded soils having low fertility and moisture. The seeds of Jatropha contain 50-
60% oil. In this study the oil has been converted to biodiesel by the well-known
transesterification process and used it to diesel engine for performance evaluation.

Jatropha oil production and an experimental investigation of its use as an

alternative fuel in a DI diesel engine.[4] by: V.chalatlon, M.M. Roy, A.Dutta,
S.Kumar,

In this study, a non-edible vegetable oil was produced from Jatropha fruits as a
substitute fuel for diesel engines and its usability was investigated as pure oil and as a
blend with petroleum diesel fuel. A direct injection (DI) diesel engine was tested
using diesel, Jatropha oil, and blends of Jatropha oil and diesel in different
proportions. A wide range of engine loads and Jatropha oil/diesel ratios of 5/95% (J5),
10/90% (J10), 20/80% (J20), 50/50% (J50), and 80/20% (J80) by volume were
considered. The following performance parameters were measured; brake thermal
efficiency, brake specific fuel consumption and CO and CO2 emissions. No
significant change in brake thermal efficiency and brake specific fuel consumption
was experienced up to J20 ratios. However, higher blends suffered from deterioration
in efficiency and fuel consumption about 10 to 25%. At low load operations, CO2
emission with blends was lower than that of diesel, whereas, at high loads, CO2
emission became higher with a higher percentage of Jatropha oil in the blends.
However, CO emission with blends was much higher than that of diesel; the higher
the percentage of Jatropha oil in the blend, the higher the CO emission.
3
 CHAPTER 3

DIESEL AND BIODIESEL

 DIESEL ENGINE & DIESEL CYCLE
A diesel engine (also known as a compression-ignition engine) is an internal
combustion engine that uses the heat of compression to initiate ignition to burn the
fuel, which is injected into the combustion chamber. This is in contrast to spark-
ignition engines such as a petrol engine (gasoline engine) or gas engine (using a
gaseous fuel as opposed to gasoline), which uses a spark plug to ignite an air-fuel
mixture. The engine was developed by Rudolf Diesel in 1893.

The diesel engine has the highest thermal efficiency of any regular internal or external
combustion engine due to its very high compression ratio. Low-speed diesel engines
(as used in ships and other applications where overall engine weight is relatively
unimportant) can have a thermal efficiency that exceeds 50 percent.

The diesel internal combustion engine differs from the gasoline powered Otto cycle
by using highly compressed hot air to ignite the fuel rather than using a spark plug
(compression ignition rather than spark ignition).

Fig 1: Working of Diesel Engine

In the true diesel engine, only air is initially introduced into the combustion chamber.
The air is then compressed with a compression ratio typically between 15:1 and 22:1
resulting in 40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.4
MPa) (about 200 psi) in the petrol engine. This high compression heats the air to 550
°C (1,022 °F). At about the top of the compression stroke, fuel is injected directly into
the compressed air in the combustion chamber. This may be into a (typically toroidal)
void in the top of the piston or a pre-chamber depending upon the design of the
engine. The fuel injector ensures that the fuel is broken down into small droplets, and
that the fuel is distributed evenly.

4
The heat of the compressed air vaporizes fuel from the surface of the droplets.The
vapour is then ignited by the heat from the compressed air in the combustion
chamber, the droplets continue to vaporise from their surfaces and burn, getting
smaller, until all the fuel in the droplets has been burnt. The start of vaporisation
causes a delay period during ignition and the characteristic diesel knocking sound as
the vapour reaches ignition temperature and causes an abrupt increase in pressure
above the piston. The rapid expansion of combustion gases then drives the piston
downward, supplying power to the crankshaft.[24] Engines for scale-model
aeroplanes use a variant of the Diesel principle but premix fuel and air via a
carburation system external to the combustion chambers.

