1.1 Background , motivation and Energy overview in India

[COMPARISONS OF PERFORMANCE AND EMISSION TEST USING BIODIESEL FROM SIMAROUBA AND WASTE COOKING OIL IN CI ENGINE]

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CHAPTER:1 1. INTRODUCTION 1.1 Background , motivation and Energy overview in India Transesterification of a vegetable oil was conducted as early as 1853 by Patrick Duffy, four decades before the first diesel engine became functional Rudolf Diesel's prime model, a single 10 ft (3.0 m) iron cylinder with a flywheel at its base, ran on its own power for the first time in Augsburg, Germany, on 10 August 1893 running on nothing but peanut oil. In remembrance of this event, 10 August has been declared "International Biodiesel Day. It is often reported that Diesel designed his engine to run on peanut oil, but this is not the case. Diesel stated in his published papers, "At the Paris Exhibition in 1900 (Exposition Universelle) there was shown by the Otto Company a small Diesel engine, which, at the request of the French government ran on arachide (earth-nut or pea-nut) oil (see biodiesel), and worked so smoothly that only a few people were aware of it. The engine was constructed for using mineral oil, and was then worked on vegetable oil without any alterations being made. The French Government at the time thought of testing the applicability to power production of the Arachide, or earth-nut, which grows in considerable quantities in their African colonies, and can easily be cultivated there." Diesel himself later conducted related tests and appeared supportive of the idea In a 1912 speech Diesel said, "The use of vegetable oils for engine fuels may seem insignificant today but such oils may become, in the course of time, as important as petroleum and the coal-tar products of the present time." Throughout the 1990s, plants were opened in many European countries, including the Czech Republic, Germany and Sweden. France launched local production of biodiesel fuel (referred to as diester) from rapeseed oil, which is mixed into regular diesel fuel at a level of 5%, and into the diesel fuel used by some captive fleets (e.g. public transportation) at a level of 30%. Renault, Peugeot and other manufacturers have certified truck engines for use with up to that level of partial biodiesel; experiments with 50% biodiesel are underway. During the same period, nations in other parts of the world also saw local production of biodiesel starting up: by 1998, the Austrian Biofuels Institute had identified 21 countries with commercial biodiesel projects. 100% biodiesel is now available at many normal service stations across Europe. India's [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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total biodiesel requirement is projected to grow to 3.6 million tonnes in 2011–12, with the positive performance of the domestic automobile industry. Analysis from Frost & Sullivan, Strategic Analysis of the Indian Biofuels Industry, reveals that the market is an emerging one and has a long way to go before it catches up with global competitors. The Government is currently implementing an ethanol-blending program and considering initiatives in the form of mandates for biodiesel. Due to these strategies, the rising population, and the growing energy demand from the transport sector, biofuels can be assured of a significant market in India. On 12 September 2008, the Indian Government announced its 'National Biofuel Policy'. It aims to meet 20% of India's diesel demand with fuel derived from plants. That will mean setting aside 140,000 square kilometres of land. Presently fuel yielding plants cover less than 5,000 square kilometres. Biofuels are a serious option to compete with oil in the transport system compared to other technologies such as hydrogen, because biofuel technologies are already well developed and available in many countries. Bioethanol and biodiesel can be mixed with the petroleum products (gasoline and diesel) they are substituting for and can be burned in traditional combustion engines with blends containing up to 10 per cent biofuels without the need for engine modifications. India is a diesel-deficit nation and demand has far out striped supply. India's diesel production will not be able to keep pace with the rapidly growing demand. Government's pricing policy now allows oil companies to decide prices. Diesel is not much cheaper than petrol any more. Diesel demand in the country is growing at an annual rate of 8%. At this rate India will need a brand new 9 Million Tons per year refinery every year. The automobiles industry has estimated that the share of diesel vehicles, in overall vehicle sales has crossed the 40% mark. The price of fuels is now going to be in line with price of crude oil. Hence the Petrol and Diesel prices are now in line with international price levels, which makes biofuel economically attractive. India's biodiesel processing capacity is estimated at 600,000 tons per year. The government owned Oil Marketing companies have now floated a tender again to buy 840 million liters of Biodiesel. However there are few interested suppliers. They prefer to export, rather than selling in India.

[DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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1.2 Biofuels and sustainable developments in india India, is currently the fourth largest greenhouse gas (GHG) emitter, the fifth largest energy consumer and the second most populous country in the world. Naturally, there is an increase in energy demand every year. India will need to import huge amounts of energy from other countries in order to meet its energy demands. Although India’s per capita emissions are less than half the world’s average, in 2010, its transport sector accounted for 13 percent of the country’s energyrelated carbon-dioxide emissions. Hence, India needs to find sustainable energy generation sources to meet its demands thereby providing a good market for biofuels. India’s biofuel production accounted for only 1 percent of global production in 2012. Bio-ethanol and bio-diesel are the two biofuels that are commercially produced. Currently, first generation feedstocks such as sugarcane, maize, sugarbeet and cassava are commonly exploited for bioethanol along with palm oil, jatropha oil and other edible oils from various oilseed crops for the production of bio-diesel. But since the production of these fuels compete with food crops, questions regarding food security and sustainability issues arise. Thus, there is tremendous potential for second generation biofuels in India, especially for cellulosic and agricultural crop residues. Biofuel development and use is a complex issue because there are many biofuel options which are available. Biofuels, such as ethanol and biodiesel, are currently produced from the products of conventional food crops such as the starch, sugar and oil feedstocks from crops that include wheat, maize, sugar cane, palm oil and oilseed rape. Some researchers fear that a major switch to biofuels from such crops would create a direct competition with their use for food and animal feed, and claim that in some parts of the world the economic consequences are already visible, other researchers look at the land available and the enormous areas of idle and abandoned land and claim that there is room for a large proportion of biofuel also from conventional crops. More than half of India’s land is used for agriculture, with massive production of crops residues and crop wastes. Depending on the feedstock choice and the cultivation technique, second generation biofuel production has the potential to provide many benefits such as net GHG reduction and reducing competition with food consumption by making use of abandoned lands [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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and consuming waste residues. At the same time, molasses (a by-product of sugar) production is commonly used for the production of alcohol and ethanol in India. However, current estimates indicate that molasses alone will not be sufficient to meet India’s mandated requirement of 5% blending.Second-generation biofuels derived from ligno-cellulosic feedstocks can overcome the problem of feedstock availability. These biofuels originate from agricultural residues and byproducts, organic wastes, and materials derived from purposely grown energy plantations, offering a more preferable variety of woody, grassy, and waste materials as a feedstock. In India, although second-generation biofuels are still under technological investigation regarding conversion technologies and process operation, they are expected to meet the requirements for lower land use and much better CO2 emission reduction potential after commercialisation. Biofuels are considered among the most promising alternative options, as they can be produced locally and can be substituted for diesel and petrol to meet the transportation sector’s requirements. India, like many other countries, is setting targets for the substitution of petroleum products by biofuels (GoI, 2003; MNRE, 2009). Globally, countries have been setting varying targets, ranging from 5 percent to 20 percent for the transport of fuel products to be provided from renewable sources, to be met at various times within the period 2010–2030 (Koonin, 2006; Wiesenthal et al., 2009; Eisentraut, 2010). The interest in biofuels in the industrialised countries, apart from promoting energy security, is also aimed at supporting agriculture and rural development and mitigating the threat of climate change by replacing petroleum fuels with renewable sources (Lapola et al., 2010). According to IPCC (2007), biofuels have a large potential to reduce GHG emissions in the transportation sector. On the other hand, developing countries such as India have multiple constraints in promoting biofuels, such as promoting energy security, rural development, and the reclamation of degraded lands as well as coping with the challenges of land and water scarcity and improving food security. Biofuels are considered among the most promising and economically viable alternative option, as they can be produced locally, within the country, and can be substituted for diesel and petrol to meet the transportation sector’s requirements. Then there wouldn’t be dependency on foreign oils,helping boost the country’s overall economy.


