CHAPTER ONE

INTRODUCTION

1.1 Background Energy is the basic prerequisite for all social and economical activities in all walks of life, for existence and development. Man has needed and used energy at an increasing rate ever since he came on the earth a few million years ago. In the earlier stage of development the use of energy was confined to mainly renewable sources such as biomass, animal power, wind, water, etc. The later populari ed fuel option was the petroleum based fuel. It gained high popularity due to low costs and high availability at the time of introduction, but recently the depleting sources of crude oil and the eventual rise of prices of petroleum based fuels has forced us to go back to other and rather primitive sources of energy. !f all the renewable sources of energy, use of plant "vegetable oil based fuels has been the most promising option. It is also because of the fact that these #uels can behave as a substitute to diesel fuel in $I engines. They are preferred because they do not need any ma%or modification in the existing I$ engines unlike other renewable energy based concepts like wind energy, electricity, hydrogen etc... 1.2 History The concept of biofuel in I$ engines was first given by &r. 'udolf &iesel. In ())*, he built the first diesel engine with the full intention of running it wholly on vegetable oils. &ue to gradual depletion of world petroleum reserves and the impact of environmental pollution of increasing exhaust emissions, there is an urgent need for suitable alternative fuels for use in diesel engines.+(, In (-./, scientists discovered that the viscosity of vegetable oils can be reduced by a simple chemical process and that it could perform as a diesel fuel in modern engines. 0ince the technical developments have come a long way and the plant oil today has been highly established as biofuel, equivalent to diesel. 'ecent environmental 1e.g.2 3yoto protocol4 and economic concerns have prompted resurgence in the use of biodiesel throughout the world. In (--(, the European $ommunity proposed a -/5 tax reduction for the use of biofuels, including bio diesel. Today 6( countries worldwide produce biofuels. India is one of the (

largest petroleum consuming and importing countries. India imports about ./5 of its petroleum demands. The yearly consumption of diesel oil in India was approximately 7/ million tonnes constituting about 7/5 of the total petro8product consumption in the year 6//*. &ue to gradual depletion of world petroleum reserves and the impact of environmental pollution of increasing exhaust emissions, there is an urgent need for suitable alternative fuels for use in diesel engines.+6, 1.3 N d o! A"t rnati# $u "s !ur present age may sometimes be called as the fossil fuel age, since most of our present power use is coming from fossil fuels such as oil, gas and coal. 9ith the increasing demand on the use of fossil fuels, a stronger threat to clean environment is being posed as the burning of fossil fuels is associated with emissions like $!6, $!, 0ox, :!x and particulate matter, which are currently the dominant global source of emissions. These emissions are ma%or causes of air pollution and hence of the environment. &espite this, fossil fuels continue as the ma%or conventional energy source in meeting the fast increasing world energy demand. These fuels are not renewable and also unevenly deposited leading to the problem of energy dependence on foreign sources. Moreover, the enhancement of industries, transport sector and increased level of mechani ation in India has aggravated the demand of crude oil, which will add enormous burden on our foreign exchange reserves. !nly the transportation fuel market 1including international marine bunkers4 represents about *;5 of the world refinery product demand. <ccording to the 9orld Energy !utlook 6//7 there are sufficient oil resources in place for the period up to 6/;/, provided that sufficient investments are made and that new technologies for improved oil recovery. This supply includes non8conventional oil. <part from the resource base uncertainty, there is uncertainty regarding the resource development potential. 1.% &co' o! ( g ta)" Oi"s The various alternative fuel options, researched for diesel are mainly biogas, methanol, ethanol and vegetable oils. The biogas and producer gas are of low energy per unit mass and can be substituted to diesel only up to )/ percent. Moreover there are problems of storage because of their gaseous nature. !ut of all alternatives fuel option for diesel, plant" vegetable oil, in the form of blends or trans8esterified, are emerging out as a promising source as a diesel fuel extender. There exists number of vegetable"plant, which produces oil and hydrocarbon substances as a part of their 6

natural metabolism. These vegetable oils from oil seeds crops like soybean, sunflower, groundnut mustard etc. and oil seed from tree origin have got -/ to -* 5 energy value of diesel on volume basis, comparable, cetane number and can be substituted liquid in nature and many advantages over the other alternative fuel options. The main constraint of using vegetable oil is their higher cost. This due to their lower productivity and limited availability as compared to demand. This constraint can be reduced marginally by adopting suitable technology and management system can increase the productivity of these crops. 9aste land in India is estimated to be >*8(// million hectares. Even if ;/ million is brought under the cultivation of oil8 bearing trees, it will produce >/ 8-/ million tonnes of seeds, 6/ million tonnes of oil and biodiesel of the same amount. The government of India has duly reali ed the importance of improving the production of oil seed crop. In order to meet the challenge of energy crisis, the interest has been generated for the development and use of vegetable oil as alternative fuel for diesel engine. The research in this direction has shown encouraging results but the use of oil as fuel for diesel engine is limited due to the domestic consumption and lower productivity. There is a shortage of edible oil in the country? therefore emphasis should be given to the use of non 8 edible vegetable oils of minor oil seeds, particularly of forest trees as an alternative fuel for diesel engine. @owever, during period of petroleum shortage, certain farm operations such as irrigation, plant protection, etc. can be performed using plant oil"esters as an emergency fuel. Ander such circumstances, a farmer might be compelled to use even edible oil as an engine fuel to prevent the loss"damage to the crop. <s a strategy, the farmers should be encouraged to attain self8sufficiency in their fuel needs by exploiting all alternatives energy sources. They must be encouraged to grow the most promising edible"non edible oil. 1.* Bio !u "s Bio fuels are becoming popular now8a8days in order to meet the challenge of energy crisis. Bio fuels have several advantages over other alternative fuel options. 0ome advantages of bio fuels over other alternate fuel options are2 It is renewable. It is energy efficient. It displaces petroleum derived diesel fuel. It can be used in most diesel equipment with no or only minor modifications. ; 6/8(// 5. =egetable " plant oils are better proposition as alternative fuel for diesel engine as they are

It can reduce global warming gas emissions. It can reduce tailpipe emissions, including air toxics. It is nontoxic, biodegradable, and suitable for sensitive environments. &ue to physical nature being liquid, it ensures easy storage. These are also stable and free from handling ha ards. Bio diesel is the only alternative fuel that runs in any conventional, unmodified diesel engine. The technology of extraction and processing is very easy and simple, as conventional equipments requiring low energy can be successfully used. 9ide range climatic conditions are tolerable during production of these oil plants. !n farm production of power is possible. <gro8forestry, which has a bearing on energy balance in the ecosystem, can be developed. #uel properties are nearest to those of diesel

1.+ (

g ta)" oi" o# r )iodi s "

Biodiesel as is known is the chemically treated or trans8esterified vegetable oil, where the oil loses much of its undesired properties and gets close in properties to petroleum diesel. &ue to its properties, it is usually more preferred to than vegetable oil. But there are some reasons why the 0=! or 0traight =egetable oil could be a better option for a country like India India is basically, a country where agriculture is the backbone of the economy. Thus above ./5 of the countryCs population resides in the villages of India. <nd the main motive of introducing biofuels is to make the Indian farmer self8dependent for fuel too. But when it comes to Biodiesel, he may face a few problems which eventually make 0=! a preferable option over Bio diesel. They are Dreparation of Biodiesel involves the chemical process called Trans8esterification. This process itself may be a burden to follow for the masses. The amounts of reactants to be added to the oil to convert it to bio8diesel need to be perfectly calculated and added. This may become tedious as even a minor mistake in calculations may lead to the ruining of the whole stock involved in the reaction. The post process of removal of glycerin is yet another tedious work which again the 7

masses would try to avoid. 0ince the production trans8esterified biodiesel would lead to introduction of markets and industries into the scene, it
will lead to increase of overall cost due to addition of costs like logistics, etc..

