bio diesel from palm oil

7/28/2019 Bio Diesel from Palm Oil

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ABSTRACT

Bio-diesel has become more attractive recently because of its environmental

benefits and the fact that it is made from renewable resources. There are four

primary ways to use vegetable oil: direct use and blending; micro emulsions; thermal

cracking (pyrolysis); and bio diesel production by trans-esterification. The most

commonly used method is trans esterification of vegetable oils and animal fats into

bio-diesel. Trans-esterification converts the vegetable oil into methyl or ethyl esters,

which will be used as diesel engine fuels. In the current work, bio-diesel was

processed from used and un-used palm oil. The various properties of bio diesel and

blends of diesel and bio-diesel were estimated. Performance were conducted on a

Twin cylinder diesel engine using diesel, bio-diesel and there blends. The main

hurdle to commercialization of bio-diesel is its cost. Usage of used cooking oils as

raw material adaptation of continuous trans-esterification process, and recovery of

high quality glycerol as by product may be options to be considered to lower the cost of

bio-diesel.


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LIST OF SYMBOLS

N Normality

FFA Free Fatty Acid

Kinematic viscosity

mw mass equivalent of water

Cw Specific heat capacity of water

CV Calorific Value

Tfc Total fuel consumption

Density of diesel

BP Brake Power

BTE Brake Thermal Efficiency

X Volume of fuel consumption

Cd Coefficient of discharge

IP Indicated Power

ITE Indicated Thermal Efficiency

BTE Brake Thermal Efficiency

ME Mechanical Efficiency

TE Thermal Efficiency

VE volumetric Efficiency

TFC Total fuel consumption

SFC Specific fuel consumption

IMEP Indicated Mean Effective pressure

BMEP Indicated Mean Effective pressure

CHAPTER-1


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INTRODUCTION

The global pollution situation is worsening day by day. One of the major

causes for this condition is the overwhelming consumption of fossil fuels as power

source. Automotive sector is the major consumer of fossil fuels - mainly petroleum

based products. The fossil fuel resources are depleting at a faster rate and this has

lead to a grave situation because of greater dependence on fossil fuel resources.

Automobiles and other industries pollute the atmosphere with 'green house' gases

CO2 and H2O these gases in turn lead to the increase in global temperature,

which ultimately results in melting of the polar ice caps. This phenomenon is

called global warming. Global warming results in the change of global weather

pattern

In addition to the change in global weather phenomenon, fossil fuel

pollution is also the reason for many major health problems. Major health risks due

to pollution are respiratory problems and skin ailments. For example, the Ozone

(Os) gas, produced when the sun acts on hydrocarbons and nitrogen oxides

(byproducts of fuel combustion), is a respiratory irritant that reacts chemically with

our body tissues. The short term effects of ozone are harmful: shortness of breath,

chest pain, wheezing and coughing. In the long term, ozone will lead to lung

disease and long term respiratory problems. The American Lung Association adds

that as many as 60,000 premature deaths annually can be attributed to air

pollution. Furthermore about 20% of the total population is annually exposed to the

harmful effects of ozone. Amongst younger children, as many as 27.1 million children

(age 13 and under) are exposed to dangerous levels of ozone. This makes it even

more imperative that responsible citizens look into other alternative sources of

fuel for our automobiles.

1.1 ALTERNATIVE FUELS


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Alternative fuels are environmentally beneficial alternatives to

conventional fuels. The fuels most commonly used for transportation are gasoline and

diesel. The combustion of these hydrocarbon fuels results in the formation and

release of carbon dioxide into the atmosphere. Incomplete combustion results incarbon monoxide. As mentioned above, the mixture of hydrocarbon and nitrogen

oxides with heat and sunlight results in ground level ozone. All the gases produced

are harmful. Carbon dioxide (CO2), one of the greenhouse gases, contributes

potentially to global warming. Carbon monoxide (CO) can cause harmful effects

on the cardiovascular and central nervous system, and can contribute to the

formation of urban smog. Ground level Ozone damages human health, vegetation

and is a key component of urban smog.

The Clean Air Act, established by the US Environmental Protection

Agency (EPA), sets the acceptable levels called the National Ambient Air Quality

Standard. This standard sets the measures to control the air concentrations and

emissions of these common air pollutants. These controls are falling behind with the

increasing number of automobile usage especially in the larger cities. Therefore, in

an effort to make the environment free from these toxic by-products (carbon-dioxide,

carbon-monoxide and ground level ozone), we must look into alternative fuels.

Different types of alternative fuels are:

Compressed Natural Gas (CNG)

Liquefied Petroleum Gas (LPG)

Liquefied Natural Gas (LNG)

Hydrogen - 1C engines and Fuel Cells

Hybrid Energy Systems

Vegetable oils

Compressed Natural Gas (CNG) and Liquefied Petroleum Gas

(LPG) became the first choice as clean fuels for implementation in metropolitan

cities, where the pollution from conventional fuels was intolerable and proved to be a


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serious health hazard. But storage, distribution infrastructure and safety

considerations are more in this case. Leakage of these fuels causes fire

accidents.When leaks occur, CNG and LPG will be in gaseous state and readily

forming a combustible mixture.

Another alternative fuel is Hydrogen. It is being explored for use in

combustion engines and fuel-cell electric vehicles. It is a gas at normal

temperatures and pressures, which presents greater transportation and storage

hurdles than the existing liquid fuels. Storage systems being developed include

compressed hydrogen, liquid hydrogen, and metallic hydride storage material.

Hylhane, a combination of 15 percent hydrogen and 85 percent natural gas, is

being tested in metal lattice storage systems.

Hydrogen can be admitted into the engine cylinder in three ways; -

Carburetion or valve controlled flow into the intake manifold directly from

hydrogen cylinder or hydride storage

Manifold hydrogen injection

Direct in-cylinder injection.

Since hydrogen is a low density gas it occupies a significant volume

proportion in the intake manifold thus reducing the volumetric efficiency and hence

the output decreases by about 25% relative to liquid gasoline. Back firing is an

important drawback of hydrogen.

A fuel cell is controlled chemical- electro energy conversion device that

continuously converts chemical energy into electrical energy. A fuel cell requires

continuous supply of a fuel and an oxidant and generates DC electric power

continuously. Unlike a battery, a fuel cell does not run down or require recharging.

They have an efficient, inherently clean option for generating electricity and can

be fabricated in a wide range of sizes. No air pollutants are produced in this process.

The word hybrid means something that is mixed together from two

things. Hybrid energy systems combine different power generation devices or two or

more fuels for the same device. When integrated, these systems overcome


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limitations inherent in either one. Hybrid energy systems may feature lower fossil fuel

emissions, as well as continuous power generation for times when intermittent

renewable resources, such as wind and solar, are unavailable. Hybrid systems can

be designed to maximize the use of renewable, resulting in a system with loweremissions than those of traditional fossil fueled technologies. Hybrid energy

systems can offer solutions to customers that individual technologies cannot

match. Hybrid systems offer market-entry strategies for technologies that currently

cannot compete with the lowest-cost traditional options.

Vegetable oils are one of the most important alternative fuels for

diesel engines having possibility to use as decentralized energy. The engine

running on vegetable oils emits non-toxic gases into atmosphere, which is a very

important advantage. Vegetable oils provides a complete energy package for all

categories of consumers and can be used as an alternative to diesel, kerosene, coal,

LPG and firewood. The direct use of vegetable oils as engine fuels create

problems due to there high viscosity and density. An alternative lucrative solution that

has come up is to produce bio-diesel out of them which could be used directly or

blended with diesel in various proportions.