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Fig 1. Biofuel nursey in Hassan, Karnataka, India. Oil being the dominant fuel in the world, like any other net oil-importing developing country, India‟s energy insecurity is centred on the uncertainty surrounding oil prices and its supply. Since oil, like any other fossil fuel, is non-renewable, India faces increasingly difficult challenges in ensuring energy security. The scope for fuel substitution is highly restricted in the transport sector, which is a very vital one because of its role in ensuring the mobility of goods and people. The vehicular population is growing at 8-10 percent annually in India, with two wheelers constituting 72 percent of the total registered motor vehicles. Among the various petroleum products, diesel meets an estimated 73 percent of fuel demand from transport sector. With growing concerns of vehicular exhaust being one of the major causes of global environmental pollution, the global community is seeking non-petroleum-based alternative fuels, along with more advanced energy technologies, to increase energy use efficiency. Thus, there has been a worldwide search for alternative renewable fuels to mitigate the problem of energy insecurity and India has been exploring the feasibility of developing biofuels that can reduce the dependence on petroleum products for transport. India biofuel policy regime is influenced broadly by: (a) energy security concerns – ever increasing energy demand necessitates search for renewable energy alternatives given India‟s limited fossil fuel reserves; (b) environmental concerns – growing local pollution and climate change concerns make it imperative to search for environmentally friendly alternatives; (c) wasteland utilization – biofuel feedstock cultivation could bring wastelands and other unproductive lands for effective utilization; and (d) enhance rural livelihood options. India‟s high [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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speed diesel (HSD) requirement would reach 190 million tons by 2031-32. Twenty percent blending target outlined in the National Biofuel Policy 2009 translates to biodiesel demand of about 38 million tons by 2031-32.

1.3 Types of Biofuels, Advantages, Disadvantages And Applications of Alternative fuels Bio fuel is a generic term referring to liquid or gaseous fuels derived from renewable biomass such as plants and organic waste. Broad classification of Bio fuels is as follows: First generation bio fuels are produced from agricultural feed stocks, vegetable oils, and animal fats using conventional technology. The most common first generation bio fuels are: Bio ethanol – is blended with gasoline or petrol and produced by fermenting sugars or starches (includes sugarcane, corn, wheat, and sugar beets, etc.) Biodiesel – is blended with petroleum diesel and produced from vegetable oil or animal fats (made up of the oil from palm, jatropha, coconut, and soybeans)

Fig 2. Different types of biodiesels Second generation bio fuels are produced from non-food feedstocks, including plant and wood waste (commonly called cellulosic bio fuels), micro-algae, or other technologies that are currently advanced or experimental in nature. Some well-known alternative fuels include biodiesel, bio alcohol (methanol, ethanol, butanol), chemically stored electricity (batteries and fuel cells), hydrogen, non-fossil methane, non-fossil natural gas, vegetable oil, propane and other biomass sources. Both ethanol and methanol have been used as an automotive fuel While both can be obtained from petroleum or natural gas, ethanol has attracted more attention because it is considered a [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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renewable resource, easily obtained from sugar or starch in crops and other agricultural produce such as grain, sugarcane, sugar beets or even lactose. Since ethanol occurs in nature whenever yeast happens to find a sugar solution such as overripe fruit, most organisms have evolved some tolerance to ethnol , whereas methanol is toxic. Biodiesel (Fatty acid methyl ester), is commercially available in most oilseed-producing states in the United States. As of 2005, it is somewhat more expensive than fossil diesel, though it is still commonly produced in relatively small quantities (in comparison to petroleum products and ethanol). Many farmers who raise oilseeds use a biodiesel blend in tractors and equipment as a matter of policy, to foster production of biodiesel and raise public awareness. It is sometimes easier to find biodiesel in rural areas than in cities. Biodiesel has lower Energy Density than fossil diesel fuel, so biodiesel vehicles are not quite able to keep up with the fuel economy of a fossil fuelled diesel vehicle, if the diesel injection system is not reset for the new fuel. If the injection timing is changed to take account of the higher Cetane value of biodiesel, the difference in economy is negligible. Because biodiesel contains more oxygen than diesel or vegetable oil fuel, it produces the lowest emissions from diesel engines, and is lower in most emissions than gasoline engines. Biodiesel has a higher lubricity than mineral diesel and is an additive in European pump diesel for lubricity and emissions reduction. Biogas may be used for Internal Combustion Engines after purification of the raw gas. The removal of H2O, H2S and particles can be seen as standard producing a gas which has the same quality as Compressed Natural Gas. The use of biogas is particularly interesting for climates where the waste heat of a biogas powered power plant cannot be used during the summer. High-pressure compressed natural gas, mainly composed of methane, that is used to fuel normal combustion engines instead of gasoline. Combustion of methane produces the least amount of CO2 of all fossil fuels. Gasoline cars can be retrofitted to CNG and become bifuel Natural gas vehicles (NGVs) as the gasoline tank is kept. The driver can switch between CNG and gasoline during operation. Natural gas vehicles (NGVs) are popular in regions or countries where natural gas is abundant.


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1.31 Advantages:Bio fuel advocates frequently point out the advantages of these plant- and animal-based fuels, such as. 

Cost: Bio fuels have the potential to be significantly less expensive than gasoline and other fossil fuels. This is particularly true as worldwide demand for oil increases, oil supplies dwindle, and more sources of bio fuels become apparent.

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Source material: Whereas oil is a limited resource that comes from specific materials, bio fuels can be manufactured from a wide range of materials including crop waste, manure, and other byproducts. This makes it an efficient step in recycling.

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Renewability: It takes a very long time for fossil fuels to be produced, but bio fuels are much more easily renewable as new crops are grown and waste material is collected.

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Security: Bio fuels can be produced locally, which decreases the nation's dependence upon foreign energy. By reducing dependence on foreign fuel sources, countries can protect the integrity of their energy resources and make them safe from outside influences.

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Economic stimulation: Because bio fuels are produced locally, bio fuel manufacturing plants can employ hundreds or thousands of workers, creating new jobs in rural areas. Bio fuel production will also increase the demand for suitable bio fuel crops, providing economic stimulation to the agriculture industry.

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Lower carbon emissions: When bio fuels are burned, they produce significantly less carbon output and fewer toxins, making them a safer alternative to preserve atmospheric quality and lower air pollution.


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1.32 Disadvantages Despite the many positive characteristics of bio fuels, there are also many disadvantages to these energy sources. 

Energy output: Bio fuels have a lower energy output than traditional fuels and therefore require greater quantities to be consumed in order to produce the same energy level. This has led some noted energy analysts to believe that biofuels are not worth the work.



Production carbon emissions: Several studies have been conducted to analyze the carbon footprint of bio fuels, and while they may be cleaner to burn, there are strong indications that the process to produce the fuel - including the machinery necessary to cultivate the crops and the plants to produce the fuel - has hefty carbon emissions.

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High cost: To refine bio fuels to more efficient energy outputs, and to build the necessary manufacturing plants to increase bio fuel quantities, a high initial investment is often required.

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Food prices: As demand for food crops such as corn grows for bio fuel production, it could also raise prices for necessary staple food crops.

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Food shortages: There is concern that using valuable cropland to grow fuel crops could have an impact on the cost of food and could possibly lead to food shortages.

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Water use: Massive quantities of water are required for proper irrigation of bio fuel crops as well as to manufacture the fuel, which could strain local and regional water resources.


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.33 Applications of bio fuels: 

Cars and Trucks:Several passenger vehicles come with a flex-fuel option that allows them to run on ethanol/gasoline blends from 0 percent to 85 percent ethanol. Even normal gasoline vehicles can operate on a 10 percent ethanol blend with no problems. Diesel cars and trucks can run on biodiesel, though older models may need to have their fuel lines and gaskets replaced with modern synthetic materials, since biodiesel is a solvent . Some diesel owners have also modified their vehicles to run on straight vegetable oil.

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Aircraft :testing has shown the viability of biofuel use in the aviation industry, and use of biofuels to power aircraft is expected to increase substantially in the next decade.

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Off-Road Equipment:A large percentage of off-road equipment -- such as vehicles used in agriculture, mining, forestry, construction, and power and heat production -- use diesel fuel, making this equipment suitable for biodiesel use.

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Small Engines:Small engines, like those found in lawn mowers and chainsaws, can use ethanol blends up to 10 percent without problems.

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Biodiesel in generators: 2001, UC Riverside installed a 6-megawatt backup power system that is entirely fueled by biodiesel. Backup diesel-fueled generators allow companies to avoid damaging blackouts of critical operations at the expense of high pollution and emission rates. By using B100, these generators were able to essentially eliminate the byproducts that result in smog, ozone, and sulfur emissions. The use of these generators in residential areas around schools, hospitals, and the general public result in substantial reductions in poisonous carbon monoxide and particulate matter.