1., Pro- ct Introduction <s it has been seen in the previous part, even the modified vegetable fuel 1biodiesel4 has drawbacks due to which it cannot be a
complete replacement to diesel fuel. Therefore, due to this case, this pro%ect was devised as it was hoped that it will give a better outcome taking the best characteristics of different vegetable oils. <s it will be seen in this report before coming to the analysis of this pro%ect, literatures related to this topic have been studied and advantages and disadvantages, production, experimental procedure for fuel characteristics and vegetable oil properties have been reviewed.

O)- cti# s

CHAPTER T.O

CO//ON (E0ETAB1E OI1& U&ED A& $UE1&

2.1
Introduction

Biodiesel is an eco8friendly, alternative diesel fuel prepared from domestic renewable resources i.e., vegetable oils and animal fats. These natural oils and fats are made up mainly of triglycerides. These triglycerides when reacted chemically with lower alcohols in presence of a catalyst result in fatty acid esters. These esters show striking similarity to petroleum derived diesel and are called EBio8dieselE.

It is fatty acid ethyl or methyl ester made from virgin or used vegetable oils 1both edible F non8edible4 and animal fats. !il can be extracted from a variety of plants and !il seeds. Ander Indian condition only such plant sources can be considered for biodiesel production which is not edible oil in appreciable quantity and which can be grown on large scale on wastelands. Moreover, some plants and seeds in India have tremendous medicinal value considering these plants for biodiesel production may not be a viable and wise option. $onsidering
options, probable biodiesel yielding trees in India are2 all the above

Gatropha Mahua

3aran%a
<mbadi :eem

The properties, characteristics and advantages of these above given oils are as follows2

2.2 2atro'3a Gatropha $urcas is a drought8resistant perennial, growing well in marginal"poor soil. It is Easy to establish, grows relatively quickly and lives, producing seeds for 7/ years. It can be grown as a quick yielding plant even in adverse land situations vi . degraded and barren lands under forest and non8forest use, dry and drought prone areas, marginal lands and as agro8 forestry crop. 2.2.1 Production o! s ds and oi"4 #rom the experience in India and elsewhere, a plant density of 6,*// per hectare 1spacing of 6 H 6 meters4 has been found to be optimal, although in rain fed areas on poor soils a lower plant density of (,>>> has been fell to be more desirable. In such plantations Gatropha gives about 6 kgs of seed per tree. In relatively poor desert soils, such as in 3utch 1Iu%arat4 the yields have been reported to be I kg per plant. The seed production in plantations varies between 6.* tons " hectare and * tons " hectare, depending upon whether the soils are poor or average. 10ome people claim that you can get (6 tons per hectare. This is not possible as 6 meters tall Gatropha plant cannot bear more than I kg of seeds per season initially. This level of production may be possible from a (/ year old Gatropha plant.4 If planted in hedges, the >

reported productivity of Gatropha is from /.) kg. to (./ kg. of seed per meter of live fence. <ssuming a square plot, a fence around it will have a length of 7// sq. meters and a production of /.7 MT of seed. < hedge along one hectare will be equal to /.( hectare of block plantation. The seed production is around (.7.* tons " hectare " annum. !il content varies from 6)5 to ;/5 and -75 extraction, one hectare of plantation will give (.> MT of oil if the soil is average. /..* Ml if the soil is lateritic and (./ M I if the soil is of the type found in 3utch 1Iu%arat4. !ne hectare of plantation on average soil will on an average give (.> Metric Tons of oil. 2.2.2 Eco"ogy2 Gatropha $urcas grows almost anywhere 8 even on gravelly, sandy and saline soils. It can thrive on the poorest stony soil. It can grow even in the crevices of rocks. The leaves shed during the winter months form mulch around the base of the plant. The organic matter from shed leaves enhance earth8worm activity in the soil around the root8 one of the plants, which improves the fertility of the soil. $limatically, Gatropha $urcas is found in the tropics and subtropics and likes heat, although it does well even in lower temperatures and can withstand a light frost. Its water requirement is extremely low and it can stand long periods of drought by shedding most of its leaves to reduce transpiration loss. Gatropha $urcas is also suitable for preventing soil erosion and shifting of sand dunes. <nalysis of the Gatropha $urcas seed shows the following chemical composition2 Moisture >.6/ 5 Drotein ().//5 #at ;).// 5 $arbohydrates (..//5 #iber (*.*/5 <sh *.;/ 5 The oil content is 6* 8 ;/5 in the seeds and */ 8 >/5 in the kernel. The oil contains 6(5 saturated fatty acids and .-5 unsaturated fatty acids. There are some chemical elements in the seed, $ursin, which are poisonous and render the oil not appropriate for human consumption. 2.2.3 A"t rnati# to di s "4 It is significant to point out that, the non8edible vegetable oil at Jatropha Curcas has the requisite potential of providing a promising and commercially viable alternative to diesel oil .

since it has desirable physicochemical and performance characteristics comparable to diesel. $ars could be run with Jatropha Curcas without requiring much change in design. 2.2.% (ari ti s o! 2atro'3a Best among these is Gatropha $urcas. 0ome of the others are J J J J J J J J Gatropha $urcas 1nontoxic4 G. $urcas x G integrerrima Gatropha gossypifolia Gatropha glandulifera Gatropha tan%orensis Gatropha multifida Gatropha podagrica Gatropha integerrima Table 6.( $hemical analysis of Gatropha $urcas oil ITE/ (A1UE <cid value ;).6 0aponification value (-*./ Iodine value (/(.. =iscosity 1;(K$4 cp 7/.7 #atty acids composition Dalmitic acid 5 7.6 0tearic acid 5 >.!leic acid 5 7;.( Linoleic acid 5 ;7.; !ther acids 5 (.7 2.2.* Ad#antag s o! 2atro'3a Curcas The advantages of Gatropha over other =egetable oils are as follows !il yield per hectare is among the highest of tree borne oil seeds. It can be grown in areas of low rainfall M*// mm per year4 and in problem soils. In high rainfall and irrigated areas too it can be grown with much higher yields. Therefore, it can be grown in most parts of the country? it can be grown in desert areas, with the help of drip irrigation. Gatropha is easy to establish, grows relatively quickly and is hardy. Gatropha lends itself to plantation with advantage on lands developed on watershed basis and on low fertility marginal, degraded, fallow, waste and other lands such as along the )

canals, roads railway tracks, on borders of farmersN fields as a boundary fence or live hedge in the arid " semi8arid areas and even on alkaline soils. <s such it can be used to reclaim waste lands in the forests and outside. J J ; years. J J J The plant starts giving seeds in a maximum period of 6 years after planting.
Raising plants in nurseries, planting and maintaining them and collection of seed are labour intensive activities. Except for the cost of fertilizer and transportation of the plants from the nursery, all the activities in the nurseries and in plantation consist of labour. Various parts of the plant are of medicinal value, its bark contains tannin, the flowers attract bees and thus the plant has honey production potential. Like all trees. atropha removes carbon from the atmosphere, stores it in the woody tissues and assists in the buildup of soil carbon. !t is thus environment friendly

Gatropha seeds are easy to collect as they are ready to be plucked after the rainy season and as the plants are not very tall. Gatropha is not browsed by animals. Being rich in nitrogen, the seed cake is an excellent source of plant nutrients. 0eed production ranges from about /.7 tons per hectare in first year to over * tons per hectare after

J J

atropha can be established from seeds, " months old seedlings and vegetatively from callings. #se of branch cutting for propagation is easy and results in rapid growth. $he plant is undemanding in soil type and does not re%uire tillage.