1.2 BIO-DIESEL

Bio-diesel is an alternative fuel formulated exclusively for diesel

engines. Bio-diesel is made from renewable biological sources such as vegetable oil,

animal fats and other agricultural products. It is biodegradable, non-toxic and

possesses low emission profiles. Bio-diesel is much cleaner than fossil fuel diesel. It

can be used in any diesel engine with no major modifications - in fact dieselengines run better and last longer with bio-diesel. Bio-diesel fuel burns up to 75%

cleaner than conventional diesel fuel made from fossil fuels. It substantially

reduces unburned hydrocarbons, carbon monoxide and particulate matter in

exhaust fumes. Bio-diesel contains no Sulphur. It is plant-based and adds no COzto

the atmosphere. The ozone-forming potential of bio-diesel emissions is nearly 50%

less than conventional diesel fuel. Nitrogen oxide (NOX) emissions may increase

or decrease but can be reduced to well below conventional diesel fuel levels by

adjusting engine timing and other means. The fuel economy is same as the diesel


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as petroleum diesel in cold temperatures, and requires special additives or fuel

heating systems to operate in colder climates. B100 may cause rubber seals and

gaskets from engines wear faster or fail. Bio-diesel also acts as a solvent, which can

dissolve sediments in diesel fuel tanks and clog fuel filters during an initial transitionfrom petroleum diesel. Despite these issues, some fleets are successfully using B100.

Many standardized procedures are available for production of bio diesel. The

commonly used methods are:

1. Blending

2. Micro Emulsification

3. Trans-esterification

4. Thermal Cracking (Pyrolysis)

1.2.1 Blending

Vegetable oil can be directly mixed with diesel fuel and may be used

for running an engine. The blending of vegetable oil with diesel fuel were

experimented successfully by various researchers. A diesel fleet was powered

with a blend of 95% filtered used cooking oil and 5% diesel in 1982. In 1980,

Caterpiller Brazil Company used pre-combustion chamber engines with a mixture of lO

% vegetable oil to maintain total power without any modification to the engine. A

blend of 20% oil and 80% diesel was found to be successful. It has been proved that

the use of 100% vegetable oil was also possible with some minor modifications in

the fuel system. The high fuel caused the major problems associated with the

use of pure vegetable oils as fuel viscosity in compression ignition engines. Micro-emulsification, pyrolysis and trans-esterification are the remedies used to solve the

problems encountered due to high fuel viscosity.

1.2.2Micro Emulsification:

To solve the problem of high viscosity of vegetable oil, micro

emulsions with solvents such as methanol, ethanol and butanol have been used. A


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micro emulsion is defined as the colloidal equilibrium dispersion of optically

isotropic fluid micro structures with dimensions generally in the range of 1-150 nm

formed spontaneously from two normally immiscible liquids and one or more ionic or

non-ionic amphiphiles. These can improve spray characteristics by explosivevaporization of the low boiling constituents in the micelles. All micro emulsions with

butanol, hexanol and octanol will meet the maximum viscosity limitation for diesel

engines. Czerwinski prepared an emulsion of 53% sunflower oil, 13.3% ethanol and

33.4% butanol. This emulsion had a viscosity of 6 .3 centistokes at 40 C, a

cetane number of 25. Lower viscosities and better spray patterns were observed with

an increase in the percentage of butanol

1.2.3Trans-Esterification

Trans-esterification (also called alcoholysis) is the reaction of a fat or oil

with an alcohol to form esters and giycerol. A catalyst is usually used to improve

the reaction rate and yield. Because the reaction is reversible, excess alcohol is

used to shift the equilibrium to the products side. Among the alcohols that can be

used in the trans-esterification process are methanol, ethanol, propanol, butanol

and amyl alcohol.

Methanol and ethanol are used most frequently, especially methanol

because of its low cost and its physical and chemical advantages. The reaction can

be catalyzed by alkalis, acids, or enzymes. The alkalis include sodium

hydroxide (NaOH) and potassium hydroxide (KOH). Sulfuric acid, sulfonic acids

and hydrochloric acid are usually used as acid catalysts. Alkali-catalyzed trans-

esterification is much faster than acid-catalyzed trans-esterification and is most

often used commercially. Low free fatty acid content in triglycerides is required for

alkali-catalyzed trans-esterification. If more water and free fatty acids are present in

the triglycerides, acid catalyzed trans-esterification can be used.

Trans-esterification is a multi-step process. The overall reaction is:


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Rl, R2, and R3 are fatty acid alkyl groups (could be different, or the same), and

depend on the type of oil. The fatty acids involved determine the final properties

of the bio-diesel (cetane number, cold flow properties, etc.)

1.2.4 Thermal Cracking (Pyrolysis)

Cracking is the process of conversion of one substance into another by means of

heat or with the aid of catalyst. It involves heating in the absence of air or oxygen

and cleavage of chemical bonds to yield small molecules. The pyrolyzed

material can be vegetable oils, animal fats, natural fatty acids and methyl esters

of fatty acids. The pyrolysis of fats has been investigated for more than 100 years,

especially in those areas of the world that lack deposits of petroleum [5]. Since

World War I, many investigators have studied the pyrolysis of vegetable oil to obtain

products suitable for engine fuel application. Tung oil was saponified with lime and

then thermally cracked to yield crude oil, which was refined to produce diesel fuel and

small amounts of gasoline and kerosene.

1.2.5 Factors Affecting Bio-diesel Production

In trans-esterification of vegetable oils, a triglyceride reacts with three

molecules of alcohols in presence of catalyst, producing a mixture of fatty acid alkyl

esters and glycerol. The overall process is a sequence of three consecutive

reactions, in which die and mono-glycerides are formed as intermediates. Trans-

esterification is a reversible reaction; thus excess alcohol is used to increase the


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yields of the alkyl esters and allow its phase separation from glycerol formed.

Conversion of vegetable oil to bio-diesel is affected by several parameters namely,

Reaction temperature,

Reaction ratio (molar ratio of alcohol to vegetable oil), Catalyst,

Reaction time,

Presence of free fatty acid and moisture

Reaction Temperature

The rate of reaction is strongly influenced by the reaction temperature.

However, given enough time the reaction will proceed to near completion even at

room temperature.

Reaction Ratio

Another important factor affecting the yield of ester is molar ratio of

alcohol to vegetable oil. The stoichiometric of the trans-esterification requires three

moles of alcohol per mol of triglyceride to yield three moles of fatty esters and one

mole of glycerol. To shift the trans-esterification reaction in forward direction, it is

necessary to use either an excess amount of alcohol or to remove one of the

products from the reaction mixture. The second option is preferred where ever

feasible, since the reaction can drive towards completion. A molar ratio of 6:1 is

normally used in industrial processes to obtain methyl ester yields higher than 98 %

by weight.

Catalyst

Catalysts are classified as alkali, acid or enzyme. Alkali-catalyzed

trans-esterification is much faster than acid-catalyzed trans-esterification. However

a triglyceride has higher free fatty acid content and more water,pretreatment is

required. Base catalyzed trans-esterification is commonly used due to faster

esterification and partly because alkaline catalysts are less corrosive to industrial


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equipments than acidic catalysts. The alkaline catalyst concentration in the range of 0.5

to 1% by weight yields 94 to 99% conversion of vegetable oil into esters. Further,

increase in catalyst concentration does not increase the conversion and it adds costs

because it is necessary to remove it from the reaction medium at the end.

Reaction Time

The conversion rate increases with reaction time. The reaction was

very slow during the first minute due to the mixing and dispersion of methanol into

the vegetable oil. From one to five minute the reaction proceeded very fast.

Presence of Moister and Free Fatty Acid

Starting materials used for alkali trans-esterification of triglycerides

must meet certain specifications. The glyceride should have an acid value less than 1

and should be substantially anhydrous. If the acid value is higher than 1, more

catalyst is required for neutralize the fatty acid. Presence of water causes soap

formation, which consumes catalyst and reduces catalyst efficiency. The resulting

soap causes an increase in viscosity, formation of gels and makes separation of

glycerol difficult,

1.3 PROPERTIES OF BIO-DIESEL

The important fuel properties are viscosity, flash point, fire point,

density, cloud point, pour point, and calorific value.