ABOUT BIO-DIESEL
Biodiesel, a renewable fuel, is produced from vegetable oils and animal fats by a
process called transesterification. It breaks down the molecules of vegetable oils into
constituent molecules forming biodiesel as the main product and glycerine as the by-
product.
Biodiesel is manufactured from the vegetable oils like soya, canola, jatropha,
sunflower seed, algae, etc. and animal fats. The chemical name for biodiesel is fatty
acid alkyl esters. There are a few methods for production of biodiesel, but the most
commonly used method for production of biodiesel is known as transesterification. It
is the chemical conversion process of vegetable oil or animal fats to biodiesel.
The biodiesel produced by the process of transesterification has much lower viscosity,
which makes it capable of replacing petroleum diesel in diesel engines. In earlier
years when the process of transesterification was not known, the viscosity of
vegetable oil was the major hindrance for its use as a fuel for motor engines.
The byproduct of the transesterification chemical reaction is the glycerin that
originally formed the bond between the chains of fatty acids. Reaction shows below.
Glycerine can be used for various purposes. Thus during transesterification process
nothing goes to waste. All the products and byproducts are utilized for various
purposes.

Blends:
Blends of biodiesel and conventional hydrocarbon-based diesel and products most
commonly distributed for use in retail diesel fuel marketplace. Much of the world uses
a system known as the ―B‖ factor to state the amount of biodiesel in any fuel mix.

 100% biodiesel is referred to as B100, while

 20% biodiesel is labelled as B20
 5% biodiesel is labelled as B5
 2% biodiesel is labelled as B2

5
Properties :
The calorific value of biodiesel is about 37.27 MJ/L. This is 9% lower than regular
number 2 petrol diesel. Variations in biodiesel energy density are more dependent on
the feedstock used than the production process.
Still these variations are less than for petro diesel. It has been claimed biodiesel gives
better lubricity and more complete combustion thus increasing the engine energy
output and partially compensating for th higher density of petrodiesel.
Biodiesel is a liquid which varies in colour – between golden and dark brown –
depending on the production feedstock. It is immiscible with water , has a high
boiling point and low vapour pressure. The flash point of biodiesel (>130 °C, >266
°F) is significantly higher than

Table 1: different properties of Biodiesel

that of petroleum diesel (64 °C, 147 °F) or gasoline (-45 °C, -52 °F). Biodiesel has a
density of - 0.88 g/cm³, higher than petrol diesel – 0.85 g/cm³.

Production:
As mentioned above biodiesel can be produced from straight vegetable oil, animal
oil/fats, tallow and waste oils. There are three basic routes to biodiesel production
from oils and fats:
Base catalyzed transesterification of the oil.
Direct acid catalyzed transesterification of the oil.
Conversion of the oil to its fatty acids and then to biodiesel.
Almost all biodiesel is produced using base catalyzed transesterification as it is the
most economical process requiring only low temperatures and pressures and
producing a 98% conversion yield.

6
Flow chat of production of Biodiesel:

Fig 2: Flow chart of biodiesel production

The Transesterification process is the reaction of a triglyceride (fat/oil) with an

alcohol to form esters and glycerol. The figure below shows the chemical process for
methyl ester biodiesel. The reaction between the oil and the alcohol is a reversible
reaction and so the alcohol must be added in excess to drive the reaction towards the
right and ensure complete conversion.

Disadvantages of Biodiesel:
Biodiesel does gel in very cold weather, but so does conventional petrodiesel. The
temprature at which Biodiesel starts to gel will depend on what product is used to
make the biodiesel with. For example Biodiesel made from Canola Oil will gell at
around -10°C (14 °F) and Biodiesel made from Tallow gels at around +16 °C (61 °F).

Biodiesel can be made from a wide variety of feedstock including some of which are
used as food. When you use a food crop to create biodiesel it is possible to create
competition between food in poor countries and Biodiesel fuel in rich countries. For
example a rich country can go and buy all the coconuts in Mozambique, a poor
country, and use that to make biodiesel. By doing this the rich country take away the
only form of food and nutrition that a lot of people in that country depend on.

7
When you compare 100% Biodiesel (B100) to conventional petrodiesel, B100's
Nitrogen Oxide emissions is on average about 10% higher than that of conventional
petro diesel. For B20 the difference in Nitrogen Oxide emissions is between 2%
increase and 2% decrease depending on the testing conditions and the engine.