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1.4 Problem Statement: Some of the plants are available locally which plant seeds are used to producing biodiesel, namely neem, hippe, honge, karanja, surahonne, simarouba, etc. And waste cooking oil is available in local restaurants. Cost of biodiesel is 50-57 rupees per liter, is available in bio fuel park hasaana, dharwad, and bangalore. And waste cooking oil is available at a prize of 25 rupees per later from local restaurant. Based on these criteria we are selecting the simarouba biodiesel , and waste cooking oil biodiesel for our experiment. And we are collecting the simarouba biodiesel from biofuel park hasana, and waste cooking oil from local restaurant and converting to biodiesel in biofuel part dharwada. The simarouba biodiesel having high oil content (65 to 75%) with compare to all other biodiesel seeds which are available now. And selecting the waste cooking oil because of its very dangerous when it is reuse in foods. We are using different quantity of biodiesel blend with diesel (B10 B20 B25), and we get the properties of biodiesel blends which very near to the pure diesel. We are conducting the experiments on diesel engine using these blends in different parameters like combustion, emission etc.


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CHAPTER.2 Literature survey 2.1 Literatures: 1. Sharun Mendonca, et all (Volume 4, Issue 6, September – October 2013, pp. 195-202 ) He concluded that the performance and emission characterstics of diesel engines.In this paper S20 and W20 is tested at different injection pressures and found that, while using S20 and W20 the BTE is decreased and BSFC is increased. The CO and HC emission is considerably decreased compare to diesel while NOX emission is increased slightly. 2. Abhishek V, et all (Volume 5, Issue 9, September (2014), pp. 224-228 He concluded that the biodiesel engine performance is highly influenced by the factors like viscosity, density and volatility of fuel. For biodiesel, these factors are mainly decided by the effectiveness of the transesterification process. The simarouba and waste cooking biodiesel can provide a useful substitute for diesel thereby reducing our dependency on foreign countries for oil and improving the economic scenario of our country. 3. K. Sureshkumar, et all(Volume 6, (2008) 2294–2302) He concluded that the aim of the present investigation was to analyse the usability of PPME as a replacement to diesel in an unmodified CI engine. It was found that blends of PPME and diesel could be successfully used with acceptable performance and better emissions than pure diesel up to a certain extent. From the experimental investigation, it is concluded that blends of PPME with diesel up to 40% by volume (B40) could replace the diesel for diesel engine applications for getting less emissions and better performance and will thus help in achieving energy economy.

4.K. Nantha Gopal, et all(Received 13 December 2013; revised 11 February 2014; accepted 23 February 2014) He concluded In the present investigation, the performance, emission and combustion characteristics of a direct injection compression ignition engine fueled with waste cooking oil methyl esters and their blends have been discussed and compared with diesel


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5. S V Channapattana et all(Volume 7,Energy Procedia 74 ( 2015 ) 281 – 288) He concluded the emission characteristics show that the Waste cooking oil biodiesel gives minimum harmful emissions as compared to all other blends. Further, at a higher CR of 18 the fairly reduced exhaust emissions are observed irrespective of the fuel. Therefore, in operating the diesel engine with.Waste cooking biodiesel at a CR of 18 results in minimum emissions but more NOx emissions.

6. Sharun Mendonca*, et all( Volume 3, Issue 4, April 2013 1 ISSN 2250-3153) He concluded that performance, emission and combustion characteristics of biodiesel derived from Waste cooking oil its blends are compared with the conventional diesel fuel. Results are summarized Thus, results indicate that . Waste cooking oil methyl ester can be used as an alternative and environment friendly fuel for a diesel engine. However, detailed analysis of more blends will surely give an emphasis on the kind of bio-diesel that can be finally used in I.C. engines in the days to come in order to overcome the disadvantages of the petroleum diesel fuel that can be commercially developed as well. 7. Mishra S.R. et all(Vol. 2(5), 66-71, May (2012).) He concluded the Biodiesel has become more attractive to replace the petroleum fuels. As per reputed literature, most of the transestrification studies have been done on edible oils like rapeseed, soybean, and sunflower etc by using NaOH or KOH catalyst. The tree borne oil like Simarouba glauca is the most potential species to produce biodiesel in India which could offer opportunity the generation of rural employment. The process is based on the alkaline catalyzed transesterification and can be further improved to get high yield and good fuel quality Biodiesel.

2.1 Objectives of the study: 

To determine the performance of both biodiesels and comparing it with diesel



To determine the emission of both the biodiesel and comparing it with diesel

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To determine the combustion characteristics of both biodiesels and comparing it with diesel

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Determine the both the biodiesels are alternative fuels

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Comparing the both the biodiesels and choosing the best alternative fuel


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CHAPTER.3 3.1 Material And Methodology A. Simarouba Biodiesel Production Simarouba: seeds are collecting from the farmers .

Fig 3. Simarouba seeds (Biofuel board hasana) SEED DECORTICATION: Decortications is the act of separating the seed husk or seed shell from the actual seed of kernel. Decortications is an essential step prior to milling and extracting the oil from the kernel or seeds. OIL EXPELLING AND EXTRACTION: Expelling refers to the process of pressing the liquid out of liquid containing solids mechanically where extraction refers to the process of separating a liquid-solid system. Mechanical expression of seed oils using a screw press is said to be the oldest and most popular method of expelling oil from seeds in the world . While solvent extraction has proved to be more efficient the simplicity and safety aspects of expelling have made it the more advantageous process. Plus, solvent extraction adds chemicals contaminating the protein rich cake that can be used or sold to increase the efficiency of the production model.


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Fig 4. Oil Expelling And Extraction

B.Waste cooking oil: The feedstock coming from waste vegetable oils or commonly known as waste cooking oils is one of the alternative sources among other higher grade or refine oils. Waste cooking oil is easy to collect from other industries such as domestic usage and restaurant and also cheaper than other oils (refine oils). Hence, by using these oils as the raw material, we can reduce the cost in biodiesel production.

Fig 5. Local restuarants


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Fig 6. Biofuel board Dharwada

C .Common Process of Biodiesel Production: Biodiesel derived from biological resources is a renewable fuel, which has drawn more and more attention recently. A fatty acid methyl ester is the chemical composition of biodiesel. Transesterification is widely used for the transformation of triglyceride into fatty acid methyl ester. The manufacturing process is based on the transesterification of triglycerides by alcohols to fatty acid methyl esters, with glycerol as a byproduct. The base catalyzed production of biodiesel generally has the following processes. Transesterification: This is most commonly used process in production of biodiesel. It is most commonly used and important method to reduce the viscosity of vegetable oils. In this process triglyceride reacts with three molecules of alcohol in the presence of a catalyst producing a mixture of fatty acids, alkyl ester and glycerol. The process of removal of all the glycerol and the fatty acids from the vegetable oil in the presence of a catalyst is called esterification.


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Fig 7. Transesterification

Mixing of Alcohol and Catalyst: This typical process is mainly done by mixing alkali hydroxide (commonly potassium hydroxide and sodium hydroxide) with common alcohols (methanol and ethanol) in the mixer with standard agitator to facilitate the mixing. Alkali hydroxide is dissolved in the alcohol to produce alkoxide solution. Chemical Reaction: The alcohol and catalyst mixture is then charged into a closed reaction vessel and the oil is added. The reaction system is totally closed to the atmosphere to prevent the loss of alcohol, since it easily vaporizable. The reaction mixture is kept just near the boiling point of the alcohol to speed up the reaction. Excess alcohol is normally used to ensure total conversion of the oil to its esters as there is no problem of recovering of the alcohol for later use after recycling. Separation: After the reaction is completed, there exists glycerol and biodiesel formation. Both have a significant amount of the excess alcohol that was used in the reaction which is in need of being recovered. The reacted mixture is sometimes neutralized at this step if the basic media that is caused by alkali hydroxide is occurred. The glycerol phase is much denser than biodiesel phase, making biodiesel to be floated. The two products can be separated by gravity using settling vessel. The glycerol is drawn off at the bottom of the settling vessel and biodiesel is drawn off at the top. In some cases, a centrifuge is used to separate the two materials faster by screening both phases.


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Fig 8. Oil Settling Tank

Alcohol removal: After the glycerol and biodiesel phases have been separated, the excess alcohol in each phase is removed with a flash evaporation process or by distillation commonly. But currently extractive distillation can instead be used to fasten the process and to be more economical. On the other hand, the alcohol is removed and the mixture neutralized before the glycerol and esters have been separated to prevent the effect of basic media inside the reactor. After the alcohol is being recovered it is used as main raw material.