1.3.1 Viscosity

Viscosity of a fluid is a measure of resistance to flow. Standard

measuring instruments like the Redwood viscometer, and the Saybolt viscometer and

standard procedure are used to measure the time required for a fixed volume of fluid

to flow through an orifice of fixed dimensions at a certain temperature .The result isusually expressed as the number of seconds required for the flow.


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Viscosity is one of the most important criteria of fuel oils. This

property directly affects the engine's operation and combustion process, whose

efficiency depends on the maximum power developed by the engine. The purpose of

controlling viscosity is to allow for the good atomization of the oil and for thepreservation of its lubricating characteristics. Alterations in the viscosity may lead,

among other things, to excessive wear of the self-lubricated parts of the injection

system, leaking of the fuel pump, incorrect atomization in the combustion

chamber, and damage to the pistons

1.3.2 Flash and Fire Point

The flash point of a flammable liquid is the lowest temperature at which

it can form an ignitable mixture with oxygen. At this temperature the vapor may cease

to burn when the source of ignition is removed. A slightly higher temperature, the

fire point, is defined at which the vapor continues to burn after being ignited.

Neither of these parameters is related to the temperatures of the ignition source

or of the burning liquid, which are much higher. The flash point is often used as one

descriptive characteristic of liquid fuel, but it is also used to describe liquids that are

not used intentionally as fuels. The flash point can be used to determine the

transportation and storage temperature requirements for fuel

1.3.3 Cloud and Pour Point

The pour point is defined as temperature 3C higher than that at

which the oil ceases to flow when cooled and tested according to prescribed

conditions. The cloud point of the fuel is the temperature at which crystals of

paraffin wax first appear.


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1.3.4 Calorific Value

The quantity of heat evolved by the combustion of unit

quantity of the fuel is its calorific value or heating value. If the calorific value of the

fuel is high, power output of the engine will be high and the fuel economy can be

achieved.

1.4 LITERATURE REVIEW

Milford A Hanna et. al. [1] reviewed many standardized procedures

available for the production of bio-diesel fuel oil Considerable research has been

done on vegetable oils as diesel fuel. That research included palm oil, soybean oil,

sunflower oil, coconut oil, rapeseed oil and tung oil. Animal fats, although mentioned

frequently, have not been studied to the same extent as vegetable oils. Some

methods applicable to vegetable oils are not applicable to animal fats because of

natural property differences.

A. S, Ramadhas et.al. [2] had reviewed the production and

characterization of vegetable oil as well as the experimental work carried out in

various countries in this field. In addition, the scope and challenges being faced in this

area of research are clearly described. In this paper he described the different

methods of bio-diesel production and the important characteristics of good

vegetable oil required to substitute diesel fuel. He concluded that the thermalefficiency was comparable to that of diesel with small amounts of power losswhile

using vegetable oils. The particulate emission of vegetable oils is higher than that of

diesel fuel with a reduction in NOX

A Duran et.al [3] studied the impact of bio-diesel chemical structure,

specifically fatty acid composition on particulate matter formation, particularly on

the retention of hydrocarbons by soot due to the scrubbing effect and absorption


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processes. The values of parameters related to the scrubbing effect and the absorption

process were evaluated.

Mohamad I. Al-Widyan et.al. [4] Investigated the potential of ethyl esterused as vegetable oil (VO; bio-diesel) to substitute oil-based diesel fuel. The fuels

tested were several ester/diesel blends including 100% ester in addition to diesel

fuel, which served as the baseline fuel. Variable-speed tests were run on all fuels on a

standard test rig of a single-cylinder, direct-injection diesel engine. Tests were

conducted to compare these blends with the baseline local diesel fuel in terms of

engine performance and exhaust emissions. The results indicated that the blends

burned more efficiently with less specific fuel consumption, and therefore,

resulted in higher engine thermal efficiency.

X Lang et.al. [5] prepared methyl, ethyl, 2-propyl and butyl esters from

Canola and Linseed oils through trans-esterification using KOH as catalyst. In addition

methyl and ethyl esters were prepared from rapeseed and sunflower oils using the

same method. Chemical composition of the esters was determined. The bio-diesel

esters were characterized for their physical and fuel properties including

viscosity, iodine value, acid value, cloud point, pour point, heat of combustion and

volatility.

Ulf Schuchardt et.al. [6] studied the trans-esterification of rapeseed oil

with methanol in the presence of eight substituted cyclic and acyclic guanidines

and compared with un substituted guanidine. Give the gas chromatographic

analysis of rapeseed oil and investigate the conversion of bio-diesel from rapeseed

oil as a function of time.

A.S. Rarnadhas et.al. [7] developed a two-step trans-esterification

process to convert the high FFA oils to its mono-esters. The first step, acid

catalyzed esterification reduces the FFA content of the oil to less than 2%. The

second step, alkaline catalyzed trans-esterification process converts the products of

the first step to its mono-esters and glycerol. The major factors affect the

conversion efficiency of the process such as molar ratio, amount of catalyst,

reaction temperature and reaction duration is analyzed. The two-step esterificationprocedure converts rubber seed oil to its methyl esters. The viscosity of bio-diesel oil is


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nearer to that of diesel and the calorific value is about 14% less than that of diesel.

The important properties of bio-diesel such as specific gravity, flash point, cloud point

and pour point are found out and compared with that of diesel.

M.A. Kalam, et.al [8] carried out experimental work to evaluate the

exhaust emissions characteristics of ordinary Malaysian coconut oil blended with

conventional diesel oil fueled in a diesel engine. The results showed that the

addition of 30% coconut oil with conventional diesel produced higher brake

power and net heat release rate with a net reduction in exhaust emissions such as

HC, NOx, CO, smoke and polycyclic aromatic hydrocarbon (PAH). Above 30%

blends, such as 40 and 50% blends, developed lower brake power and net heat

release rate were noted due to the fuels lower calorific value.

Herchel T.C. Machacon et.al [9] experimentally studied the effects of

pure coconut oil and coconut oil/diesel fuel blends on the performance and

emissions of a direct injection diesel engine. Operation of the test engine with pure

coconut oil and coconut oil/diesel fuel blends for a wide range of engine load

conditions was shown to be successful even without engine modifications. It was also

shown that increasing the amount of coconut oil in the coconut oil/diesel fuel blend

resulted in lower smoke and NOx emissions. However, this resulted in an increase

in the BSFC. This was attributed to the lower heating value of neat coconut oil

fuel compared to diesel fuel.

Ming Zheng et. al. [10] briefly reviewed the paths and limits to

reduce NOx emissions from diesel engines and highlighted the inevitable use

ofEGR. The paths and limits to reduce NOX emissions from Diesel engines arebriefly reviewed, and the inevitable uses of EGR are highlighted. The impact of EGR

on Diesel operations is analyzed and a variety of ways to implement EGR are

outlined. Thereafter, new concepts regarding EGR stream treatment and EGR

hydrogen reforming are proposed.

Deepak Agarwal et. al. [11] investigated on the usage of bio-diesel and

EGR simultaneously in order to reduce the emission of all regulated pollutants from

diesel engine. A two-cylinder, air-cooled, constant speed direct injection diesel


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engine was used for experiments. HCs, NOx, CO, and opacity of the exhaust gas

were measured to estimate the emissions. Various engine performance parameters

such as thermal efficiency, brake specific fuel consumption (BSFC), and brake

specific energy consumption (BSEC), etc. were calculated from the acquired data.Application of EGR with bio-diesel blends resulted in reductions in NOx emissions

without any significant penalty in PM emissions or BSEC,

Shay E G [12] investigated oil from algae, bacteria and fungi. This report

will review some of the results obtained from using vegetable oils and their derivatives

as fuel in compression ignition engines and examine opportunities for their broader

production and use. It will include some historic background, as well as current and

potential yields of candidate crops, the technology and economics of vegetable oil

conversion to diesel fuel, the performance of various oils, the potential inherent in

diesel fuel co production, environmental considerations, and other research

opportunities. Vegetable oils will not entirely displace petroleum as a source of diesel

fuel. There are, however, technical, economic, and environmental considerations that

can lead to their wider use in this application.