Biodiesel can decrease your engine's Horsepower, but only when the Biodiesel used is
of an inferior quality. That is why you should always and only use High-Quality
Biodiesel in your motor. Biodiesel of a low quality can decrease your Horsepower by
upto 25% in the worst cases. The solution to this Disadvantage is easy - Use High
Quality Biodiesel. ASTM D6751 is the quality standard for biodiesel in the USA and
Canada. The European equivalent is the EN 14214. In South Africa biodiesel quality
is measured according to SANS 1935:2004.

Biodiesel in blends above B20 does tend to soften and degrade natural rubber
compounds and elastomers over time. The greater the percentage Biodiesel to
petrodiesel the faster this degration happens. It was found that Biodiesel blends, B20
and below has no effect on the rubber and elastomers whatsoever. This problem was
solved when we made the switch to low sulfur diesel, although older cars could still
be effected by this.

Bio-diesel in Indian scenario

To set up a biodiesel plant, you should have your own jatropha plantation. Oil is
currently not easily available. To set up 1,000 litres per day plant, you need a
plantation in 200 hectares. Once you have a source of oil, you can set up a biodiesel
plant. Such a large patch of land is not available in India as one piece. Hence the
plants have to collect seeds from a number of farmers. Most of the jatropha oil
currently produced in India is used in biokerosene (substitute for kerosene for use in
lamps and stoves), as fuel additive and for manufacture of soap. Not much oil is
available for manufacture of biodiesel or for exports. There are 5 large plants, set up
with a capacity of 30,000 litres per day, and a number of small plants, with a capacity
of 1,000 to 3,000 litres per day. Practically all plants are running at very low
capacities, or closed due to lack of jatropha oil.Logistics of seed collection is
challenging. You get seeds only once in a year. These will have to be stored for
operation through out the year. These require huge working capital, and lot of space.

8
 CHAPTER 4

CASE STUDY
 CASE STUDY

In the project progress process, for the fulfilment of the purpose of our project, we
have performed some practical work. We have done a no of experiments on Biodiesel
as well as on pure diesel oil comparing the different performance and characteristics.
The experiments were done by using pure diesel oil and Biodiesel separately and
mainly different blending of diesel and Biodiesel mixture and obviously the load of
the diesel engine by changing the load in the dynamometer.

In our practical field, we aimed to do following experiment:

1. Load test with 100% diesel

2. Load test with 95% diesel & 5% biodiesel
3. Load test with 2.5% biodiesel & 97.5% diesel

Of the above mentioned four experiments, we have successfully done the first two
experiments in our college laboratory with the set-ups available in a four stroke diesel
engine with 100% pure diesel & Biodiesel separately. The specification of the engines
and other set-ups are given later.

LOAD TEST WITH DIESEL (95% & 97.5%) AND BIODIESEL

(5% & 2.5%)
AIM:

TO DETERMINE:

1. Brake horsepower
2. Brake Specific Fuel Consumption
3. Brake Thermal Efficiency

ENGINE SPECIFICATIONS:

 Makers: GE Motors Pvt. Ltd

 3KVA, 220V, 150RPM
 Single phase
 Single cylinder four stroke
 Bharat Engineers fuel added
 Load given by electric dynamometer

9
Fig 3: Diesel Engine coupled with generator

Fig 4: Various electrical loading set

10
 PROCEDURE
1. Fill oil in the oil sump of the engine. It should be in between the marks
provided on the oil dipstick. If oil level is reduced, add clean oil (SAE-40) to
the crankcase by the opening of the valve provided , at the top of the engine.
2. Fill the diesel in diesel tank.
3. Fill the manometer up to half of the manometer with water.
4. Fill the burette with diesel by opening of the valve and close it after filling.
5. Supply the diesel to the engine by opening the valves provided in the fuel
supply line. Supply the main power.
6. Open continuous cold water supply to the engine jacket.
7. Start the engine with starting handle and left it run for 15 mins under no load
condition.
8. When engine starts running smoothly,firstly load the engine with electrical
loading.
9. Run the engine for 15 mins so that it can stabilize.
10. Close the diesel supply valve and open the valve of burette.
11. Now open the diesel supply valve which refills the burette.
12. Close the burette valve and continue the diesel supply.
13. Note down the reading of manometer to calculate the air intake by the engine.
14. Note the temperature of inlet and outlet of the help oe water circulating
through the engine jacket from thermometer.
15. Measure the flow rate of water with the help of water meter and stop watch
16. Note down the reading of spring balance and rpm with the help of 100%
tachometer.
17. Repeat the experiment for different electric load.
18. Reduce the load on engine and press the liver provided on the right hand side
of the engine to stop the engine.
19. Then close the fuel and cooling water supply to the engine.