Fig 9. Filtration Unit

Biodiesel Washing: After transesterification the upper ester layer may contain traces of NaOH, methanol and glycerol. Since the remaining unreacted methanol in the biodiesel has safety risks and can corrode engine components, the residual catalyst (NaOH) can damage engine components, and glycerol in the biodiesel can reduce fuel lubricity and cause injector coking and [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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other deposits. These being water soluble is removed by washing (4 -6 times) the biodiesel with water maintained at 40-50ºC. Washing is carried out by spraying hot water over the biodiesel; precautions were taken to avoid soap formation . The washed biodiesel needs drying in order to remove trace impurities. In some processes washing step is not necessary depending on the quality of biodiesel produced . After the completion of washing process the biodiesel may contain some traces of water. Biodiesel is heated to 110 0C to remove the trapped traces of water (for drying).

Fig 10. Processing steps of biodiesel production


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Fig 11. biodiesel blends

3.2 Properties of Diesel And Biodiesel blends: 1.Viscosity: smost important parameters in evaluate the fuel quality. Viscosity affects engine working process very much. Higher viscosity would prohibit atomisation and instability of fuel droplets, and promote the formation of deposit. Biodiesel has a higher viscosity than fossil diesel. At lower blend ratio, the viscosities of diesel and biodiesel/diesel blend are very close. As the blend ratio continues to increase, biodiesels show a much higher value. This can partly explain why biodiesel/diesel blends with lower blend ratio are widely used in diesel engines. 2.Cetane number: CN is used to evaluate fuel ignition quality determined by the time between start of injection and start of combustion. Higher CN indicates shorter time after the injection. CN is mainly determined by the fuel composition and can affect engine startability, noise and emission characteristics. Generally, biodiesel has a higher CN than mineral diesel. This can be attributed to the longer carbon chain length of biodiesel. 3.Flash Point: Flash point of a fuel is defined as the temperature at which it will ignite when exposed to flame or spark. The flash point of sample was determined by Pensky Martens Flash Point apparatus.


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Fig 12. Plash And Fire Testing 4.Kinematic viscosity: Kinematic viscosity of sample was measured with the help of Red wood Viscometer No.1. Time of gravity flow of fixed value (50 ml) of sample was measured. The experiment was performed at 38/40°C.

Fig 13. Viscosity testing Density: Density was measured using the standard method (BIS, 1972), capillary stopper relative density bottle of 50 ml capacity were used to determine density of biodiesel.


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Fig 14. Density Testing Table 1.Properties of waste cooking oil and Simarouba biodiesel blends compare with diesel

Waste Cooking Oil Methyl Ester (WCOME) WCOME

Diesel

B10

B20

B30

B100

Flash point(0C)

57

57

59

61

62

Fire point(0C)

63

62

64

66

69

Density(Kg/m )

830

834.1

838.2

842

871

Viscosity(40oc)

2.9

3.07

3.24

3.41

4.6

CV(KJ/Kg)

42500

42000

41500

41000

37500

3

Simarouba Oil Methyl Ester (SOME) SOME

Diesel

B10

B20

B25

B30

Flash point(0C)

57

61

60

62

64

Fire point(0C)

63

66

64

64

67

Density(Kg/m )

830

833.7

837.4

841.1

867

Viscosity(40oc)

2.9

3.09

3.28

3.47

4.8

CV(KJ/Kg)

42500

42230

41960

41690

39800

3


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3.3 Usage of simarouba plant:Simarouba glauca is grown widely across South America, Central America, and India. The most economically important part of the plant is the seed oil. The Simarouba seed contain between 55-65% oil content. The oil has many industrial uses, including its ability to be turned in to fat or margarine. The fruits have a semi-sweet pulp that is suitable for eating or use in the beverage industry. The leaf litter and seed cake are good sources of manure. Lastly, the bark and leaves have been known to have medicinal qualities and have at least one patent has been applied for using Simarouba glauca. It is popular because all the parts of the tree can be used in different processes. 1. MEDICINAL VALUE : Simarouba glauca has a long history in herbal medicine in many countries. Simarouba glauca is one of the important herbal drug used against dysentery hence its bark is also known as dysentery bark. The bark and leaf extract of Simarouba is well known for its different types of pharmacological properties such as haemostatic, antihelmenthic, antiparasitic, antidysentric, antipyretic and anticancerous. The bark is used to cure fever, malaria, stomach and bowel disorders, haemorrhages, ameobiasis as well as leaf, fruit pulp and seeds are possessing medicinal properties such as analgesic, antimicrobial, antiviral, astringent emmenagogue, stomachic tonic and vermifuse. The crushed seeds are used as antigo against snake bites. 2.FRUITS: The fruit pulp contributes about 60% of the fresh fruitlet by weight. It is rich in sugar (upto 11-12 %) and is well suited for fermentation or beverage industry. The pulp can be used in preparation of squash and jam. The fruits can also be a source of natural colorants . 3.SEED OIL: Scientific studies reported that the seeds contain 40% kernels and the kernels contain 60% fat, which is edible (Jeyarani and Reddy, 2001 ).Oil can be easily refined, bleached, deodorized and fractionated. The fat has good potential for blending with vanaspati or for use as cocoa butter (CB) substitute or extender. Simarouba oil is also used in industrial manufacture of soap, lubricant, paint, polishes and pharmaceuticals, etc. After oil extraction, the left over Simarouba meal is reported to have high nutritional indices and digestibility which can be used in the production of food supplements to broilers, fish etc.


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[2016]

4.SHELL: The seed shells can be used in activated charcoal industry and particleboard industry. They can also be used as briquettes to heat boilers thereby generating thermal. 5.TIMBER: The wood is useful in making light furniture, toys ,packing material, pulp for paper industry and match boxes. Waste wood can be used to generate biogas.

3.5 Uses of waste cooking oil: 1. As renewable energy/fuel: Lifecycle Renewable creates a renewable diesel fuel (not biodiesel) by hyper-refining used cooking oil. We then use this fuel to power buildings, for use as heating oil and for transportation. 2.As biodiesel: Biodiesel companies use used cooking oil as a feedstock to produce a biofuel called biodiesel. Biodiesel is made by chemically altering the properties of plant and animal fats. This alteration makes plant and animal oils act more like petroleum based fuels. This enables higher percentages of biodiesel to be safely blended into heating oil and transportation fuel.


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[2016]

CHAPTER 4 4.1

Experimental Setup

Fig 15. Engine Setup

4.2

Engine Specification:

Table 2: Engine Specification Engine Supplier

APEX INNOVATIONS PVT. LTD.E9/1, MIDC, Kupwad, Sangli ‐ 416436 (MS) India

Product

VCR Engine test setup 1 cylinder, 4 stroke, Diesel (Comp.)

Engine

Make Kirloskar, Type 1 cyl., 4 stroke Diesel, water cooled, power 3.5kW at 1500rpm, stroke 110mm, bore 87.5mm. 661cc, CR17.5, Modified to VCR engine CR 12 to 18. with electric start arrangement, battery and chargeCr

Dynamometer

Type eddy current, water cooled,

Load sensor

Load cell, type strain gauge, range 0‐50 Kg

Compression ratio

17.5:1


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[2016]

4.3 Engine testing procedure: 1.Fuel efficiency : The power output of biodiesel depends on its blend, quality, and load conditions under which the fuel is burnt. Thermal efficiency of a fuel is based in part on fuel characteristics such as: viscosity, specific density, and flash point; these characteristics will change as the blends as well as the quality of biodiesel varies. 2.Combustion : Fuel systems on the modern diesel engine were not designed to accommodate biodiesel, while many heavy duty engines are able to run with biodiesel blends e.g. B20. Traditional direct injection fuel systems operate at roughly 3,000 psi at the injector tip while the modern common rail fuel system operates upwards of 30,000 PSI at the injector tip. Components are designed to operate at a great temperature range, from below freezing to over 1,000 degrees Fahrenheit. Diesel fuel is expected to burn efficiently and produce as few emissions as possible. As emission standards are being introduced to diesel engines the need to control harmful emissions is being designed into the parameters of diesel engine fuel systems. One study found that during atomization biodiesel and its blends produced droplets that were greater in diameter than the droplets produced by traditional petrodiesel. The smaller droplets were attributed to the lower viscosity and surface tension of traditional petrol. It was found that droplets at the periphery of the spray pattern were larger in diameter than the droplets at the center this was attributed to the faster pressure drop at the edge of the spray pattern; there was a proportional relationship between the droplet size and the distance from the injector tip. It was found that B100 had the greatest spray penetration, this was attributed to the greater density of B100. Having a greater droplet size can lead to; inefficiencies in the combustion, increased emissions, and decreased horse power. In another study it was found that there is a short injection delay when injecting biodiesel. This injection delay was attributed to the greater viscosity of Biodiesel. It was noted that the higher viscosity and the greater cetane rating of biodiesel over traditional petrodiesel lead to poor atomization, as well as mixture penetration with air during the ignition delay period. Another study noted that this ignition delay may aid in a decrease of NOx emission.