A.S. Ramadhas et.al, [13] experimentally investigate the important properties of

methyl esters of rubber seed oil and are compared with the properties of other esters

and diesel. Pure rubber seed oil, diesel and bio-diesel are used as fuels in the

compression ignition engine and the performance and emission characteristics of

the engine are analyzed. The lower blends of bio-diesel increase the brake thermal

efficiency and reduce the fuel consumption. The exhaust gas emissions are reduced

with increase in bio-diesel concentration. The experimental results proved that the use

of bio-diesel (produced from unrefined rubber seed oil) in compression ignition engines

is a viable alternative to diesel.

In this paper he explained the demerits of direct use of vegetable oil as

fuel and Ayhan Demirba [14] investigated different methods for bio-diesel production

and compared the results other methods like micro emulsions of vegetable oil. The

methods used were microemulsion, pyrolysis, catalytic trans-esterification and

Supercritical methanol trans-esterification method. Also gave comparison of methyl

and ethyl esters, and discussed about bio-diesel economy. He concluded that, directuse of vegetable oil as a fuel is not economical. Specific weight is higher for bio-diesel,


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heat of combustion is lower and viscosities are higher. The esters all have higher levels

of injector coking than diesel fuel.

From the above literature survey it was found that trans-esterification is

the best method for bio-diesel production. The bio-diesel production from unused oil is

not economical. So bio-diesel from used oil is most economical and the most common

oil used in restaurants is palm oil. Pre-treatment with hexane is a new method. So the

pre-treatment was opted for in this project.


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CHAPTER-2

OBJECTIVE AND METHODOLOGY

2.1 OBJECTIVE

The main objective of the project is to process bio-diesel from used and

unused palm oil. It also aims at determination of properties of the bio-diesel produced.

Further the project also aims to experimentally analyze the performance of bio-diesel and

blends in a twin cylinder diesel engine. Also this project aims at the fabrication of bio-

diesel processing setup for producing 1L bio-diesel

2.2 METHODOLOGY

Production of Bio-diesel from Pure Palm Oil

Production of Bio-diesel from Waste Palm Oil.

Determination of Properties

Performance Test

Comparision of performance with blend


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CHAPTER-3

BIO-DIESEL PRODUCTION AND PROPERTY DETERMINATION

The current work was aimed at producing bio-diesel from pure and used

palm oil. The method for bio-diesel production is described below. The basic method is

alkali based trans-esterification. But in the case of used oil this method gave fewer

yields. So an alternative method was used. After production the samples' properties

were tested.

Crude Palm Oil and Refined Palm Oil are the most traded vegetable

oil in the world today. Pure palm oil contains low free fatty acid so base catalyzed trans-

esterification is the best method. This process has high efficiencies and produces high

quality fuels, after removal of excess methanol, base catalyst and glycerin.


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The basic chemistry of the reaction requires three molecule of

methanol for every molecule of triglyceride. The catalyst ratio is roughly 10% of the

methanol mass. Small amounts of free fatty acids are converted into soaps.

These soaps are typically removed with the glycerin. The typical trans-

esterification process is run at standard atmosphere and temperatures around

60C. The fatty acid composition in palm oil is:

Lauric 0.1

Myristic 1.

Palmitic 42.8

Stearic 4.5

Oliec 40.5

Linoleic 10.1

Linolenic 0.2

3.1 BIO-DIESEL PRODUCTION FROM PURE PALM OIL

MethanolCatalystWaste Oil Processor

Heat

Mixing

Chamber

Mixing

Chamber

Processor

Allow

Oil to separate

Bio-diesel

Glycerin

Bio-dieselGlycerin


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In the present work bio-diesel is produced by base catalyzed trans-

esterification of pure palm oil. Potassium Hydroxide (KOH) is used as catalyst. For

100 ml of palm oil about 15 ml methanol and Igm KOH is used. Palm oil is first heated

about 50C. KOH is dissolved in methanol and then added to the heated oil. Theprocess is done in a magnetic stirrer with heater. The above solution is heated and

stirred for 30 minutes. The temperature should be 50-60 C. About 3 to 4 hours is

needed for separation for bio-diesel and glycerin. The bio-diesel is separated from

glycerin. The yield of bio-diesel from pure palm oil is about 90%. After washing it in

water, it could be used directly in diesel engine.

3.2BIO-DIESEL PRODUCTION FROM USED PALM OIL

Used oil has high free fatty acid content. Due to high free fatty acid content

and water content normal alkali based trans-esterification is not feasible. The

conventional method used is acid based trans-esterification. Sulfuric acid and

hydrochloric acid are commonly used catalyst for acid based trans-esterification. For

acid based trans-esterification processing time is about 5 hours. A settling time of

about 6 hours is required. Ethanol is mixed with used oil in acid based trans-

esterification. But the cost of ethanol is higher than that of methanol and the yield is also

less in this case. The quality of bio-diesel is also less. So this is not economical. So

the conventional method was modified for increasing the yield and quality of bio-diesel

from used oil.

3.2.1 Pre - Treatment Method

Bio-diesel is produced from used palm oil by trans-esterification after

pre-treatment. Normally an acid is used for pretreatment. Acid trans-esterification

is not economical. Since hexane is a solvent for fatty acid, pretreatment by hexane

is a suitable method. The water content in used oil can be removed by using a

suitable adsorbent. Silica gel is the best adsorbent for this. Percentage of hexane

added for pretreatment is an important factor in this case.


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For pre treatment first used oil was dissolved in hexane and was

stirred for some time. Adsorbent was added to remove water content while

stirring. The solution obtained after filtration was ready for esterification. In this case

processing time was about 30 minutes and settling time about 3-4 hours.Experimentswere done with different percentage of hexane. From this it was found that the yield

of bio-diesel increases with decreasing hexane percentage. Hence the optimum

quantity of hexane was needed. The quantity of hexane depends on the free fatty acid

percentage content in the used oil. There are many methods to find out the free fatty acid

percentage content in used oil. Simple titration with KOH is a simple method.

For titration first 0.1 to 10 g of oil was weighed and dissolved in about

50 ml of a suitable solvent. Methanol, ethanol and ether are some normally used

solvents. In this case methanol was used as the solvent. It was heated gently for some

time. A small drop of indicator was added. Phenolphthalein was used as indicator. Then

the solution was titrated with KOH. The amount of KOH required, in milligram (nig) to

neutralizing the free fatty acid in one gram of oil expressed as a number is known as

acid number. From acid number the free fatty acid present in the oil was calculated.

Acid number calculation for the selected sample

Acid value =M

VN1.56

Where,

V is the number of ml of KOH,N the normality of KOH,M is the mass (in g) of the sample

Weight of oil =3g

Normality =0.1

Volume of KOH =3.1 ml

Acid number =3

1.31.01.56

=5.797 mg KOH/g of oil


24/71

= 310797.5 gram of KOH / gram of oil

Number of moles of KOH required for neutralization of FFA in 1 g of oil

= weight/molecular

weight

=1.56

10797.53

Number of molecules of KOH = 233

10023.61.56

10797.5

= 1910223.6

Number of molecules of KOH = Number of molecules of FFA

Number of mole of FFA =23

19

10023.6

10223.6

Weight of FFA in 1 g oil = 28210023.6

10233.6

23

19

=0.02914 g

Percentage of FFA = 2.914 %

After the calculation of free fatty acid, used oil was dissolved in the same

percentage of hexane. The solution was then mixed with selected adsorbent -Silica gel,

and filtered. Then it was subjected to conventional trans-esterification process to get

bio-diesel. Pretreatment with optimum quantity of hexane resulted in maximum yield.