2.3 Ponga5ia 67aran-a8 Dongamia pinnata is one of the few nitrogen fixing trees to produce seeds containing ;/87/5 oil. It is often planted as an ornamental and shade tree. This species is commonly called pongam, 3aran%a, or a derivation of these names. Dongam MLegununosae, subfamily Dapilionoideae4 is a medium si ed tree that generally attains a height of about ) m and a trunk diameter of more than */ cm. @owever, Troup 1I!I (-);4 reports trees attaining heights of () m. The trunk is generally short with thick branches spreading into a dense hemispherical crown of dark green leaves. The bark is thin gray to grayish8 brown, and yellow on the inside. The taproot is thick and long? lateral roots are numerous and well developed. The alternate, compound pinnate leaves consist of * or . leaflets which are arranged in 6 or ; pairs, and a single terminal leaflet. Leaflets are *8(/ cm long, 78> cm wide, and pointed at the lip. #lowers, borne on racemes, arc pink, light purple, or white. Dods are elliptical. ;8> cm long and 68; cm wide, thick walled, and usually contain a single seed.

2.3.1 Eco"ogy :ative to humid and subtropical environments, pongam thrives in areas having an annual rainfall ranging from *// to 6*// mm. in its natural habitat, the maximum temperature ranges from 6. to ;)K$ and the minimum ( to l>K$. Dongam can grow on most soil types ranging from stony to sandy to clayey, including =erticals. It does not do well cm thy sands. It is highly tolerant of salinity. It is common along waterways or seashores, with its roots in fresh or salt water. Table 6.6 Droperties of 3aran%a oil Pro' rti s <cid value 0aponification value 3inematic viscosity at ;) K$ 1mm6"s4 Dour point K$ #lash point K$ &ensity 3g"( $arbon residue wt. 5 <sh wt 5 0ulphur wt 5 7aran-a oi" *.-( (-(.* 7() > 6;6 /.-;6> L*( /./(7 /.//.

2.3.2

Distri)ution The natural distribution of pongam is along coasts and river banks in India and Burma. :ative to the <sian subcontinent, this species has been introduced to humid tropical lowlands (/

in the Dhilippines. Malaysia. <ustralia, the 0eychelles, the Anited 0tates and Indonesia. 2.3.3 Ad#antag s o! & " ction o! Ponga5ia Tr 4 J The Dongamia tree yields anywhere between nine to ninety kilos 16/ to 6// pounds4 of seeds per year. !ne kilo 16.6 pounds4 of seeds produces one8quarter of a kg. of oil. The residual crushed seed, known as oil cake, is a good source of manure. J J J !ne kilo of oil generates three units of electricity, and the economics of this entire works out to much lower than the current price of diesel. The villages in 3arnataka are already familiar with Dongamia oil and seed. They use the oil or lighting lamps and the seed for soil fertili er. In developing countries, there is no shortage of manpower for technical maintenance of the engines. #requent cleaning of fuel in%ectors and filters arc less of a problem. In the case of Dongamia oil, a simple filtering in rural areas is sufficient. In colder parts of India and other developing countries, the problem of free ing of waxes and gums in the oil could be solved by simple heating. 2.% /a3ua Mahua !il two ma%or species of the genus Madhuca indica and Madhuca longifolia are found in India. These two are so closely related that no distinction can be made in the trade of their seed or oil. The dryings and decortications yield ./5 kernel on the weight of seed. The kernel of seed contains about */5 oil. The oil yields in an expeller are nearly ;758;.5. The fresh oil from properly stored seed is yellow in colour. 2.%.1 Eco"ogy Mahua thrives in areas having an annual rainfall ranging from *// to 6*// mm. in its natural habitat, the maximum temperature ranges from 6. to ;)K$ and the minimum ( to l>K$. Mahua can grow on most soil types ranging from stony to sandy to clayey, including =erticals. It does not do well on dry sands. It is highly tolerant of salinity. It is common along waterways or seashores, with its roots in fresh or salt water. Mahua is also suitable for preventing soil erosion and shifting of sand dunes. 2.%.2 Distri)ution In India Iu%arat, 3arnataka, 'a%asthan, $hhattisgarh, etc are important states for production of Mahua. !ther areas in world are native to the <sian subcontinent. Two ma%or species of the genus Madhuca indica and Madhuca longifolia are found in India. There are ((

many spices found of Mahua in world varies with atmospheric conditions. Table 6.;2 $haracteristics of Mahua Pro' rti s 'efractive index 0aponification value Iodine value Ansaponifiable matter. 154 #atty acid composition 15 4 Dalmitic c (>2/ 0tearic c ()2/ !leic c ()2( Linoleic c ()26 (.7*68(.7>6 ().8(-. **8./ (a"u

2.* N 5 :EEM " M<'I!0< T'EE 1< adirachta indica4 #amily8 Meliaceae English8 :eem tree, Margosa Tree, Indian Lilac @indi8 Balnimb, :imb, :eem 2.*.1 Eco"ogy2 It is distributed all over the country from arid to moist tropics, but is common in drier parts and deciduous forests. It grows on a variety of soils, from sandy to clayey including black cotton soils. :eem grows well on flat ground with high sub8soil water level and good drainage. It tolerates temperature ranging from / K$ to 7/ K$. It also possesses certain amount of drought hardiness and thrives in extremely low rainfall of 1(;/ mm annually4. It is medium to large si ed tree, (*86/ m in height, with a clear bole of . in having grayish to dark grey tubercled bark. This tree is identified by its imparipinnate shining deeply serrate leaves. Leaves are compound, imparipinnate, leaflets sub opposite, very oblique at base. Ooung leaves appear throughout the year at intervals, but chiefly at the beginning of the spring in March. Leaves are bitter in taste, tender leaves are pale green in colour, scented white flowers (6

abundance on axillary spikes during March8<pril. #lowers are small, white, or yellowish white in axillary panicles, elongate. #ruits one seeded drupes ( to 6 cm long with woody endocarp greenish yellow when ripe. 0eeds are ellipsoid, cotyledons thick, fleshy and oily. #ruits ripen from Gune in <ugust and posses a germination capacity of ./8-/5 for a very short period. 3ernel yields an average of 6*8;/ percent of oil. The oil is yellow in colour and biller in lassie. It is said to have medicinal properties and is used in skin diseases. It is extensively used in soap industry. It is also used by the poorer classes as an illuminant. 2.*.2 Distri)ution4 :eem is one of the most widely cultivated and naturally occurring species in 3arnataka. It is a sacred tree, known to Indians since ages, seen near temples and in villages. N< adirachtaN is a Dersian name? and NindicaN means Nof IndiaN in Latin. 2.*.3 C3 5ica" cont nt o! Oi"4 Limonoid, Mahmoodin, Drotolimonoid, :aheedin, Tetranortriterpenoids, < adirone. (.8hydroxy Epoxya adirone, :imbin, Iedunin, < adiradione, &e acetylnimbin, Table 6.7 Dhysical properties of :eem oil and diesel < adiradione. :imbocinol, (.8Epinimbocinol. 2.*.% Pro' rti s o! N 5 Pro' rtyN 5 oi"Molecular weight.6/$etane number7.:et calorific value are kG"kg;-*//0pecific gravity at Dhysical and $hemical properties of :eem shown in Table2 6.7 ;/K $/.-(>=iscosity at ;/K$ 1c0t4;/p@>.*8..*Boiling point(*7Dour point)#lash point()/Iodine value>*8 )/0aponification value(.*86/*