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[2016]

3.Emissions: Emissions are inherent to the combustion of diesel fuels that are regulated by the U.S. Environmental Protection Agency (E.P.A.). As these emissions are a byproduct of the combustion process, in order to ensure E.P.A. compliance a fuel system must be capable of controlling the combustion of fuels as well as the mitigation of emissions. There are a number of new technologies being phased in to control the production of diesel emissions. The exhaust gas recirculation system, E.G.R., and the diesel particulate filter, D.P.F., are both designed to mitigate the production of harmful emissions. This study showed an advantage over traditional diesel within a certain operating range of the E.G.R. system. Currently blended biodiesel fuels (B5 and B20) are being used in many heavyduty vehicles especially transit buses in US cities. Characterization of exhaust emissions showed significant emission reductions compared to regular diesel.


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CHAPTER 5 RESULTS AND DISCUSIONS 5.1 PERFORMANCE CHARECTERSTICS (SOME) 5.11 LOAD VS BREAK THERMAL EFFICIENCY Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel 35 30

BTE,%

25

DIESEL

20

SOME B10

15

SOME B20

10

SOME B30

5

SOME B100

0 0

2.4

4.8 7.2 load,(kg)

9.6

12

Fig 16. LOAD VS BTE Brake Thermal Efficiency (BTE) is the ratio between the power output and the energy introduced through fuel injection, the latter being the product of the injected fuel mass flow rate and the lower heating value. The brake thermal efficiency plots in Fig. 16 show an increase of brake thermal efficiency with an increase in the engine load as the amount of diesel in the blend increases. Even a small quantity of diesel in the blend improves the performance of the engine. The brake thermal efficiency of the B20 blend was better than other blends, which is very close to diesel. This is due to reduction in viscosity which leads to improved atomization, vaporization and combustion. Due to a faster burning of biodiesel in the blend, the thermal efficiency improved. The value is 30.14% as against 31.67% for diesel at 100% load.


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[2016]

5.12 LOAD VS SFC Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel 0.8 0.7 SFC,kg/kw.hr

0.6 0.5

DIESEL

0.4

SOME B10

0.3

SOME B20

0.2

SOME B30

0.1

SOME B100

0 0

2.4

4.8 7.2 Load ,(kg)

9.6

12

Fig 17.LOAD VS SFC The BSFC is an ideal parameter for comparing the engine performance of fuels having different calorific values and specific gravities. BSFC is the ratio between the mass flow rate of the tested fuel and effective power. Figure 17 shows the BSFC variation of the biodiesel and its blends with respect to brake power of the engine. The BSFC of the engine with neat SOME (B100) is higher when compared to B10, B20, B30 and diesel at all loads. The lowest BSFC's are 0.27, 0.30, 0.30, 0.32 and 0.33 kg/kW h for D100, B10, B20, B30 and B100 respectively. This may be due to lower heating value, higher viscosity and density of SOME.


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[2016]

5.13 LOAD VS VOLUMETRIC EFFICIENCY

Volumetric Efficiency,%

75

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel

74.5 74

DIESEL

73.5

SOME B10

73 72.5

SOME B20

72

SOME B30

71.5

SOME B100 0

2.4

4.8 7.2 load,(kg)

9.6

12

Fig 18.LOAD VS VOL EFF Fig 18: The variation of volumetric efficiency with brake power is shown in fig 18. from graph diesel and B20 has higher volumetric efficiency compare to blends .the graph for different blends are in zigzag in nature because of breathing ability of engine for the particular combinations .i.e. ,ratio of the actually induced at ambient conditions to the swept volume of the engine 5.14 LOAD VS EGT Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel 350 300 EGT(0C)

250

DIESEL

200 150

SOME B10

100

SOME B20

50

SOME B30

0

SOME B100 0

2.4

4.8 7.2 Load(Kg)

9.6

12

Fig 19.LOAD VS EGT [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

. The variation of gas temperature with brake power for different blends shown in fig 19 . It is evident from the graph that exhaust gas temperature is increased along with the increase in load for all fuels. The increase in exhaust gas temperature with load is obvious from the fact that more fuel is required to take additional load. The exhaust gas temperature was found to increase with increasing concentration of biodiesel in the blends. This could be due to lower heat transfer rate in case of biodiesel which in evident from trends of thermal efficiency.

5.2 EMISSIONS CHARECTERSTIC (SOME) 5.21 LOAD VS HC Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba 30 Biodiesel

HC,ppm

25 20 SOME B10

15

SOME B20

10

SOME B30

5

SOME B100

0 0

2.4

4.8

7.2

9.6

12

DIESEL

load,(kg)

Fig 20.LOAD VS HC Unburned HC emissions: the UHC exhaust emissions are shown in Fig. 20. For the methyl ester and its blends, the UHC emissions were less than for the biodiesel fuel because of the better combustion of the biodiesel inside the combustion chamber due to the availability of excess content of oxygen in the SOME blends as compared to pure diesel fuel. The highest UHC reduction was found for SME.


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[2016]

5.22 LOAD VS CO Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba 0.12 Biodiesel

CO,%

0.1 0.08

SOME B10

0.06

SOME B20

0.04

SOME B30

0.02

SOME B100 DIESEL

0 0

2.4

4.8 7.2 load,(kg)

9.6

12

Fig 21.LOAD VS CO Carbon monoxide the CO emissions occur due to the incomplete combustion of fuel. The comparative analysis is shown in Fig. 21. All blends of SOME are found to emit significantly lower CO concentration compared with that of

diesel fuel over the entire load. When the

percentage of blend of biodiesel increases, CO emission decreases. The excess amount of oxygen content of biodiesel results in complete combustion of the fuel and supplies the necessary oxygen to convert CO to CO2. 5.23 LOAD VS NOX Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel

Nox,ppm

1500

SOME B10

1000

SOME B20 SOME B30

500

SOME B100 0

DIESEL 0

2.4

4.8 7.2 Load,(kg)

9.6

12

Fig 22.LOAD VS NOX [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

NOx emissions: Three conditions which favor NOx formation are: higher combustion temperature, more oxygen content and faster reaction rate . The above conditions are attained in biodiesel combustion very rapidly as compared to diesel fuel. Hence, NOx formations for biodiesel blends are always greater than diesel fuel. The increase in the NOx emissions may be associated with the oxygen content of the methyl ester, since the fuel oxygen may provide additional oxygen for NOx formation and also the difference in the compressibility of the tested fuels can cause early injection timing and produce higher NOx emissions. 5.24 LOAD VS CO2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel 3.5

CO2,%

3 2.5

SOME B30

2

SOME B20

1.5

SOME B10

1

SOME B100

0.5

DIESEL

0 0

2.4

4.8 7.2 load,(kg)

9.6

12

Fig 23. LOAD VS CO2 It is observed from the Fig.23 that CO2 emission initially decrease, reach the lowest and subsequently increase with the increase for all the fuels tested. CO2 emission is higher for biodiesel compared to Diesel at all loads. It is found that CO2 emissions are more for

Simarouba biodiesel than that of diesel. Higher CO2 emissions reduce harmful CO emissions. The percentage reduction in HC emissions for simarouba biodiesel is about 60% as compared to that of Diesel.


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[2016]

5.25 LOAD VS O2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: Simarouba Biodiesel 18.5 18 O2,%

DIESEL 17.5

SOME B20 SOME B30

17

SOME B100 16.5

SOME B10

16 0

2.4

4.8 7.2 Load,(kg)

9.6

12

Fig 24.LOAD VS O2 Oxygen (O2) in exhaust. The oxygen in the exhaust of biodiesel blends is higher compared to the exhaust of neat diesel. Higher the percentage of biodiesel blend higher is the presence of oxygen in exhaust. In Fig. 9 it is observed that the oxygen in exhaust decreases with increase in loads. SOME B30 shows highest oxygen in exhaust compare to SOME B20 and SOME B10 blends.