11
 CHAPTER 5

FORMULAS AND LIST OF

ABBREVIATIONS
 FORMULAE

1. FUEL CONSUMPTION (FC) =

(Volume of the Fuel × Density of Fuel × 3600) / (Time × 1000) in
kg/h

2. BRAKE HORSE POWER (BHP) = (Load × No. of rotations) / 7023 in HP.

1HP = 746 W = 0.746 KW

3. BRAKE POWER (BP) = (2π × No. of Rotations × Time) / 3600 in KW

4. BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) = FC / BHP in KW in

kg/KWH

5. BRAKE THERMAL EFFICIENCY (Ƞbth) (BTE) =

(BHP in KW × 3600 × 100%) / (FC × CV) in %

6. Calorific Value of Biodiesel = 36120 MJ/kg

7. Calorific Value of Diesel = 42000 MJ/kg

8. Density of the fuel used = 0.84 g/cc

The following Graphical Representation of the data are done to obtain the results :

1. BHP vs. FC
2. BHP vs. BSFC
3. BHP vs. Ƞbth
4. BHP vs. FC, BSFC, Ƞbth

12
 LIST OF ABBREVIATIONS
1. ABDC : After bottom dead center
2. ATDC : After top dead center
3. ao : Cross sectional area of the orifice
4. acc.g : Acceleration due to gravity
5. BBDC : Before bottom dead center
6. BTDC : Before top dead center
7. BHP : Brake horse power
8. BSFC : Brake specific horse power
9. Bth : Brake thermal
10. Cal : calorie
11. Cc : cubic centimetre
12. Cd : coefficient of discharge
13. C.I. : compression ignition
14. Cm : centimetre
15. Cp : specific heat of water
16. C.R. : compression ratio
17. D : bore of a engine
18. do : diameter of the orifice
19. g : gram
20. hr : hour
21. I : ammeter reading
22. I.T. : ignition timing
23. Kg : kilogram
24. KJ : kilo joule
25. KW : kilo watt
26. RPM : revolution per minute
27. Sec,s : seconds
28. Vs : versus
29. ρa : density of air at 0°C
30. ρm : density of manometer fluid(water)
31. V : voltmeter reading
32. D : stroke of a engine

13
 CHAPTER 6

RESULTS AND DISCUSSION

 OBSERVATI ON DATAS
LOAD TESTS:
Table: 1
5% biodiesel & 95% diesel

LOAD(w) Fc (Kg/Hr) BP (KW) BSFC (Kg/KWhr) BTe(%)

100 1.248 1.113 1.122 8.88

300 1.454 1.510 0.963 10.35

500 1.745 1.937 0.901 11.06

600 1.736 2.241 0.775 12.86

700 1.770 2.592 0.683 14.59

800 2.108 3.401 0.620 16.08

Table: 2

2.5% biodiesel & 97.5% diesel

LOAD(w) Fc Kg/Hr) BP (KW) BSFCKg/KWhr) BTe(%)

100 1.234 1.119 1.103 9.03

300 1.447 1.538 0.941 10.59

500 1.718 1.987 0.865 11.52

600 1.639 2.293 0.715 13.94

700 1.691 2.630 0.643 15.50

800 2.107 3.501 0.602 16.56

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 Table: 3
100% diesel:

LOAD(w) Fc (Kg/Hr) BP (KW) BSFC(Kg/KWhr) BTe(%)

100 1.231 1.093 1.127 7.6

300 1.419 1.438 0.987 8.68

500 1.767 1.928 0.917 9.34

600 1.733 2.237 0.775 11.06

700 1.768 2.537 0.697 12.29

800 1.945 3.112 0.625 13.71

15
 GRAPHS :

5% biodiesel & 95% diesel:

Graph 1: BP (KW) vs. FC for 5% Biodiesel

Graph 2: BP vs. BSFC for 5% Biodiesel

16
 Graph 3: BP vs. BTE for 5% Biodiesel

Graph 4: Performance of engine in 5% biodiesel

17
2.5% biodiesel & 97.5% diesel

Graph 5: BP vs. FC for the 2.5% Biodiesel

Graph 6: BP vs. BSFC for the 2.5% Biodiesel

18
 Graph 7: BP vs. BTE for the 2.5% Biodiesel

Graph 8: Performance of engine in 2.5% biodiesel

19
100% diesel

Graph 9: BP vs. FC for the 100 % Diesel

Graph 10: BP vs. BSFC for the 100 % Diesel

20
 Graph 11: BP vs. BTE for the 100 % Diesel

Graph 12: Performance of engine in pure diesel

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COMAPARATIVE STUDIES:

Graph13: FC for different fuel sample

Graph14: BSFC for different fuel sample

22
Graph15: BTE for different fuel sample

23
 DISCUSSION

100% diesel:
1. We can see from the Graph9, that when the BP increases the FC also increases

2. From Graph 10, the BSFC decreases as the BP increases up to a point called
maximum economy, after max economy the BSFC also increases with the
increases of the BP.

3. Graph 11, the point of maximum economy also means maximum BTE, up to
max economy the BTE increases with the increase of load after which it
decreases.

2.5% Biodiesel and 97.5% diesel:

1. From Graph 5, it can be seen that FC increase almost linearly with BP

2. Graph 6, BSFC decreases with the BP upto maximum economy

3. Graph 7, BTE increases with the BP and then decreases rapidly.

5% Biodiesel and 95 % diesel:

1. Refer the Graph 1 showing the linear increase of FC with the BP

2. Graph 2 show the decrease of BSFC with the BP

3. Graph 3, BTE also increases with the increase of load up to maximum economy
point.

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 ANALYSIS OF DATA TAKEN
The characteristic of the diesel engine is a known parameter. Various reading are
taken for the calculation of BSFC, FC, BTE and BHP of the engine and are plotted
for better understanding. Due to the restricted scope of our college laboratory we can
only able to load the engine up to 800W which was not enough to show the true
characteristic of the graph.

The graph of the BTE should be increasing and then decreasing after the maximum
economy point. Where as we get only the increasing portion of the graph.

The graph of the BSFC should be on the other side first decreasing and then
increasing after the maximum economy.

We have used two different blends in the test. One with 2.5% jatropha and other with
5% jatropha blended with diesel.

5% jatropha:

For this fuel sample the BTE is little bit lesser than of diesel. As the amount of
jatropha increase the reduction in the BTE. The can be explained with the help of the
following. As the jatropha increases it makes the fuel more dense which makes them
suffer worse atomization and vaporization followed by inadequate mixing with air.
But if we can decrease the amount of jatropha the resulting fuel can act as energy
booster.

2.5% jatropha:

This fuel sample has 2.5% jatropha and 97.5% diesel. For the maximum test load of
800W it has been observed that this increases the BTE compared to diesel. From the
environmental point of view also it is favourable, by minimizing the carbon foot
print. This special blend of fuel also has highest Cetain number and better engine
performance than the diesel fuel suggesting that jatropha oil can be used as ignition
accelerator additive for diesel fuel.

The results for the variation in the brake specific fuel consumption (BSFC) with
increasing load in the engine for the various fuels are presented in Graph 14. For all
fuels, the BSFC falls with increasing load. However values for the 97.5% diesel and
2.5% jatropha fuel blends are generally low compared to the other fuels at all loads.

It can be seen from Graph15, that the 97.5% diesel to 2.5% jatropha fuel blend
indecently gives higher efficiencies at all load. The diesel fuel produces the lowest
thermal efficiency at all loads. The higher thermal efficiency of the vegetable oil fuels
may be due to their low heat input requirement for higher power output at a given
engine load.It can be postulated from the above observation that 2.5% by volume of
jatropha introduced into the diesel fuel enhances the performance of the engine and
therefore the jatropha oil can be used as a fuel enhancement additive for the diesel oil.