2.+ A5)adi <mbadi also know as @emp 1from !ld English haenep, see cannabis 1etymology44 is the common name for plants belonging to the genus $annabis, although the term is often used to refer only to $annabis strains cultivated for industrial 1non8drug4 use. 9hen grown for non8 (;

drug purposes hemp is often called industrial hemp, and a common product is fiber for use in a wide variety of products. #eral hemp or ditch weed is usually naturali ed fiber or oilseed strains of $annabis that have escaped from cultivation and are self8seeding. 2.+.1 Eco"ogy4 The soils most suited to the culture of this plant are those of the deep, black, putrid vegetable kind, that are low, and rather inclined to moisture, and those of the deep mellow, loamy, or sandy descriptions. The quantity of produce is generally much greater on the former than on the latter? but it is said to be greatly inferior in quality. It may, however, be grown with success on lands of a less rich and fertile kind by proper care and attention in their culture and preparation. 2.+.2 (iscosity4 Table2 6.* =iscosity of <mbadi at different temperature

Temperature 1K$4 ;6 7/ */ >/ ./ )/ 2.+.3 Distri)ution4

=iscosity 1c0t4 *>..; ;/..6 6>.(> 6/.>( (*.-/ (6.>6

#rom the (-*7s to the (-)/s the 0oviet Anion was the worldNs largest producer. The main production areas were in Akraine, the 3ursk and !rel regions of 'ussia, and near the Dolish border. !ther important producing countries were $hina, :orth 3orea, @ungary, the former Ougoslavia, 'omania, Doland, #rance and Italy. There are broadly three groups of $annabis varieties of <mbadi being cultivated today2 J J J =arieties primarily cultivated for their fiber, characteri ed by long stems and little branching, called industrial hemp. =arieties grown for seed from which hemp oil is extracted =arieties grown for medicinal or recreational purposes

(7

CHAPTER THREE

RE(IE. O$ 1ITERATURE
This section contains a review of the work carried out by scientists world over in the area of using vegetable oils as $I engine fuel. #ew important studies are cited here which could help us in understanding the sub%ect area. The literature referred to, covers the potential and problems associated with the use of vegetable oils in $I engines directly or after modifications. 3.1 History o! ( g ta)" Oi"s as $u "4 <s mentioned in the introduction part, the trend of use of vegetable oil diesel fuel is as old as that of conventional petroleum diesel fuel. @umans have used renewable oils for thousands of years. 'enewable oil fuels were also used in early versions of diesel engine8 the engine actually predates the widespread availability of inexpensive fossil fuel. < relatively common literature statement on the early use of vegetable oils as diesel fuels is that of 'udolf diesel, the inventor of the engine that bears his name tested his engine on peanut oil at the (-// world fair in Daris, the exposition universalle. < biography of diesel by :itske and 9ilson +;, often cited as a source. In the biography a statement is made that Pas the (-th century ended, it was obvious that the fate and scope of the internal combustion engine were dependent on its fuels. <t the Daris exposition, a diesel engine built by #rench !tto $ompany, ran wholly on peanut oil. <pparently none of the onlookers were aware of this. The engine, built specially for that type of fuel operated exactly like those powered by other oils. &iesel also wrote the book &ie Entstehung &es &ieselmotors published by =erlag =on Gulius spring, Berlin in (-(;, in which he referred to the use of peanut oil in a diesel engine at the Daris world fare in (-//+7,. The concept of using vegetable oils as a fuel dates back to ()-*, when &r. 'udolf &iesel, the investigator of $I engine used peanut oil as fuel one of his engine for demonstration at the Daris exhibition in (-//. In (-(( he states PThe diesel engine can fed with vegetable oils and would help considerably in the development of agriculture of the countries which use itQ. In (-(6, &r. &iesel said PThe use of vegetable oil, for engine fuel may seem insignificant today but such oils may become in course of times as important as petroleum and fuel tar products of the present timeQ. <fter that, reference of the use of different types of vegetable oils to fuel diesel engine occasionally appeared in literature up to (*

(-*6. Many workers reported on the availability and fuel possibility of number of vegetable oils. 0ome claimed to have successfully used them in diesel engine. :o ma%or modifications in the engine were suggested. The power output and fuel consumption were found to be comparable with that of conventional diesel. <fter a gap of 6( years that in during (-.;, the prices of petroleum products increased sharply because of oil crisis. It was felt that this problem would increase in future because of increase in demand, depleting oil reserves and growing political pressure as these would force up the price and reduce the availability of oil. This created a renewed interest throughout the world to find out of some alternative fuel resources, which were renewable in nature. <n in8 depth look was given at farm fuel alternatives considering, crop residue, biomass energy, burn yards energy, gasoline, methanol and vegetable oils. =egetable oils were strongly proposed because their ratio of fuel output to agriculture plus processing energy input for vegetable oils was highest of the entire form of fuel alternatives. It was also stated that farm fuel alternatives were location specific and there were one form of energy source might prove superior to another one. Lastly, authors stressed that the one must learn to live on his income rather than consuming the capital. In energy term this means conservation and swing to renewable energy alternatives to fossil fuel, Ruick +.,. Dalm oil was often considered as a source of diesel fuel in the historic studies, although the diversity of oils and fats as sources of diesel fuel, an important aspect again today, and striving for energy independence were reflected in other such investigations. Belgium, #rance and Italy particularly appeared to have been interested in vegetable oil fuels at the time, although several British and Ierman papers were published. 'eports from other countries also reflect a theme of energy independence. =egetable oils also were used as emergency fuels and for other purposes during 9orld 9ar II. #or example, Bra il prohibited the export of cotton seed oil in order to substitute it for imported diesel fuel +*,. The Gapanese battle ship Oamato reportedly used edible refined soybean oil as bunker fuel . 'esearches in India, prompted by the events of 9orld 9ar II extended their investigations on (/ vegetable oils for development as a domestic fuel. 9ork on vegetable oils as diesel fuel ceased in India when petroleum based diesel fuel again became available plentifully at low costs. &uring 9orld 9ar II, different vegetable oils as a diesel fuel were under experimental stage. The results of these experiments showed that vegetable oils could be used to power a vehicle under normal operating conditions. @owever, it was reali ed that much more work (>