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[2016]

5.3 COMBUSTION PARAMETERS (SOME) 5.31 CRANK ANGNLE VS CYLINDER PRESSURE Speed:1500 rpm,Inj.Timing:23 Deg.bTDC,CR:17.5, IOP:210, Fuel Used:SOME

60

Diesel SOME-B10 SOME-B20 SOME-B30 SOME-B100

Cylinder Pressure (bar)

50

40

30

20

10

0 280

300

320

340

360

380

400

420

440

460

Crank Angle (Deg.)

Fig 25.CRANK ANGLE VS CYLINDER PRESSURE Cylinder pressure: In a diesel engine the cylinder pressure depends on the fuel burning rate during the premixed burning phase and higher cylinder pressure ensures better combustion and heat release. Fig. 4 shows the variation of cylinder pressure with crank angle at full load for diesel and SOME blends. It can be seen that cylinder pressure for simarouba biodiesel is lower than that of diesel by 2.98% due to the reduction in the heat supply for the blended fuel. It is noted that the maximum pressure obtained for biodiesel is closer to top dead centre (TDC) than diesel fuel.

5.32 CRANK ANGLE VS NET HEAT REALEASE


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[2016]

Speed:1500 rpm,Inj.Timing:23 Deg.bTDC,CR:17.5, IOP:210 bar ,Fuel Used:SOME

Net Heat Release Rate (J/Deg.CA)

50

Diesel SOME-B10 SOME-B20 SOME-B30 SOME-B100

40

30

20

10

0

-10 320

340

360

380

400

420

Crank Angle (Deg.)

Fig 26.CRANK ANGLE VS NET HEAT RELEASE Heat release: Fig. 26 shows the integral heat release rate with crank angle at full load. It can be observed that the value of heat release rate decreases with increase in SOME blends. It is evident from this figure that biodiesel blend had an earlier start of combustion, but slower combustion rate. The early start of combustion was caused by the advancement in the injection timing and shorter ignition delay. The slower premixed combustion rate due to less energy released in premixed phase and also probably due to the lower volatility of biodiesel. In the diffusion combustion phase, the SOME biodiesel fuel had rapid combustion because at this phase most of fuel gets vaporized

5.4 PERFORMANCE CHARECTERSTICS (WCOME) [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

5.41 LOAD VS BTE Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel 35

BTE,%

30 25

DIESEL

20

WCOME B10

15

WCOME B20

10

WCOME B30

5

WCOME B100

0 0

2.4

4.8 7.2 load,(kg)

9.6

12

Fig 27. LOAD VS BTE Brake Thermal Efficiency (BTE) is the ratio between the power output and the energy introduced through fuel injection, the latter being the product of the injected fuel mass flow rate and the lower heating value. The brake thermal efficiency plots in Fig. 27 show an increase of brake thermal efficiency with an increase in the engine load as the amount of diesel in the blend increases. Even a small quantity of diesel in the blend improves the performance of the engine. The brake thermal efficiency of the B20 blend was better than other blends, which is very close to diesel. This is due to reduction in viscosity which leads to improved atomization, vaporization and combustion. Due to a faster burning of biodiesel in the blend, the thermal efficiency improved. The value is 31% as against 31.67% for diesel at 100% load.

5.42 LOAD VS SFC [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

0.8

SFC ,kg/kw.hr

0.7 0.6 0.5

DIESEL

0.4

WCOME B10

0.3

WCOME B20

0.2

WCOME B30

0.1

WCOME B100

0 0

2.4

4.8 7.2 Load ,(kg)

9.6

12

Fig 28.LOAD VS SFC The BSFC is an ideal parameter for comparing the engine performance of fuels having different calorific values and specific gravities. BSFC is the ratio between the mass flow rate of the tested fuel and effective power. Figure 2 shows the BSFC variation of the biodiesel and its blends with respect to brake power of the engine. The BSFC of the engine with neat SOME (B100) is higher when compared to B10, B20, B30 and diesel at all loads. The lowest BSFC's are 0.27, 0.29, 0.31, 0.31 and 0.32 kg/kW h for D100, B10, B20, B30 and B100 respectively. This may be due to lower heating value, higher viscosity and density of SOME.

5.43 LOAD VS VOL Eff [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

volumetric Efficiency (%) →

74.5 74 73.5 DIESEL 73

WCOME B10 WCOME B20

72.5

WCOME B30 WCOME B100

72 71.5 0

2.4

4.8 7.2 Load (Kg) →

9.6

12

Fig 29.LOAD VS VOL EFF Fig 7: The variation of volumetric efficiency with brake power is shown in fig 7 from graph diesel has higher volumetric efficiency compare to blends .the graph for different blends are in zigzag in nature because of breathing ability of engine for the particular combinations .i.e. ,ratio of the aiactually induced at ambient conditions to the swept volume of the engine

5.44 LOAD VS EGT


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[2016]

EGT (deg) →

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel 250 225 200 175 150 125 100 75 50 25 0

DIESEL WCOME B10 WCOME B20 WCOME B30 WCOME B100 0

1

2

3

4

5

6 7 8 Load (kg) →

9

10 11 12

Fig 30.LOAD VS EGT . The variation of exhaust gas temperature with brake power for different blends shown in fig 8. It is evident from the graph that exhaust gas temperature is increased along with the increase in load for all fuels. The increase in exhaust gas temperature with load is obvious from the fact that more fuel is required to take additional load. The exhaust gas temperature was found to increase with increasing concentration of biodiesel in the blends. This could be due to lower heat transfer rate in case of biodiesel which in evident from trends of thermal efficiency.

5.5 EMISSIONS CHARECTERSTICS (WCOME)


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[2016]

5.51 LOAD VS HC Engine Speed :1500, IT:23 deg 30bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel UHC (PPM) →

25 20

DIESEL

15

WCOME B10

10

WCOME B20

5

WCOME B30

0

WCOME B100 0

2.4

4.8 7.2 Load (Kg) →

9.6

12

Fig 31.LOAD VS UHC Unburned HC emissions: the UHC exhaust emissions are shown in Fig. 6. For the methyl ester and its blends, the UHC emissions were less than for the diesel fuel because of the better combustion of the biodiesel inside the combustion chamber due to the availability of excess content of oxygen in the SME blends as compared to pure diesel fuel . 5.52 LOAD VS CO Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

0.12 0.1

DIESEL

CO,%

0.08

WCOME B10

0.06

WCOME B20

0.04

WCOME B30

0.02

WCOME B100

0 0

2.4

4.8Load,(kg)7.2

9.6

12

Fig 32.LOAD VS CO


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[2016]

Carbon monoxide the CO emissions occur due to the incomplete combustion of fuel. The comparative analysis is shown in Fig. 7. All blends of SME are found to emit significantly lower CO concentration compared with that of diesel fuel over the entire load. When the percentage of blend of biodiesel increases, CO emission decreases. The excess amount of oxygen content of biodiesel results in complete combustion of the fuel and supplies the necessary oxygen to convert CO to CO2. 5.53 LOAD VS NOX Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

1500

Nox,ppm

1000

DIESEL WCOME B10 WCOME B20 WCOME B30 WCOME B100

500 0 0

2.4

4.8Load,(kg)7.2

9.6

12

Fig 33.LOAD VS N0x NOx emissions: Three conditions which favor NOx formation are: higher combustion temperature, more oxygen content and faster reaction rate . The above conditions are attained in biodiesel combustion very rapidly as compared to diesel fuel. Hence, NOx formations for biodiesel blends are always greater than diesel fuel. The increase in the NOx emissions may be associated with the oxygen content of the methyl ester, since the fuel oxygen may provide additional oxygen for NOx formation and also the difference in the compressibility of the tested fuels can cause early injection timing and produce higher NOx emissions.


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[2016]

5.54 LOAD VS CO2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

4

CO2,%

3

DIESEL WCOME B10

2

WCOME B20 1


0 0

2.4

4.8 7.2 Load,(kg)

9.6

12

Fig 34.LOAD VS CO2 It is observed from the Fig.3.9 that CO2 emission initially decrease, reach the lowest and subsequently increase with the increase for all the fuels tested. CO2 emission is higher for biodiesel compared to Diesel at all loads. It is found that CO2 emissions are more for

Simarouba biodiesel than that of diesel. Higher CO2 emissions reduce harmful CO emissions. The percentage reduction in HC emissions for simarouba biodiesel is about 60% as compared to that of Diesel. 5.55 LOAD VS O2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar ,Fuel Used: WCO Biodiesel

18 17.5 O2,%

DIESEL 17

WCOME B10

16.5

WCOME B20

16


15.5 0

2.4

4.8 7.2 load ,(kg)

9.6

12

Fig 35. LOAD VS O2 [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[2016]

Oxygen (O2) in exhaust. The oxygen in the exhaust of biodiesel blends is higher compared to the exhaust of neat diesel. Higher the percentage of biodiesel blend higher is the presence of oxygen in exhaust. In Fig. 9 it is observed that the oxygen in exhaust decreases with increase in loads. SOME B30 shows highest oxygen in exhaust compare to SOME B20 and SOME B10 blends.