3.2.2 Alternative Method

In the case of alkali based trans-esterification, normally used catalysts

are Potassium hydroxide and Sodium hydroxide. In alkali based trans-esterification


25/71

KOH is not reacted with the reactants. In used oil the free fatty acid content is more. In

this case the KOH is reacting with the free fatty acid in the oil and neutralize the fatty

acid. So the yield of bio-diesel decreases. Also the processing time also increases.

Tn the alternative method first the free fatty acid content in the used oil was estimatedby acid number method. After finding the free fatty acid percentage add excess KOH

for neutralizing the free fatty acid. Then by alkali based trans-esterifi cation method bio-

diesel was produced.

3.3 DETERMINATION OF FUEL PROPERTIES

The fuel properties tested are viscosity, flash point, fire point, density,

cloud point, pour point, and calorific value.

3.3.1 Viscosity:

Viscosity was measured using Red Wood Viscometer. Red wood

viscometer consists of vertical cylinder provided with an orifice at centre of its base.

The orifice was filled upto fixed height with liquid whose viscosity is to be measured

and was heated by water bath to required temperature. The orifice was then

opened and time taken to fill 50 ml of oil was noted. The kinematic viscosity of oil is

proportional to this time period.

For redwood viscometer, kinematic viscosity

1-26sm10

=

t

BtA

Where A and B are constants given as,

A = 0.264, B = 190 .for t =28 to 85 seconds

A= 0.247, B = 65, for t= 86 to 2000seconds


26/71

3.3.2 Flash and Fire Point:

Flash and fire point were measured using a Cleveland open cup flash and

fire point tester. The fuel was filled up to the indicated level in the cup and thermometer

was immersed in the fuel to measure the temperature. A flame of fire was arranged.

The cup containing fuel was heated through a heater. For each degree rise of

temperature of the fuel the flame was moved over the fuel. At some temperature a

flash of fire was observed for a fraction of second on the surface of fuel. This

temperature was noted as the flash point.The experiment was continued for smaller

rise in temperature until a continuous fire was observed on the surface of the fuel.

This temperature was noted as the fire point.

3.3.3 Density:

The density measurement apparatus consists of a conical flask and a

weighing machine. First an empty conical flask of specific measurement (50ml) was

weighed. Then the flask was filled with fuel and weighed again. Difference between the

two gives the weight of the fuel from which density of the fuel was obtained.

3.3.4 Cloud and Pour Point:

The standard cloud and pour point apparatus was used to test the cloud

and pour point of bio-diesel. In the determination of the cloud point, the sample was

cooled under prescribed conditions and inspected at intervals of one degree centigrade

until a cloud or haze appeared. In the determination of pour point, the sample was

cooled under prescribed conditions and inspected at intervals of 3C until it will no longer

moved when the plane of its surface is held vertical for 65 seconds, the pour point was

then taken as 3C above temperature of cessation of flow.

3.3.5 Calorific Value:

Lower Calorific value was determined experimentally by using bomb calorimeter.

The apparatus used was Bomb calorimeter. Weighed quantity of fuel was kept in bomb

and filled with oxygen at a particular pressure. The initial temperature of water


27/71

surrounding the bomb was measured. The fuel in the bomb was burned and the rise in

temperature of water measured. From this temperature calorific value can be calculated

Calculations

Mass of sample burned = 0.85(m), g

Initial temperature of water (T1) =36

Final temperature of water (T2) =32

Water equivalent of calorimeter, mw =2350 g

Specific heat capacity of water, cw =4.187 kJ/kg K

Calorific value, CV =( )

m

TTcmww 12

kJ/kg

=

=41000 kJ/kg

2.3 x 4.2 x

4


28/71

CHAPTER -4

EXPERIMENTAL SETUP AND PROCEDURE

4.1 TEST RIG FOR TRANS-ESTERIFJCATION

Beaker

Choke

Heating plate

Rotating shaft

R P M

controller

Thermostat


29/71

Schematic Diagram of setup for production of bio-diesel through trans-esterification

The setup was fabricated for the bulk production of bio-diesel by trans-

esterification method. The components are:

Beaker

choke

Heating plate

Rotating shaft

RPM Controller

Thermostat

A glass beaker was used for the setup. Thermocouple with digital indicator

directly gives the oil temperature. A thermostat is used to control the temperature.

Temperature is an important factor during bio-diesel production. Adjust the

thermostat to a fixed temperature (60 C). Magnetic stirrer with hot plate equipment is

used for heating and stirring process. After processing and separation glycerin is

separated

4.2 EXPERIMENTAL SETUP

The experimental setup consists of a Twin cylinder diesel engine


30/71

Schematic Diagram of Experimental setup

Engine make - HTC diesel engine

Stroke - 110mm

Bore - 88mm

Rated speed -1500RPM

Cooling system -Water cooled

Loading device -Hydraulic dynamometer

An orifice box is connected to the inlet manifold and the air mass flow rate is

measured using manometer connected to the orifice box.

4.2.1Air Flow Measurement

An orifice meter with inclined manometer was used for air flow

measurement. Inclined manometer was used to increase the accuracy. The orifice meter

was calibrated. Manometer liquid was water. The head difference between the two

limbs of the manometer was taken in centimeters of water and was converted to

meter of air for calculations


31/71

4.2.2Fuel Consumption Measurement

A calibrated burette was used for flow measurement. Time taken for 10

cc of fuel to be consumed was noted. The readings were taken three times in each caseand the average was taken as the time taken for fuel consumption.

4.2.3Load measurement

The loading is done by hydraulic dynamometer. Then load is increasing

slowly and take measurement.

4.2.4Speed measurementWith the help of digital tachometer take speed at different load

4.3 EXPERIMENTAL PROCEDURE

Check the cooling water, lubricating oil, and fuel. Start the engine at no load.

Note the time for lOcc fuel consumption. Apply load and note the time for lOcc fuel

consumption. Repeat the procedure for different loads up to maximum load.


32/71

CHAPTER -5

RESULT AND DISCUSSION

This chapter is dedicated to the discussion on the result of the property

tests and performance evaluation of bio diesel production from pure palm oil and

used palm oil

5.1PROPERTIES OF PROCESSED OIL

5.1.1 Properties of Bio-diesel from pure palm oil

Bio diesel

Glycerin


33/71

Palm oil Bio diesel Glycerin

Lower Calorific value = 41000 KJ/Kg

Density = 844 Kg/m3

Viscosity =7.65 centistokes (at 30oc)

Flash point =1720c

Fire point =1800c

Cloud point =170c

Pour point =120c

LOAD TEST ON TWIN CYLINDER WITH BIO DIESEL FROM PURE PALM OIL

AS FUEL


34/71

Mechanical

efficiency %

B T E % I T E % B M E P (Bar) I M E P (Bar)

0 0 27.133 0 0

51.06 21.69 42.198 1.864 3.651

SLNO

LOAD(kg)

SPEEDN(rpm)

Time(sec) for10cc fuelconsumption

Manometer reading

H=h

1-h2(cm)

Ha(Metersof air)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1500 32.1 79.9 76.2 3.7 31.89 0.01492 0.01653

2 10 1524 24.66 79.9 76.2 3.7 31.89 0.01492 0.01680

3 15 1510 19.16 79.9 76.2 3.7 33.62 0.01532 0.01664

4 20 1504 16.25 80 76.1 3.9 33.62 0.01532 0.01658

5 24 1498 15.78 80 76.1 3.9 31.89 0.01492 0.01651

Engine

Output

(kw)

Input

power

(kw)

T F C

(kg/min)

S F C

(kJ/kg

min)

B

P

(kw)

I P

(kw)

Heat

input

(kw)