was needed before vegetable oils could be used as a reliable substitute for diesel fuel. <nd most of the work followed subsequently in the next */ years was concentrated on petroleum derived diesel fuels. The recent increases in petroleum prices and the uncertainties concerning petroleum availability has renewed interests in using vegetable oils in diesel engines. There are more than ;*/ oil bearing crops identified, among which only sunflower, safflower, soybean, cotton seed, rapeseed, Gatropha, Mahua, Gatropha and peanut oils are considered as potential alternative fuels for diesel. The vegetable oils having high viscosity are the ma%or constraint in use for diesel engine which creates the problem of coking of in%ector, dilution of engine oil and deposits on the various parts of the engine. these problems were rectified by investigating the different technologies, like cracking of plant oils, heating and blending with diesel or alcohol and chemically transforming the vegetable oils into ester. These ester fuels were stated to have great promise, but further engine endurance tests were required. $hakrovorty +>, discussed the option of liquid fuel from vegetable oils and stressed the need of taking interest in this field of valuable energy sources in India as a fuel for diesel engine. 3.2 &traig3t ( g ta)" oi" Many attempts to use vegetable oils as fuel have been performed since the early days of the &iesel engine. 9hen a &iesel engine is used with vegetable oil fuel for a short period of time, the performance and global efficiency are usually very close to &iesel fuel. @owever, during long8term engine tests with vegetable oils as fuel, heavy deposits build8up can be observed in the combustion chamber. These deposits can lead to engine breaks. < fuel droplet vapori ation experiment proved that the deposits build8up is mainly controlled by the combustion chamber temperature. To use vegetable oils as fuel, &I &iesel engines need to be redesigned to accommodate the specificity of the vegetable oils combustion, one possibility is to use a thermally insulated combustion chamber. 3.3 $u " 'ro' rti s o! Di s " Limiting requirement for various properties of high speed diesel fuel, as per BI0 and <0TM standards are given in table. #or efficient working and long life of $I engine fuel properties are within the limit given by different standards.

(.

Table ;.(2 $haracteristics of &iesel and Gatropha oil &r. No. (. 6. ;. 7. *. >. .. C3aract ristics Irade of #uel $alorific value 13G"3g4 #lash point 'elative &ensity =iscosity at ;6 ##< $arbon 'esidue Di s " @0& 77(6*> );-.7( ;.-; :< /.6 2atro'3a oi" G=(// 7/>76(/ -/..7>.) 68* /.;*

<s we have learnt that the ma%or problem involved in using =egetable oil is the high viscosity at lower temperatures and this can be solved by preheating it, a table listing the data of the viscosity of the vegetable oil at various temperatures is given below Table ;.62 =iscosity of =egetable oil at different temperatures T 5' 9C 6/ ;6 77 *. ./ )/ -/ (// ((/ 3.% Pro)" 5s :it3 ( g ta)" oi" Droblems had been reported on &I engine run on vegetable oil by many investigators such as Barsie and @umke +6, and 0hyam +),. These include2 (. $oking and trumpet formation on the in%ectors to such an extent that fuel atomi ation does not occur properly or even prevented as a result of plugged orifices. (iscosity c&t (7>.-( 7>.)/ ;-.7) 6;..* 6(.6(;.>/ ((./6 ).6) *.;/

6. ;. 7. oils. *.

$arbon deposits. !il ring sticking. Thickening or gelling of the lubricating oil as a result of contamination by vegetable

Lubricating problems. ()

Oahya and Marely +-, reported the other disadvantages of the use of vegetable oils are the high viscosity 1about (( to (. times higher than diesel fuel4, lower volatilities that cause formation of deposits in engines due to incomplete combustions and incorrect vapori ation characteristics. These problems are associated with large triglyceride molecule and its higher molecular mass and avoided by modifying the engine less or more according to the conditions of use and oil involved. 3.* Conc"usions o! R #i : #rom the cited literature and many more references available, we can conclude that2 (. 6. ;. 7. =egetable oils are good substitute for diesel oil in $I engine. They require slight modification for matching the properties of diesel fuel. 0=! can be used as a fuel extender with some modifications in the engine. The properties of parent vegetable oil 10=!4 have great impact on engine performance and hence oil should be selected keeping this thing in mind.

CHAPTER $OUR

/ATERIA1 AND /ETHOD&

This chapter deals with procedure followed and materials used to achieve the ob%ectives of the present investigations. =arious Blends of =egetable oil with &iesel were prepared and important fuel properties of blend and diesel were determined according to BI0 standards. (-

0hort term engine performance tests 10TED4 were conducted with diesel and vegetable oil blends and the information has been presented under to following heads2 Estimation of important properties of diesel and Gatropha oil Dreparation of blends of Gatropha oil and diesel &etermination of important fuel properties of Gatropha oil blends Derformance evaluation of engine with vegetable oil blends. 0tudy the effects on various dependent variables like brake Thermal Efficiency, Brake 0pecific #uel $onsumption, Brake 0pecific Energy $onsumption etc. and characteristics like =iscosity, 'elative &ensity, etc.

%.1 Esti5ation o! I5'ortant Pro' rti s o! Di s " and 2atro'3a Oi"4 The fuel properties such as specific gravity, kinematic viscosity and calorific value were determined for the study. These were determined according to standard procedure of BI0. %.1.1 D t r5ination o! &' ci!ic 0ra#ity4 < standard relative density bottle of */ ml was used to conduct this experiment. The Blend was heated to ;// $ and separately filled in the bottles. There weights were measured on the electronic balance. The density of oil blend was calculated. &ensity of water at desired temperatures were taken from the standard table. 0pecific gravity was then calculated using the following formula and same procedure was followed for diesel.

0pecific Iravity

&ensity of Gatropha oil at desired temperature &ensity of water at same temperature

%.1.2 D t r5ination o! 7in 5atic (iscosity4 =iscosity is ma%or fuel property affecting the atomi ation of the fuel during in%ection. @igh viscosity of plant oil was reported to be main cause of in%ector choking problem in $I engine. < 'edwood viscometer :o.( 1#ig. 7.64 was used for measurement of kinematic 6/

viscosity of diesel and Gatropha methyl ester. In this process the time of gravity flow 1in seconds4 for a fixed volume of 1*/ ml4 fluid through a specified hole made in an agate piece as per ID ./">6 issued by Institute of petroleum, London was recorded. The oil was kept in a brass cup fitted with agate %et at bottom up to a specified level indicated on the cup. The oil cup was surrounded by water %acket having an immersion heater. The water could be heated to a given temperature with the help of voltage regulator to regulate the rate of heating. < silver plate metallic ball was provided to open and close the agate %et. Two thermometers, one each for water %ackets and oil cup were also provided

$igur %.1 Bo5) Ca"ori5 t r

6(

$igur %.2 R d:ood #isco5 t r

< standard glass flask with a */ ml mark was kept below the agate %et. < stop watch was used to record time required to fill a */ ml flask. The time of flow was recorded for different temperatures from ;/ to ./
/

$ at the increment of (// $. the kinematic viscosity was

calculated using the following formula given by Iuthrie +(/,2 vk S /.6> t 8(.-"t, <nd vk S /.67 t 8*/"t where ;7 T t T (// where t U (//

vk S kinematic viscosity in centi V stokes t S time for flow of */ ml oil in seconds 66

%.1.3 D t r5ination o! 0ross Ca"ori!ic (a"u 4 The gross calorific value of the oil was determined by bomb calorimeter method1#ig 7.(4. < weight quantity of the sample was burned in oxygen in bomb calorimeter under controlled conditions. 'ise in temperature was recorded. The gross calorific value was then calculated from the weight of the sample and the rise in temperature by using following, the first task, therefore, was to obtain the water equivalent of the bomb. It was taken from standard value table for the bomb. The calorific value of the test fuel was calculated by equation (.

9here2 S 9ater equivalent of the bomb calorimeter S 0pecific heat of water 17.()7 3G"kg834 S $alorific value of fuel, 3G"kg

Mass of fuel, kg

S Temperature rise 1/ $ or 34 of test fuel %.2 Pr 'aration o! (arious B" nds o! 2atro'3a Oi" and Di s "4 In this pro%ect, Gatropha oil and its various blends are tested for their performance in $I engines in comparison to the &iesel #uel. #or this purpose, various blends of Gatropha oil and &iesel in different ratios are needed. The various Blends would thus be in increments of 6/, 7/, >/, and )/ percent of diesel in the oil. #or example, to prepare a 6/ percent 0=! V )/ percent &iesel blend? a fixed amount of 0=!, i.e. 6//ml of Gatropha oil is taken in a beaker and mixed with )// ml of diesel. The blend thus formed is coded as G=6/, in which G= stands for Gatropha =egetable oil and 6/ for the percentage of vegetable oil present in the mixture.