5.6 COMBUSTION CHARECTERSTICS (WCOME) 5.61 CRANK ANGLE VS CYLINDER PRESSURE

60

Speed:1500 rpm,Inj.Timing:23 Deg.bTDC,CR:17.5, IOP:210 bar Fuel Used:WCOME

Diesel WCOME-B10 WCOME-B20 WCOME-B30 WCOME-B100

Cylinder Pressure (bar)

50

40

30

20

10

0 280

300

320

340

360

380

400

420

440

460

Crank Angle (Deg.)

Fig 36.CRANK ANGLE VS CYLINDER PRESSURE Cylinder pressure: In a diesel engine the cylinder pressure depends on the fuel burning rate during the premixed burning phase and higher cylinder pressure ensures better combustion and heat release. Fig. 4 shows the variation of cylinder pressure with crank angle at full load for diesel and SOME blends. It can be seen that cylinder pressure for soybean biodiesel is lower than that of diesel by 2.98% due to the reduction in the heat supply for the blended fuel. It is noted that the maximum pressure obtained for biodiesel is closer to top dead centre (TDC) than No.2 diesel fuel.


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[2016]

5.62 CRANK ANGLE VS NET HEAT RELEASE Speed:1500 rpm,Inj.Timing:23 Deg.bTDC,CR:17.5, IOP:210 bar .Fuel Used:WCOME

Net Heat Release Rate (J/Deg.CA)

50

Diesel WCOME-B10 WCOME-B20 WCOME-B30 WCOME-B100

40

30

20

10

0

-10 320

340

360

380

400

420

Crank Angle (Deg.)

Fig 37.CRANK ANGLE VS NET HEAT RELEASE Heat release: Fig. 5 shows the integral heat release rate with crank angle at full load. It can be observed that the value of heat release rate decreases with increase in SOME blends. It is evident from this figure that biodiesel blend had an earlier start of combustion, but slower combustion rate. The early start of combustion was caused by the advancement in the injection timing and shorter ignition delay. The slower premixed combustion rate due to less energy released in premixed phase and also probably due to the lower volatility of biodiesel. In the diffusion combustion phase, the SOME biodiesel fuel had rapid combustion because at this phase most of fuel gets vaporized


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[2016]

5.7 COMPARISION OF BIODIESELS 5.71 LOAD VS BTE

BTE (%)

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar

35 30 25 20 15 10 5 0

DIESEL SOME B20 WCOME B20 0

5

10

15

LOAD (Kg)

Fig 38.LOAD VS BTE Brake Thermal Efficiency (BTE) is the ratio between the power output and the energy introduced through fuel injection, the latter being the product of the injected fuel mass flow rate and the lower heating value. The brake thermal efficiency plots in Fig. 3 show an increase of brake thermal efficiency with an increase in the engine load as the amount of diesel in the blend increases. Even a small quantity of diesel in the blend improves the performance of the engine. The brake thermal efficiency of the WCOME B20 blend was better than SOME B20 blend, The values of break thermal efficiencies are 31.7%,31%,30.41 for diesel, wcome, and some


Page 46


[2016]

5.72LOAD VS SFC

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar

SFC(KJ/Kg)

0.8 0.6 0.4

DIESEL

0.2

SOME B20 WCOME B20

0 0

5

10 LOAD (Kg) Fig 39.LOAD VS SFC

15

The BSFC is an ideal parameter for comparing the engine performance of fuels having different calorific values and specific gravities. BSFC is the ratio between the mass flow rate of the tested fuel and effective power. Figure 2 shows the BSFC variation of the biodiesel and its blends with respect to brake power of the engine. The BSFC of the engine with neat SOME (B20) is higher when compared to WCOME B20 and diesel at all loads. The values of BSFC is 0.27,0.28,0.30 kj/kg for Diesel, Wcome and Some. 5.73 LOAD VS VOL Eff

VOL Eff (%)

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 75 74.5 74 73.5 73 72.5 72 71.5

DIESEL SOME B20 WCOME B20

0

5

10

15

LOAD (Kg)

Fig 40.LOAD VS VOL EFF [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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Fig 7: The variation of volumetric efficiency with brake power is shown in fig 7 from graph diesel has higher volumetric efficiency compare to blends .the graph for different blends are in zigzag in nature because of breathing ability of engine for the particular combinations .i.e. ,ratio of the air actually induced at ambient conditions to the swept volume of the engine 5.74 LOAD VS EGT Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 350 300 EGT (0C)

250 200

DIESEL

150

SOME B20

100

WCOME B20

50 0 0

5

10

15

LOAD (Kg)

Fig 41.LOAD VS EGT The variation of exhaust gas temperature with brake power for different blends shown in fig 8. It is evident from the graph that exhaust gas temperature is increased along with the increase in load for all fuels. The increase in exhaust gas temperature with load is obvious from the fact that more fuel is required to take additional load. The exhaust gas temperature was found to increase with increasing concentration of biodiesel in the blends. This could be due to lower heat transfer rate in case of biodiesel which in evident from trends of thermal efficiency.


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5.75 LOAD VS HC Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 30

HC(PPM)

25 20 DIESEL

15

SOMEB20

10

WCOME B20

5 0 0

5

LOAD (Kg)

10

15

Fig 42.LOAD VS HC Unburned HC emissions: the UHC exhaust emissions are shown in Fig. 6. For the methyl ester and its blends, the UHC emissions were less than for the Biodiesel fuel because of the better combustion of the biodiesel inside the combustion chamber due to the availability of excess content of oxygen in the Biodiesel blends as compared to pure diesel fuel. Wcome gives less HC Emissions with compare to Some and Diesel. 5.76 LOAD VS CO

Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 0.12

CO(%)

0.1 0.08

DIESEL

0.06

SOMEB20

0.04

WCOME B20

0.02 0 0

5 LOAD (Kg) 10

15

Fig 43.LOAD VS CO


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Carbon monoxide the CO emissions occur due to the incomplete combustion of fuel. The comparative analysis is shown in Fig. 7. All blend of Biodiesel are found to emit significantly lower CO concentration compared with that of diesel fuel over the entire load. The excess amount of oxygen content of biodiesel results in complete combustion of the fuel and supplies the necessary oxygen to convert CO to CO2.wcome b20 gives less emissions of CO compare to Diesel and Someb20. 5.77 LOAD VS NOx Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 1200 1000

NOx

800 600

DIESEL

400

SOME20 WCOME B20

200 0 0

5

10

15

LOAD (Kg)

Fig 44.LOAD VS NOX NOx emissions: Three conditions which favor NOx formation are: higher combustion temperature, more oxygen content and faster reaction rate . The above conditions are attained in biodiesel combustion very rapidly as compared to diesel fuel. Hence, NOx formations for biodiesel blends are always greater than diesel fuel. The increase in the NOx emissions may be associated with the oxygen content of the methyl ester, since the fuel oxygen may provide additional oxygen for NOx formation and also the difference in the compressibility of the tested fuels can cause early injection timing and produce higher NOx emissions.


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5.78 LOAD VS CO2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 3.5 3

CO2

2.5 DIESEL

2

SOMEB20

1.5

WCOME B20

1 0.5 0 0

5

10

15

LOAD (Kg)

Fig 45.LOAD VS CO2 It is observed from the Fig.3.9 that CO2 emission initially decrease, reach the lowest and subsequently increase with the increase for all the fuels tested. CO2 emission is higher for biodiesel compared to Diesel at all loads. It is found that CO2 emissions are more for wcome

and some biodiesel than that of diesel. Higher CO2 emissions reduce harmful CO emissions.