Volumetric

Efficiency

%

Thermal

Efficienc

y %

0 11.06 0.01618 0 3 11.06 90.26 0

3.13 14.39 0.0210 0.006709 3.13 6.13 14.39 91.82 21.75

4.65 18.53 0.02711 0.00583 4.65 7.65 18.53 92.06 25.09

6.18 21.85 0.03197 0.00517 6.18 9.18 21.85 92.4 28.28

7.38 22.50 0.03292 0.00446 7.38 10.38 22.50 90.36 32.80


35/71

60.78 25.11 40.79 2.793 4.595

67.32 28.28 41.509 3.727 5.532

71.09 32.80 45.58 4.688 6.285

SAMPLE CALCULATION

Equivalent air coloum

Ha=Hx Density of water/ Density of air

=3.7x 10-2x1000/1.16

=31.8960 m of water

Volume of air

Va=cdx A x(2XgxHa)1/2

=0.62x /2 x (0.035)2x(2x9.81x31.896)1/2

=0.014922 m3/s

Theoretical volume of air (vt)

Vt= X D2X L X N X 2 / 4 X 2 X 60

= X (0.0875)2 X 0.11 X 1524 X2/ 4 X 2 X 60

=0.016800m3/s

Engine Out put

=WN/4867

=10 X 1524/4867

=3.1312 KW

Input power

=T F C X Cv


36/71

T F C = V/t x Sp.gra /1000

=10/24.66 x 0.866/1000

=3.511X10-4kg/sec

=0.02107 Kg/min

I/P =3.511x10-4 X 41000

=14.39 Kw

Brake power

BP =WN/4867

=10 X 1524/4867

=3.1312 KW

Indicated power

IP =BP +FP

FP =Frictional power (from graph)

=3

IP =3.1312+3

=6.1312 KW

Specific fuel consumption

S f C =T FC/BP

= 3.511X10-4/3.1312

=1.12129 x 10-4

KJ/Kg sec

=0.0067277 KJ/Kg min

Volumetric Efficiency

=Va/Vt x 100

=0.014922/0.016800 x 100

=88.82 %

Thermal Efficiency


37/71

=engine O/P/I/p X 100

=3.1312/14.39 X 100

=21.75 %

Mechanical Efficiency

=BP/IP X 100

=3.1312/6.13

=51.06%

Brake Thermal Efficiency

=BP/TFC X 100 x Cv

=(3.13/3.511X10-4x 41000) X 100

=21.69%

Indicated thermal Efficiency

=IP /Cv x TFC X 100

=(6.13/41000 X 3.511X10-4)X100

=41.198%

Brake Mean Effective Pressure

=BP X 0.6 X 2/L X A X N Xn

=3.13 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1524 x 2

=1.864 bar

Indicated Mean Effective Pressure

= IP X 0.6 X 2/L X A X N Xn

=6.13 X 0.6 x 2/0.11x /2 x (0.0875)2

x1524 x 2

=3.651 bar

5.2 Properties of Bio-diesel from used palm oil


38/71

Bio diesel from used palm oil

Lower Calorific value = 42500 KJ/Kg

Density = 858.8 Kg/m3

Viscosity =7.657 centistokes (at 30oc)

Flash point =1820c

Fire point =1880c

Cloud point =170

c

Pour point =110c

5.2.1LOAD TEST ON TWIN CYLINDER WITH BIO DIESEL FROM USED PALM OIL

AS FUEL

Bio

diesel

Glycerin


39/71

Mechanical

efficiency %


0 0 26.63 0 1.81

SLNO

LOAD(kg)

SPEEDN(rpm)

Time (sec)for 10cc fuelconsumption

Manometer reading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1486 32.4 79.9 76.2 3.7 31.89 0.01492 0.01638

2 10 1480 24.78 79.9 76.3 3.6 31.03 0.014718 0.01631

3 15 1470 17.18 79.9 76.4 3.5 30.17 0.014727 0.01620

4 20 1448 13.85 79.9 76.4 3.5 30.17 0.014727 0.01596

5 24 1432 12.6 79.8 76.3 3.5 30.17 0.014727 0.01578

Engine

Output

(kw)

Input

power

(kw)

T F C

(kg/min)

S F C

(kg/kw

h)

B P

(kw)

I P

(kw)

Heat

input

(kw)

Volumetric

Efficiency

%

Thermal

Efficiency

%

0 11.13 0.01590 0 3 11.13 91.08 0

3.04 14.55 0.02079 0.410 3.04 6.04 14.55 90.02 20.89

4.53 20.99 0.02999 0.3972 4.53 7.53 20.99 90.90 21.68

5.95 26.04 0.03720 0.3751 5.95 8.95 26.04 92.26 22.84

7.06 28.51 0.04073 0.3461 7.06 10.06 28.51 93.29 24.76


40/71

50.33 15.06 41.015 1.86 3.70

60.159 20.94 35.449 2.79 4.64

66.48 22.11 33.96 3.727 5.6

70.17 20.63 34.869 4.472 6.37

SAMPLE CALCULATION



=3.6x 10-2x1000/1.16

=31.03 m of water

Volume of air

Va=cdx A x(2XgxHa)

1/2

=0.62x /2 x (0.035)2x(2x9.81x31.03)1/2

=0.014 m3/s


Vt= X D2X L X N X 2 / 4 X 2 X 60

= X (0.0875)2 X 0.11 X 1480 X2/ 4 X 2 X 60

=0.01631 m3/s

Engine Out put

=WN/4867

=10 x 1480/4867

=3.04 KW

Input power

=T F C X Cv


41/71


=10/24.78 x 0.8588/1000

=3.4656x10-4kg/sec

=0.020794 kg/min

I/P =3.4656x10-4 X 42500

=14.55 Kw

Brake power

BP =WN/4867

=10 x 1480/4867

=3.04 KW

Indicated power

IP =BP +FP


=3

IP =3.04+3

=6.04 KW


S f C =T FC/BP

= 3.4656x10-4/3.04

=0.793 X 10-4KJ/Kg sec

=0.0014 Kg/kg min


=Va/Vt x 100

=0.014718/0.01631 x 100

=90.02 %

Thermal Efficiency


=3.04/14.55 X 100


42/71

=20.89 %


=BP/IP X 100

=3.04/6.04

=50.33%


=BP/TFC X 100 x Cv

=3.04/3.4656x10-4 x 42500 X 100

=15.06%


=IP /Cv x TFC X 100

=6.04/42500X 3.4656x10-4 x 100

=41.015%



=3.04 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1480 x 2

=15.06 bar



=6.04 X 0.6 x 2/0.11x /2 x (0.0875)2 x 1480 x 2

=3.70 bar

5.3Properties of diesel

Lower Calorific value =42250 KJ/Kg

Density = 835 Kg/m3

Viscosity =1.3 - 4.1centistokes (at 30oc)

Flash point =600

c - 800

c


43/71

Cloud point = -150c to 50c

Pour point =-350c to-150c

5.3.1 LOAD TEST ON TWIN CYLINDER WITH DIESEL

SLNO

LOAD(kg)

SPEEDN(rpm)


Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1540 32.5 80.1 76.1 4 34.48 0.016 0.0169

2 10 1520 23.28 80 76.2 3.8 32.75 0.015 0.0167

3 15 1514 17.04 80 76.2 3.8 32.75 0.015 0.0166

4 20 1510 16.65 79.9 76.3 3.6 31.03 0.014 0.0166

5 24 1475 14.37 79.9 76.3 3.6 31.03 0.014 0.01626

Engin

e

Output

(kw)

Input

power

(kw)

T F C

(kg/min)

S F C

(kJ/kg

min)

B

P

(kw)

I P

(kw)

Heat

input

(kw)