6;

0imilar blends of different ratios of oil and diesel are formed when proportionate amounts of diesel and 0=! are mixed. They are also similarly coded as G=7/, G=>/, G=)/ and G=(// which means Dure =egetable oil 1(//54. %.3 D t r5ination o! $u " Pro' rti s o! &(O )" nds4 The properties of 0=!8&iesel blend i.e. specific gravity, kinematic viscosity and calorific values were determined for the study in the same manner as derived for diesel and Gatropha oil. %.% E#a"uation o! &(O B" nds in CI ngin %.%.1 E<' ri5 nta" & t=u'4 The study was carried out in the laboratory on an advanced fully computeri ed experimental engine test rig 1#ig 7.;4 comprising of a single cylinder, water cooled, four stroke, =$' 1=ariable $ompression 'atio4 diesel engine connected to eddy current type dynamometer for loading. < specially designed tilting block arrangement has been provided by the test rig manufacturer in the engine for varying the compression ratio without disturbing the combustion chamber geometry so that flow and swirl remains same at all compression ratio values. 0etup includes necessary instruments for online measurement of cylinder pressure, in%ection pressure and crank8angle. The set up has a panel box consisting of air box, two fuel tanks for duel fuel test, manometer, fuel measuring unit, transmitters for air and fuel flow measurements, process indicator and engine indicator. 'otameters are provided for cooling water and calorimeter water flow measurement. Drovision is also made for online measurement of airflow, fuel flow, temperature of Exhaust, $ooling water and $alorimeter water inlet and outlet and load on the engine. These signals are interfaced to computer through :I data acquisition system and the software displays the D8W and D8= diagrams. 9indows based Engine Derformance <nalysis software package PEnginesoft L=Q is provided for on line performance evaluation. The setup enables study of =$' engine performance for brake power, indicated power, frictional power, BMED, IMED, brake thermal efficiency, indicated thermal efficiency, Mechanical efficiency, volumetric efficiency, specific fuel consumption, <"# ratio and heat balance. The specifications of the engine used for study are given in Table 7.(.

67

%.%.2 / asur 5 nt o! E<3aust E5ission C3aract ristics4 The following instruments are used to measure the characteristics of the exhaust emissions like 0moke and @ydrocarbons.

%.%.2.1 &5ok / t r4 Manatec smoke meter model &M0 6///1#ig 7.74 is based on the principle of absorption of light, which is an indicative parameter of the level of smoke present in an exhaust smoke sample of diesel engine. < green LE& given by a pulsating constant current source, emits a light beam having peak spectral density between *//8*./ nm wave8length. The detector has a spectral response from ;*/nm to ((//nm with peak spectral response at )*/nm. The LE& is chopped at (;;@ . This chopped signal sensed by the detector, differentiates a green LE& signal from that of the unwanted &$ signal.

Table 7.(2 0pecifications of Engine

6*

Engin s' ci!ication Make Model &etails $ooling Bore and stroke $ubic capacity $ompression ratio 'ated power Load at rated power In%ector opening pressure Deak pressure In%ection timing Modified compression ratio range Eddy $urrent &ynamometer $ylinder pressure sensor

T st Engin and Instru5 nt D tai"s 3irloskar

0ingle cylinder, &I, #our stroke 9ater )..*mm X ((/ mm /.>>( liters (..*2( ;.* k9 at (*// rpm (6 kg 6(/ bar ...* kg"cmY 6; K BT&$ static 1diesel4 (6 to () Model <I(/ of 0a% Test Dlant Dvt. Ltd Die o sensor of D$B Die otronics Inc, Model8 M(((<66? 'esolution8 /.( psi? sensitivity8 ( m="psi

#uel pressure sensor

Die o sensor of D$B Die otronics Inc, Model8 M(/)</6? 'esolution8 /.7 psi? sensitivity8 /.* m="psi

Load $ell #uel flow measurement

0ensortronics make, model >///( &ifferential pressure transmitter, make8 Ookogawa? Model8 EG<((/<8&M0*<8-6::

<ir #low Transmitter

Make8 9ika? Model8 0L(

6>

$igur %.3 Engin & tu'

$igur %.%4 &5ok / t r

6.

$igur %.*4 E<3aust 0as Ana"y> r

The light beam passes through a smoke chamber and on to the photodiode which continuously senses the intensity of light incident on it, and converts it into an electrical signal which is further processed by the signal handling circuit. The output signal is given to a micro controller finally to have digiti ed readings. These readings are used to calculate the exact capacity of the smoke present at the smoke chamber, '06;6 serial communication is utili ed for transferring this data to the host display unit and executing commands issued by the host. The final output is given as percent opacity 1:4 and light absorption coefficient 134 in l"m. the smoke meter is of partial flow type and the smoke is sampled in a smoke chamber tube which has an effective length of /.7;m. This chamber is provided with two band heater to maintain its temperature above .*K$ to ensure that the sample smoke does not contain condensate particles. To allow free flow of smoke through the smoke chamber tube, fans are used to create a venture effect at the ends of the tube, while the smoke is sampled from the centre of the tube. %.%.2.2 E<3aust 0as Ana"y> r4 The &ELT< (>// 0 1#ig. 7.*4 is based on a non dispersive infra red technology. :&I' devices are generally dedicated for measurement of concentrations of limited, specific set of gases and mixtures with a limited, known set of background gases. The &ELT< (>// 0 known dispersive infrared gas analy er is capable of measuring @$ 1hydro carbons4. It also 6)

performs both

eroing and calibration routines, which are completely microprocessor

controlled. The measured gas data can be transmitted to a D$. < regulated infrared source 1I'4 provides a photon stream in the range of 6 to * micron 1m4. The infrared light is directed through the sample cell to the optical block. The source is modulated with a 6 @ . Infrared transparent sapphire windows are provided at each end of the sample cell. The sample cell is temperature regulated so that a measurement compensation for the sample gives temperature and pressure variances are provided. Infrared light not absorbed by the sample gas is transmitted to the optical block. It passes optical band pass filter that are characteristics for the target gases. Die oelectric detectors that share the same housing collect light passed through the filter. They produce a voltage i.e. proportional to light intensity. The detector blocks temperature measurement and regulation facilities compensation for I' filter and I' detector temperature variances. The detector output is preamplifier and sent via a multiplexed to an analog or to a digital convertor 1<&$4. The microprocessor samples the <nalog to &igital $onverter and provides all compensation routine calculation, displaying and data management.