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5.79 LOAD VS O2 Engine Speed :1500, IT:23 deg bTDC,CR:17.5, IOP:210bar 17.8 17.6 17.4

O2

17.2 17

DIESEL

16.8

SOMEB20

16.6

WCOME B20

16.4 16.2 16 0

5

10

15

LOAD (Kg)

Fig 46.LOAD VS O2 Oxygen (O2) in exhaust. The oxygen in the exhaust of biodiesel blends is higher compared to the exhaust of diesel. Higher the percentage of biodiesel blend higher is the presence of oxygen in exhaust. In Fig. 9 it is observed that the oxygen in exhaust decreases with increase in loads. Some b20 shows highest oxygen in exhaust compare to wcome b20 and Diesel .


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CHAPTER 6 CONCLUSION 1. Performance, combustion and emission characteristics of WCOME B20 blend are better than SOME B20 blend. And efficiency of WCOMEB20 is well compare with the diesel. The maximum brake thermal efficiency of WCOME B20, SOME B20 and DIESEL are respectively 31.67%, 30.95% and 30% . 2. The BSFC decreased with an increase in engine load. For biodiesel and its blends the BSFC are higher than that of diesel fuel. The BSFC values for biodiesels , SOME B20 and WCOME B20 blends are 0.28 and 0.30 respectively, which is higher than diesel fuel. 3. The NOx emission is higher than diesel fuel for all modes of test fuels. This is due to higher oxygen content of biodiesel, which would result in better combustion and maximum cylinder temperature. The maximum value of NOx emission is 9% of wcome and 8% of some at full load conditions, which is higher than diesel fuel. 4. For biodiesel and its blends, it was found that CO and HC emissions were lower than that of pure diesel. The lowest CO and HC emissions were obtained for neat biodiesel (B100).The maximum reduction in CO and HC emission with neat biodiesel and at full load are 16% and 20% respectively which is lower than diesel fuel. 5. On the whole, the methyl esters of Simarouba biodiesel and waste cooking biodiesel and its blends can be used as an alternative fuel in

diesel engines without any engine

modifications. It gives lower HC, CO emission when compared with the diesel fuel. But the addition of higher percentage of biodiesel blend with diesel fuel which decreases brake thermal efficiency and increases specific fuel consumption. 6. The best blending ratio is 20% SOME and 20 % WCOME which gives the best performance which is closer compared to diesel fuel and less increase in the NOx emissions as compared with other SOME and WCOME blends.

7. It is found that CO2 emissions are more for simarouba and wastecooking biodiesel than that of diesel. Higher CO2 emissions reduce harmful CO emissions. The percentage reduction in HC emissions for simarouba and waste cooking biodiesel is [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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about 60% as compared to that of Diesel. Due to higher NOx emissions with pure Simarouba and waste cooking

biodiesel, suitable blends can become a striking

balance between NOx emissions on one end and all other emissions along with performance on the other hand. 8. Taking the analysis of all above graphs we are finding that ,SOME and WCOME both the biodiesels are best alternative fuels for CI engine .By comparing both the biodiesels performance and emissions characteristics we are concluded that WCOME biodiesel is gives a best performance with compare to SOME biodiesel.


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CHAPTER 7 7.1 Scope of the future work 1. Benefits to economy At microeconomics level farmers, owning the marginal and wastelands in semi-arid zones, start getting some income after five years of planting. They get a regular income of Rs 65,000/ha/year (Rs 20,000 from nutlets + Rs 25,000 from timber+Rs 20,000 from vermicompost) (Rs.26,000/acre/year), from 10th year onwards, of vagaries in rainfall pattern. At macroeconomics level, nations attain self-sufficiency in the production of edible, industrial oils, biofuels and timber on a long-term basis. Cultivation of simarouba saves huge amount of foreign exchange every year by solving the energy crisis to a considerable extent.

2. Benefits to society: Now a days using more no of vehicles the consumption of diesel is more because of this condition diesel fuel is exhausted faster, to avoiding this problem we are using the alternative fuels like biodiesels. It helps to save the diesel fuel to our future generation .Simarouba cultivation generates on farm employment to crores of farmers (@ 365 labor days/ha) especially rural women (about 80%). The establishment of industries such as oil, biofuel, timber, particleboard, activated charcoal etc. in the rural areas, generates agro-industry based off-farm employment in the villages. At global level, simarouba project provides livelihood to about 30% of the population.

 Infrastructure development: The villagers may also be persuaded to invest in infrastructure development such as sanitation,roads, water supply, medical facilities, electricity supply etc through their own organizations so that the villages will have all the facilities of the urban areas without the hassles of the urbanites. Such aprogressive development leads to the savings on education, health care, transportation etc. to the entire society in due course of time.  Self-governance: With sufficient economic security they can as well plan to have their own self governance and need not look to any external agency or government for subsidy and grants. [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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 Self-sufficiency: With assured income, with ready access to good education, with the best and easily manageable infrastructure and with self-governance the villages will become selfsufficient units. Such an environment encourages the hard working impoverished rural folk to pursue agriculture with renewed zeal. Checking migration to urban areas: Thus, Lakshmi taru cultivation effectively prevents the rural people from migrating to the urban areas in search of earning, education and infrastructural  Facilities. All these are hoped effect the overall rural development. There is no wonder if the reverse migration process, from urban areas to rural areas, becomes operative in due course of time.

 Benefits to environment: This eco friendly tree with well-developed root system and with evergreen dense canopy efficiently checks soil erosion, recharges groundwater, supports soil microbial life, and improves soil fertility.The addition of biomass to wasteland @ 10-15 tonnes/ha/year helps in the improvement of soil health and fertility in a natural course.


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CHAPTER 8 REFERENCE [1] Murthy P.V.K , Murali Krishna M.V.S , Sitarama Raju A, Vara Prasad C.M. Srinivasulu N.V. Performance evaluation of low heat rejection diesel engine with pure diesel. international journal of applied engineering research, dindigul volume 1, No 3, 2010. [2] Sivanathan Sivalaxmi and Thangavel Baluswamy. Experimental investigation on a diesel engine fueled with neem oil and its methyl ester, thermal science, year 2011, Vol. 15, No. 4, Pp. 1193-1204. [3] Lovekush Prasad1, Dr. Alka Agrawal, Experimental investigation of performance of diesel engine working on diesel and neem oil blends, iosr journal of mechanical and civil engineering (IOSRJMCE) ISSN : 2278-1684 Volume 1, Issue 4 (July-August 2012), PP 48-51. [4] K.Dilip Kumar1 P.Ravindra Kumar. Experimental investigation of cotton seed oil and neem methyl esters as biodiesel on CI engine. international journal of modern engineering research (IJMER) Vol.2, Issue.4, July-Aug 2012 pp-1741-1746 ISSN: 2249-6645 [5] K. Arun Balasubramanian, Dual Biodiesel Blends in Diesel Engine - Performance and Emission Analysis, European Journal of Scientific ResearchISSN 1450-216X Vol.75 No.3 (2012), pp. 400-408. [6] Ashish Jawalkar1 et.al. Performance and emission characteristics of mahua and linseed biodiesel operated at varying injection pressures on ci engine, international journal of modern engineering research (IJMER) www.ijmer.com Vol.2, Issue.3, May-June 2012 pp-1142-1149 ISSN: 2249-6645. [7] B.K.Venkanna, C.Venkataramana Reddy.

Performance, emission and combustion

characteristics of direct injection diesel engine running on calophyllum inophyllum linn oil (honne oil) Int J Agric & Biol Eng Vol. 4 March, 2011. [DEPARTMENT OF MECHANICAL ENGINEERING RURAL ENGINEERING COLLEGE HULKOTI]

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[8] M. C. Navindgi et.al . Influence of injection pressure, injection timing and compression ratio on performance, combustion and emission of diesel engine using castor methyl ester blends. International Journal of Engineering Science and Technology (IJEST). [9] Daming Huang et al. energy procedia 16(2012) 1874-1885 Biodiesel: an Alternative to Conventional Fuel. [10] Ricky Priambodo et al.energy procedia 75(2015) 84-91. Novel Technology for Bio-diesel Production from Cooking and Waste Cooking Oil by Microwave Irradiation. [11] S V Channapattana et al. energy procedia 74 (2015) 281-288. Emissions and Performance Evaluation of DI CI - VCR Engine Fuelled with Honne oil Methyl Ester / Diesel Blends. [12] Somashetty S s ,et al . International Journal of Engineering and Technical Research (IJETR) ISSN: 2321-0869, Volume-3, Issue-5, May 2015. Production of Biodiesel from Simarouba Seeds and Performance Test on Single Cylinder Compression Ignition Engine with Variable Injection Pressure


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PROJECT GROUP WITH OUR PROJECT GUIDE


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1.1 Background , motivation and Energy overview in India

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