Volumetri

c

Efficiency

%

Thermal

Efficiency

%

0 11.36 0.01548 0 3 11.36 94.6 0

3.12315.74

30.02146

0.00628

8

3.12

36.123

15.74

390.41 19.83

4.66621.50

9

0.02932

8

0.00623

3

4.66

67.666

21.50

984.33 21.69

6.20521.99

60.03 0.00483

6.20

59.205

21.99

684.33 28.20


44/71

7.273 25.500.03477

6

0.00477

6

7.27

3

10.27

325.50 86.11 28.52

Mechanical

efficiency %


0 0 26.427 0 0

51.00 19.837 38.892 1.86 3.654

60.866 21.695 35.643 2.79 4.59

67.74 28.204 41.840 3.727 5.52

70.79 28.52 40.282 4.472 6.31

SAMPLE CALCULATION



=3.6x 10-2x1000/1.16

=31.03 m of water

Volume of air

Va=cdx A x(2XgxHa)1/2

=0.62x /2 x (0.035)2x(2x9.81x31.03)1/2

=0.014 m3/s


Vt= X D2X L X N X 2 / 4 X 2 X 60

= X (0.0875)2 X 0.11 X 1475 X2/ 4 X 2 X 60


45/71

=0.01626 m3/s

Engine Out put

=WN/4867

=24 X 1475/4867

=7.27 KW

Input power

=T F C X Cv


=10/14.37 x 0.833/1000

=5.769x10-4kg/sec

=0.034614 kg/min

I/P =5.769x10-4 X 44000

=25.50 Kw

Brake power

BP =WN/4867

=24 X 1475/4867

=7.27 KW

Indicated power

IP =BP +FP


=3

IP =7.27+3

=10.27 KW


S f C =T FC/BP

= 5.769x10-4/7.273

=0.793 X 10-4KJ/Kg sec

=0.004758 Kj/kg min


46/71


=Va/Vt x 100

=0.014/0.01626 x 100

=86.11 %

Thermal Efficiency


=7.273/25.50 X 100

=28.52 %


=BP/IP X 100

=7.273/10.273

=70.79%


=BP/TFC X 100 x Cv

=7.273/5.769x10-4 x 44000 X 100

=28.65%


=IP /Cv x TFC X 100

=10.273/44000 X 5.769x10-4

=40.282%



=7.273 x 0.6 x 2/0.11x /2 x (0.0875)2 x 1475 x 2

=4.472 bar



=10.237 X 0.6 x 2/0.11x /2 x (0.0875)2 x 1475 x 2

=6.31 bar


47/71

6.1.1PERFORMANCE CURVES

Performance test was performed with diesel , bio diesel from pure palm oil and

used palm oil and compared performance curves are show below

BRAKE POWER VS THERMAL EFFICIENCY


48/71

0

5

1015

20

25

30

35

0 2 4 6 8

Poly. (BIO

DIESEL(PURE OIL))

Poly. (DIESEL)

Poly. (BIO DIESEL(

USED OIL))

BRAKE POWER (KW)

BRAKE POWER Vs INDICATED THERMAL EFFICIENCY

0

10

20

30

40

50

0 2 4 6 8

Poly. (BIO

DIESEL(PURE OIL))

Poly. (DIESEL)

Poly. (BIO

DIESEL(USED OIL))

BRAKE POWER (KW)

BRAKE POWER VS BRAKE THERMAL EFFICIENCY

TH

%

IT

E%

BTE

%

-5

05

10

15

20

25

30

35

0 2 4 6 8

Poly. (DIESEL)

Poly. ( BIO

DIESEL(PURE OIL))

Poly. (BIO

DIESEL(USED OIL))


49/71

BRAKE POWER (KW)

Brake PowerVs SPECIFIC FUEL CONSUMPTION

0

0.2

0.4

0.6

0.8

1

1.2

0 2 4 6 8

Poly. (BIO

DIESEL(PURE))

Poly. (BIO

DIESEL(PURE))

Poly. (BIODIESEL(USED OIL))

BRAKE POWER (KW)

BRAKE POWER Vs VOLUMETRIC EFFICIENCY

82

84

86

88

90

92

94

96

0 2 4 6 8

Poly. (DIESEL)

Poly. (BIO

DIESEL(PURE OIL))

Poly.

(BIODIESEL(WASTE

OIL))

BRAKE POWER (KW)

Brake power Vs Mechanical efficiency

SF

C

(Kg/kw

h)

VO

L

%


50/71

BRAKE

POWER(KW)

As load increases break power increases and the curve start to droop , at rated

load it achieves a minimum and beyond this it starts to increase. Brake power

curve is just the inverse of the specific fuel consumption curve .Mechanical

efficiency never droops, it keeps on increasing. The break thermal efficiency is

not decreasing as the engine was not overloaded.

6.2PERFORMANCE CURVES FOR BLENDS OF BIO DIESEL FROM PURE PALM OIL

AND DIESEL

20% BLENDS

SL NO

LOAD(kg)

SPEEDN(rpm)

Time(sec) for10ccfuelconsumption

Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1

h2

1 0 1492 16.32 8076.6

3.429.30

80.014

300.016

44

2 10 1484 15.82 79.1

75.5

3.6 31.032

0.01471

0.01635

3 15 1468 14.76 7975.6

3.429.30

80.014

300.016

18

4 20 1455 13.52 7975.5

3.5 30.170.014

510.016

03

5 24 1434 12.84 7975.5

3.5 30.170.014

510.015

80

m

% 0

20

40

60

80

0 2 4 6 8 10

Poly. (BIO

DIESEL(USED OIL))

Poly. (BIODIESEL(PURE OIL))

Poly. (DIESEL)


51/71

Engin

e

Output (kw)

Input

power

(kw)

T F C

(kg/mi

n)

S F C

(Kg/Kw

h)

B P

(kw)

I P

(kw)

Heat

input

(kw)

Volumet

ric

Efficienc

y

%

Therma

l

Efficiency %

0 22.340.0308

6 0 3 22.34 89.98

3.049 23.030.0341

3

0.6265

53.049 6.049 23.03 89.96 13.23

4.524 24.68

0.0341

3 0.4526 4.524 7.524 24.68 88.38 18.33

5.979 26.900.0372

00.3733 5.979 8.979 26.90 90.51 22.22

7.071

228.37

0.0392

30.3328

7.071

2

10.07

1228.37 91.83 24.92

Mechanical

efficiency %


0 0 13.43 0 1.866

50.33 13.23 26.26 1.86 3.694

66.00 18.32 30.47 2.79 4.646

66.58 22.21 33.36 3.721 5.59

70.20 24.91 35.29 4.47 6.369


52/71

15% BLENDS

SL NOLOAD(kg)

SPEEDN(rpm)


Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1

h2

1 0 1500 32.7879.9

76.2

3.7 31.890.014

920.016

42

2 10 1498 24.68 8076.4

3.6 31.030.014

710.016

51

3 15 1470 19.7179.9

76.3

3.6 31.030.014

710.016

60

4 20 1465 17.6879.8

76.3

3.5 30.170.014

750.016

53

5 24 1440 15.2879.8

76.2

3.6 31.030.014

710.016

55

Engin

e

Outpu

t (kw)

Input

power

(kw)

T F C

(kg/mi

n)

S F C

(Kg/Kw

h)

B

P

(kw)

I P

(kw)

Heat

input

(kw)

Volumet

ric

Efficienc

y

%

Therma

l

Efficien

cy %

0 11.130.0153

3

0 3 11.13 90.86 0

3.07 14.540.0203

60.3979 3.07 6.07 14.54 89.09 21.11

4.64 18.53 0.0255 0.3297 4.64 7.64 18.53 88.60 25.04

6.61 20.630.0284

30.2767 6.61 9.16 20.63 89.23 29.87

7.4 23.900.0329

0

0.2667 7.4 10.4 23.90 88.88 30.98


53/71

Mechanical

efficiency %


0 0 10.03 0 0

50.57 20.84 41.21 1.83 3.65

60.73 25.15 41.41 2.794 4.60

67.24 29.95 44.54 3.725 5.55

71.15 31.11 43.6 4.46 6.28

10% BLENDS

SLNO

LOAD(kg)

SPEEDN(rpm)

Time (sec)for 10ccfuelconsumption

Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1500 38.78 8076.