%.* R duction o! (iscosity o! &(O Di s " B" nds <s we know that the =iscosity of 0=! is generally higher than conventional petro diesel fuels, scientists held various tests and in the process concluded that there were 7 best methods to reduce the viscosity of the 0=!. The 7 methods are Dyrolysis &ilution Micro emulsion Trans8esterification

6-

!f all the methods, Trans8esterification is a method where the oil is converted to its ester and thus is more of Bio diesel. Dyrolysis or increment in inlet temperature is a good method to reduce viscosity. 9hen this method is further enhanced by diluting the oil with diesel, better results are obtained. Thus in this experiment, we both elevate the temperature and blend it with diesel for best possible results. %.+ Engin T sting Proc dur 4 0hort Term Engine Derformance tests 10TED4 were conducted using 0=! blends and diesel. The 0TED tests were done through two experiments as given in following sections. %.+.1 Bas "in ' r!or5anc t sts using di s " The base line test was conducted using diesel fuel alone for comparison with the performance of 0=! and &iesel Blends. %.+.2 Us o! Di!! r nt B" nds in CI ngin . Later different blends of 0=! and &iesel i.e. G=6/, G=7/, G=>/, G=)/ and G=(// are used as fuel in the experimental setup. The equipments attached to the testing rig i.e. the computer system, the exhaust gas analy er, smoke meter, etc. are used to obtain the various readings related to the &ependent =ariables like Brake 0pecific #uel $onsumption, #uel $onsumed, 0moke !pacity, and Dresence of @ydro $arbons in the smoke, etc. The $omparison between &iesel and 0=! blends is done on the base of following properties. BRA7E THER/A1 E$$ICIENC?4 It is a very important parameter in evaluating performance of an engine. It is defined as the ratio of useful power produced at shaft to the energy consumed in the engine cylinder or power produced per unit energy consumed.

BTE 1Zbth

154

BRA7E &PECI$IC $UE1 CON&U/PTION4 The engine performance can also be evaluated on the base of brake specific fuel consumption. It is the amount of fuel consumed per unit power production. ;/

B0#$ S

, g"k9h

BRA7E &PECI$IC ENER0? CON&U/PTION4 <s we are evaluating the performance of two different fuels of different calorific value and different density. @ence, it is easier to compare their performance on the base of specific energy consumption rather than comparing specific fuel consumption. B0E$ can be defined as the energy consumed per unit power development.

B0E$ S

, MG"k9h

D ' nd nt #aria)" s &.No. $actors (. 6. ;. 7. *. Brake 0pecific fuel consumption, g"k9h Brake 0pecific energy consumption, MG"k9h Brake Thermal efficiency Exhaust Ias temperature Emissions 10moke and @ydro carbons4 &y5)o" B0#$ B0E$ Zbth Te

Ind ' nd nt (aria)" s &.No. $u " B" nds (. 6. ;. 7. *. >. &iesel 6/5 0=! V )/5 &iesel 7/5 0=! V >/5 &iesel >/5 0=! V 7/5 &iesel )/5 0=! V 6/5 &iesel (//5 0=! V /5 &iesel &y5)o" @0& G=6/ G=7/ G=>/ G=)/ G=(//

;(

CHAPTER $I(E

RE&U1T& AND DI&CU&&ION

The results of different experiments followed by us during the whole pro%ect are discussed in this chapter. The procedure followed for these experiments were discussed in the previous chapter. The Gatropha &iesel oil blend properties are compared with the standard &iesel, Gatropha oil properties. There are various properties which affect the performance of fuel in $I engine. In our first investigation we evaluate general properties like calorific value, relative density and kinematic viscosity at room temperature. 0ome important properties are experimentally evaluated and other is taken from literature available. #urther investigations were made to compare the properties of 0=! blends and diesel at different parameters on the basis of properties which are more responsible for efficient working of $I engine at different loads. It is very important to study different characteristics properties so that we compare the properties of 0=! &iesel blends and diesel and select a best alternative fuel with better ;6

performance. Lastly, we evaluate the engine performance working on 0=! &iesel blends at different load conditions in order to obtain optimum Blend ratio for the best performance of 0=! &iesel blends in standard diesel engine. Table *.(2 Droperties of different fuels2 &. No. Pro' rty (. 6. ;. $alorific =alue 1kG"kg4 'elative &ensity 1g"l4 3inematic =iscosity ;6/$ Di s " 77(6);-.7( ;.-; 2(1@@ 7/>7) 2(A@ 7(.>7 2(+@ 76).2(%@ 7;--* )>7.7. )7..77 (/.>6 ..*6 2(2@ 7*((/

-*(.**.7>.) )-).*7; ))(.*( 7>.) 6>./) (>.--

CA1ORI$IC (A1UE4 The calorific value of diesel fuel was found in bomb calorimeter test i.e. 77(6- kG"kg. The calorific value of Gatropha oil was found to be 7/>7) kG"kg which rises to a maximum of 7*((/ kG"kg in the case of 0=! &iesel blends of 6/5 0=! )/5 diesel. The calorific value of diesel fuel is generally higher with respect to 0=! &iesel blends. RE1ATI(E DEN&IT?4 The relative density of Gatropha oil was -*(.**. g"l which reduces to )7..77; g"l after blending process in case of G=6/ which is close to the relative density of diesel fuel. The relative density of 0=! &iesel blends produced by us in our laboratory has relative density in the standard limits 7INE/ATIC (I&CO&IT?4 The kinematic viscosity evaluated by us in the experiment followed as discussed in chapter ; revealed that the viscosity of the Gatropha oil is very high. Thus we have to follow the dual processes of Dyrolysis and dilution which reduces its viscosity by );..* percent. The kinematic viscosity of 0=! &iesel blends is ..*6 at ;6 /$ which is now very close to that of diesel. The standard value of kinematic viscosity for diesel fuel is ;.-; at ;6/$. !n increasing temperature the viscosity of our 0=! &iesel blends will further reduce and will be closest to &iesel. *.1 E$$ECT& O$ $UE1 U&ED 6&(O DIE&E1 B1END& OR DIE&E18 ON EN0INE PER$OR/ANCE4 *.1.1 E$$ECT& ON BRA7E &PECI$IC $UE1 CON&U/PTION2

;;

<s we know from the bomb calorimeter test that the calorific value of diesel is higher than that of 0=! &iesel blends hence a lower amount of fuel is to be burned for production of same amount of energy and power output. ThatCs why the specific fuel consumption for diesel is lower than that of 0=! &iesel blends. <t full concentration of 0=! i.e. G=(// the difference in specific fuel consumption is highest. The data evaluated by our test shows that the specific fuel consumption at full load condition is higher by (7.- percent.

*.1.2 E$$ECT& ON BRA7E &PECI$IC ENER0? CON&U/PTION2 The calorific value and specific density of both the fuels are different, hence it is more convenient to compare brake specific energy consumption rather than Brake specific fuel consumption. It gives us a clear picture that the specific energy consumption of 0=! &iesel blends is less than that of diesel at lower loads. 9hile at full load i.e. (6 kg it is more than that of the diesel by (*.)> percent.

0.4 0.38 0.36 0.34 0.32 0.3 0.28 Diesel JV20 JV40 JV60 JV80 JV100

#igure *.( Effects on Brake 0pecific #uel $onsumption

;7

16000 15500 15000 14500 14000 13500 Diesel JV20 JV40 JV60 JV80 JV100
#igure *.6 Effects on Brake 0pecific Energy $onsumption *.1.3 E$$ECT& ON BRA7E THER/A1 E$$ICIENC?4 The useful power obtained per unit of energy consumed is higher with diesel than that of 0=! &iesel blends. <n average decrease of 6 percent is obtained with every 6/ 5 change in 0=! &iesel blends which is about 7 percent at full 0=! condition. <s we perform these tests on a diesel engine at standard engine parameters and these engines are made for using diesel as fuel. @ence they can harness ma%or part of its chemical energy. Thus we need to modify diesel engine parameters so that ma%or part of the chemical energy from 0=! &iesel blends can be obtained as useful power output.