25
 CHAPTER 7

SCOPE OF FURTHER WORK

 SCOPE FOR FURTHER WORK

Our current work mainly focuses on performance analysis of only jatropha as

biodiesel. Where as there are many such oil out there which we can use as a
alternative fuel source. Research says there are thousands of species of plants
available in nature from which we can extract the fuel, it just need to be find out.
One such oil is Karanj which has excellent properties like jatropah. Adequate research
must be done on the choosing the right biofuel and the right proportion of its blend
with diesel. Some reaearch paper also shows that using the ethanol and methanol also
affects the performance of the engine. So to make biofuel more accessible and
effective in the market a wide variety of research must be carried on.

Also one has to consider the economic point of view the thus the viability of the
biofuel. Considerable amount of work must be done in determining the affect the
biodiesel can cause in the world fuel market.

The future BIODIESEL is growing. More companies are offering this solution to the
consumers. At this stage, only diesel powered automobiles can use the new fuel. This
is expected to change in the upcoming years. The mounting concern of off – shore oil
as well as the environment issues has groups in a uproar. Already there are several
types of companies using BIODIESEL as their main source of transportation. The
Yellowstone nation park bus system uses a mixture of BIODIESEL and petroleum to
run the whole feet. Test by the govt. have proven this type of fuel is overall more
functional and safe than petroleum based products. As fossil beds run dry, everyday
scientists come closure to new alternatives. Soon BIODIESEL will become the new
source of power.

Through the research and constant testing, BIODIESEL is more

productive than the petroleum based fuel. it has been discovered that this type of
products will become the new source of power. Not only for diesel automobiles but
for the other power sources individuals desperately require living and surviving.
Before long, this type of supply will not only be used in vehicles but also in our
homes and factories.

26
CHAPTER 8

REFERENCES
 REFRRENCES
Books :
1. Biodiesel: Basics and beyond : A comprehensive guide to production and use
– by William H. kemp.
2. Biodiesel : Growing new energy economy – by Greg Pahl and Bill McKibben
3. Biofuels : Towards a greener and secure energy future – by Padam Prakash
Bhojvaid
4. Internal Combustion Engines by V. Ganesan
5. Automatic hand book by Robert Bosch

Research papers:
[1] A.V. Krishna ―Experimental determination of brake thermal efficiency and brake
specific fuel consumption of diesel engine fuelled with biodiesel‖ Reddy et al. /
International Journal of Engineering and Technology Vol.2 (5), 2010, 305-309

[2] B.S.Samaga, ―vegetable oil as alternative fuels for the C.I. engines‖, VIII National
conference on I.C engines and combustion 1983.

1
[3] N. Stalin and H. J. Prabhu ―Performance test of IC engine using karanja biodiesel
blending with diesel‖ ARPN Journal of Engineering and Applied Sciences VOL. 2,
NO. 5, OCTOBER 2007

[4] Rushang M. et al. 2006. Flow properties of biodiesel fuel blends at low
temperatures.
pp.143-151.

[5] M. Pugazhvadivu ―Studies on the effect of ethanol addition to biodiesel:

Performance and emissions of a diesel engine‖ Indian Journal of Science and
Technology Vol.2 No. 11 (Nov. 2009)

Websites :
1. http://en.wikipedia.org/wiki/biodiesel
2. http://www.biodiesel.org/
3. http://www.breathingearth.net
4. http://www.google.com
27
CHAPTER 9

CONCLUSION
 CONCLUSION:

The world is changing rapidly and so as the nature and atmosphere around us. Fuel is
one of the prime needs of human civilization and it will remain. We ourselves need to
find our way around to make this wheel going. One thing is for sure the petroleum
fuel is not going to be there for all the time, it is just a matter of time when we will
feel the gravity of its lacking. So it is good to make mind before it is too late. We have
to go renewable, a source of energy which does not hamper the environment by any
mean. And biodiesel is just the thing which we were searching.

In our own effort we came to know about some interesting facts and observations
which broaden our understanding towards bio diesel. Though our attempt is quite
simple but that’s for sure a great start.

We are grateful to our project supervisor Dr. B.B.Ghosh and learn a lot from him. We
are also thankful to Dr. S. M. Ghosh for providing us the jartopha oil which we use
for our experiment.

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