;*

Brake Thermal E fficiency at Full Load

28 26 24 22 20 Diesel JV20 JV40 JV60 JV80 JV100
#igure *.; Effects on Brake Thermal Efficiency *.1.% E$$ECT& ON EBHAU&T E/I&&ION& *.1.%.1 &/O7E OPACIT? The 0moke !pacity increases with the increase in Dercentage presence of 0=! in the blend, with a maximum of 7; smoke no. at )/5 concentration of 0=!. *.1.%.2 UNBURNT H?DROCARBON& There is a significant change in the level of unburnt @ydro $arbons in the exhaust gases. Though it is highest for &iesel, it goes on decreasing with addition of 0=!. It reaches a minimum of 66ppm for G=)/ 1#igure *.*4.

Exhaust Emissions

45 40

y t i c a p O

35 30 25 20 DIES EL JV20
;>

JV40

JV60

JV80 JV100

#igure *.72 Effects on 0moke !pacity

50 45 40 35 30 25 20 15 DIES EL JV20
0.75 0.65
*.2 E$$ECT& O$ 1OAD (ARIATION ON EN0INE PER$OR/ANCE4 *.2.1 E$$ECT& 0.55 ON BRA7E &PECI$IC $UE1 CON&U/PTION

JV40

JV60

JV80 JV100

#igure *.*2 Effects on amount of @ydro $arbons in Exhaust

diesel JV20 JV60 JV80 JV100

0=!8&iesel blends are usually higher than that of &iesel. <s the load increases the 0pecificJV40 0.45 fuel consumption too decreases for every blend.

It is clearly visible from the figure *.> above that the 0pecific #uel $onsumption of

0.35 0.25
T ! O L U F I C E P S ;.

9 Load "k#$

12

15

#igure *.> Effects on 0pecific #uel $onsumption *.2.2 E$$ECT& ON BRA7E &PECI$IC ENER0? CON&U/PTION2 <s can be seen from figure *.. the brake specific energy consumption also follows the same trend. The 0pecific Energy $onsumption is Lowest for &iesel at all loads, where as G=6/ has the lowest 0E$ at a load of -kg. *.2.3 E$$ECT& ON BRA7E THER/A1 E$$ICIENC?2 <s it can be seen clearly from )h $ r

29000 27000 23000 21000 19000 17000 15000 13000

25000 the figure *.), the BTE of &iesel is usually higher than that of any of the blends, but as it can
be seen in some cases, the BTE of blends is a bit higher than that of &iesel. #or example, G=6/ at a load condition of (* kg has BTE more than &iesel. ( k ' & % " C E S B

diesel JV20 JV40 JV60 JV80

6
;)

Load "k#$

12

15 JV100

#igure *..2 Effects on Brake 0pecific Energy $onsumption

28 26
* " $

24 22 20 18 16 14 12 3 6 diesel JV20 JV40 JV60 JV80 JV100 9 12 15

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

Load "k#$

#igure *.)2 Effects on Brake Thermal Efficiency *.2.% E$$ECT& O$ DI$$ERENT 1OAD CONDITION& ON EBHAU&T 0A& TE/PERATURE <s sited from the figure *.-, the exhaust gas temperature when &iesel is used as fuel is always higher than any of the blends. This is an indication how well the fuel burns. The more the temperature of the exhaust gases, better is the combustion in the chamber.

;-

E+,-UST.-STE!PE/-TU/E
600 500 400 300
. T S U , + E U / P ! E T

diesel JV20 JV40 JV60 JV80 JV100 0 3 6 9 12 15

200 100

#igure *.-2 Effects of &ifferent Loads on Exhaust Ias Temperature

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CHAPTER &IB

CONC1U&ION
The results of different tests performed for evaluating fuel properties and the performance evaluation of Gatropha &iesel blend gave expected results. The 0=! &iesel blends were found to be an excellent substitute for diesel fuel. But on the other hand we found that its performance can still be improved by varying engine parameters. 9e found out that while 0=! &iesel blends is having better thermal efficiency still it lacks in specific fuel consumption and specific energy consumption. 9e tested the engine at different loads and 0=! diesel blends and discovered that G=6/ i.e., 6/ percent 0=! and )/ percent &iesel, was the best substitute to &iesel fuel in the pro%ect. Thus we came to a conclusion that 0=! &iesel blends are a fuel of future which will be easier to produce and use. #urther studies should be performed on 0=! &iesel blends so as to increase its recovery from raw Gatropha oil and steps have to be taken in direction of modifying the engine parameters for the use of bio8diesel so that we can obtain a much better performance. #rom the results of experimental investigation following conclusions were drawn The fuel properties of Gatropha 10=! &iesel blends4 and diesel were found comparable and within the limits specified. Engine starting was normal with 0=! &iesel blends. The brake thermal efficiency of 0=! &iesel blends was found better than that of diesel while it was lower fuel consumption and a low specific energy consumption at full load conditions. 9hile the exhaust emissions increase with increase in 0=! content in the blend.

7(

RE$ERENCE& (. 6. ;. 7. *. &iesel, '., The &iesel !il Engine, Engineering -;2;-*87/> 1(-(64.$hem. <bstract. >2(-)71(-(64. Barsie, :.G. and @umke, <.L. 1(-)(4. =egetable oils2 diesel fuel supplements. <utomotive Engineering, )- 1742 ;. 8 7(. :itske, 9.'., and $.M.9ilson, 'udolf &iesel, Dioneer of the age of Dower, Aniversity of !klahama Dress, :orman, !klahama, (->*. &ie Entesthung, &ieselmotors, published by =erlag =on Gulius 0pring, Berlin, in (-(;. =en &en <beele, M.LC@uile &e Dalme 2 Matiere Dremiere Dour La Dreparation &Cun $arburant Lourde Atili able &ans Les Moteurs a $ombustion Interne1Dalm oil as raw material for the production of a @eavy motor fuel4, Bull. <gr. $ongo Belge ;;2;8-/1(-764. $hem. <bstr. ;)26)/* 1(-774. >. .. $hakrovorty, M.M.1(-)*4.Liquid fuels from vegetable oils fuel 0c. Technology 7 1(42;8. Ruick, I.'. <n in8depth look at farm fuel <lternatives. Dower farming1642(/8(. ). 0hyam, :.:. Derformance of low horsepower diesel engine with blends of neem oil and conventional diesel fuel. <gric. Engg. Today () 1* 8 >42 (> 8 6/. -. (/. Oahya. : and Marely. @, Energy accounting of eleven vegetables !il fuels. Trans. <m. 0oc. <gric. Engrs., 6*1*42(6/-8(*. Iuthrie, =.B. .Detroleum products @andbook, I Ed. Mc Iraw @ill Book $o., Inc., :ew Oork. ((. (-)6 (6. (;. Gain. $ and Gain. : , . &esign and #abrication of a Mini8Dlant for biodiesel production. MDA<T ,Adaipur. #reedman, B. and Dryde, E. @. 1(-)64. #atty ester from vegetable oils for use as a diesel fuel. =egetable !il #uels, <m. 0oc. <gric. Engrs., Dublication :o. 78 )62 ((.866. 76 E.@. D'O&E, The symposium on =egetable !ils as &iesel #uels presented at the .;rd <!$0 <nnual Meeting held in Toronto, $anada, May 68>,

(7.

0awla.:, Iarg.', and 0harmaCs, $omparative Evaluation of =egetable oils for use in $I Engines.

(*.

Tak 0. and 3umar.&, Testing of &iesel Engine with =egetable oil.

7;