1

3.933.61

8

0.015

32

0.0165

3

2 10 1498 27.22 8076.4

3.631.03

20.014

710.0165

1

3 15 1494 21.00 7975.6

3.429.30

80.014

300.0164

6

4 20 1486 18.06 7975.2

3.832.75

60.015

120.0163

8

5 24 1480 16.50 8076.1

3.933.61

80.015

320.0163

1


54/71

Engin

e

Output (kw)

Input

powe

r (kw)

T F C

(kg/mi

n)

S F C

(Kg/Kw

h)

B

P

(kw)

I P

(kw)

Heat

input

(kw)

Volumetr

ic

Efficienc

y

%

Thermal

Efficien

cy %

0 9.410.0129

3 0 3 9.41 92.67 0

3.077 13.290.0182

50.3558 3.077 6.077

13.2

989.09 23.15

4.604 17.21

0.0236

3 0.3079 4.604 7.604

17.2

1 86.87 26.72

6.106

420.23

0.0277

80.2729

6.106

49.106

20.2

392.31 30.17

7.298 23.740.0302

60.2680 7.298

10.29

8

23.7

493.90 30.74

Mechanical

efficiency %


0 0 32.07 0 1.8141

50.57 23.30 45.97 1.858 3.675

60.52 26.94 44.46 2.792 4.614

67.03 30.38 45.73 3.723 5.554

70.86 33.34 47.00 4.468 6.3067


55/71

PERFORMANCE CURVES

BRAKE POWER VSTHERMAL EFFICIENCY

0

5

10

15

20

25

30

35

0 2 4 6 8

Poly. (20%blend)

Poly. (10%blend)

Poly. (15%blend)

BRAKE POWER (KW)

BRAKE POWERVsINDICATED THERMAL EFFICIENCY

0

10

20

30

40

50

60

0 2 4 6 8

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)

BRAKE P


TH

%

ITE

%

IT

E

%


56/71


57/71


86

87

88

89

90

91

92

93

94

0 2 4 6 8

Poly. (20%BLEND)

Poly. (15%BLEND)Poly. (10%BLEND)

BRAKE POWER (KW)


BRAKE

POWER

(KW)

Performance test was performed bio diesel from pure palm oil and used palm oil

with various of blends .The blends used were 20%, 15%,10%,for both bio diesel

from pure palm oil as well as used palm oil.

VO

L

%

m

%0

20

40

60

80

0 2 4 6 8 10

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)


58/71

6.3PERFORMANCE CURVES FOR BLENDS OF BIO DIESEL FROM USED PALM OIL

AND DIESEL

20% BLENDS

SLNO

LOAD(kg)

SPEEDN(rpm)


Manometerreading

H=h1-h2 (cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1500 34.10 79.876.1

3.7 31.890.0149

20.016

53

2 10 1498 26.28 79.976.3

3.6 31.030.0147

10.016

51

3 15 1480 17.03 79.976.2

3.7 31.890.0149

20.016

31

4 20 1470 15.31 79.876.4

3.4 29.300.0143

00.016

20

5 24 1458 13.72 79.976.2

3.7 31.89 0.01490.016

07

Engin

e

Outpu

t (kw)

Input

powe

r (kw)

T F C

(kg/min

)

S F C

(Kg/Kwh

)

B P

(kw

)

I P

(kw)

Heat

input

(kw)

Volumetri

c

Efficiency

%

Thermal

Efficienc

y %

0 10.730.0147

4 0 3

10.7

390.22 0

3.07 13.93

0.0191

3 0.3730

3.0

7 6.07

13.9

3 89.09 22.08

4.56 21.500.0295

30.3885

4.5

67.56

21.5

091.44 21.26

6.04 23.910.0328

40.3262

6.0

49.04

23.9

188.24 25.26

7.18 26.690.0366

50.3062

7.1

8

10.1

8

26.6

992.85 26.90


59/71

Mechanical

efficiency %


0 0 27.92 0 1.81

56.63 28.08 33.61 1.86 3.6

60.31 21.23 35.18 2.79 4.63

66.81 25.28 37.82 3.73 5.58

70.53 26.93 38.13 4.47 6.33

15% BLENDS

SLNO

LOAD(kg)

SPEEDN(rpm)

Time (sec)for 10ccfuelconsumption

Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1500 30.6579.8

76 3.8 32.750.1512

20.0165

3

2 10 1490 25.179.8

76.2

3.6 31.030.1471

90.0164

2

3 15 1488 19.2879.6

76.1

3.5 30.17 0.14510.0164

0

4 20 1470 16.679.9

76.7

3.2 27.580.1387

70.0162

0


60/71

5 24 1460 15.0679.3

76.2

3.4 20.3 0.14300.0160

9

Engin

e

Outpu

t (kw)

Input

powe

r (kw)

T F C

(kg/min

)

S F C

(Kg/Kwh

)

B P

(kw

)

I P

(kw)

Heat

input

(kw)

Volumetri

c

Efficiency

%

Thermal

Efficienc

y %

0 11.950.0163

8 0 3

11.9

5

91.44 0

3.06 14.560.0169

60.3913

3.0

66.06

14.5

689.61 21.01

4.58 19.01 0.0260 0.34064.5

87.58

19.0

188.47 24.09

6.04 21.96 0.0301 0.29906.0

49.04

21.9

685.66 27.50

7.19 24.32 0.0334 0.27827.1

9

10.1

9

24.3

2 88.84 29.56

Mechanical

efficiency %


0 0 25.10 0 1.81

50.49 21.01 41.61 1.86 3.65

50.42 24.08 39.86 2.79 4.62

66.81 27.5 41.16 3.7 5.57


61/71

70.55 29.55 41.93 4.46 6.33

10% BLENDS

SLNO

LOAD(kg)

SPEEDN(rpm)


Manometerreading

H=h1-h2(cm)

Ha(Meters ofair)

Va(m/sec)

Vt(m/sec)

h1 h2

1 0 1500 34.5980.1

76.2

3.9 33.620.015

320.016

53

2 10 1486 27.0179.9

76.3

3.6 31.030.014

710.016

38

3 15 1479 22.3779.8

76.5

3.3 28.440.014

090.016

30

4 20 1473 17.579.7

76.4

3.3 28.440.014

090.016

23

5 24 1466 15.2879.

8

76.

33.5 30.17

0.014

51

0.016

06

Engin

e

Outpu

t (kw)

Input

powe

r (kw)

T F C

(kg/min

)

S F C

(Kg/kwh

)

B P

(kw

)

I P

(kw)

Heat

input

(kw)

Volumetri

c

Efficiency

%

Thermal

Efficienc

y %

0 10.74 0.1470 0 3 10.74

92.64 0

3.05 13.55 0.1855 0.36453.0

56.05

13.5

589.79 22.53

4.55 16.40 0.224 0.29484.5

57.55

16.4

086.44 27.74

6.05 20.85 0.285 0.28286.0

59.05

20.8

586.81 29.01


62/71

7.22 23.99 0.328 0.27257.2

2

10.2

2

23.9

989.78 30.09

Mechanical

efficiency %


0 0 28.41 0 1.85

50.43 22.51 44.64 1.86 3.66

60.26 27.78 46.13 2.79 4.62

66.85 29.03 43.42 3.72 5.57

70.64 30.1 42.63 4.46 6.32

PERFORMANCE CURVES

BRAKE POWERVSTHERMAL EFFICIENCY


63/71

0

5

1015

20

25

30

35

0 2 4 6 8

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)

BRAKE POWER (KW)


0

10

20

30

40

50

0 2 4 6 8

Poly. (20%blend)

Poly. (10%blend)

Poly. (15%blend)

BRAKE POWER (KW)

BRAKE POWERVS BRAKE THERMAL EFFICIENCY

TH

%

IT

E

%


64/71

BRAKE

POWER (KW)

Brake PowerVsSPECIFIC FUEL CONSUMPTION

0

0.2

0.4

0.6

0.8

1

1.2

0 2 4 6 8

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)

BRAKE POWER (KW)


BTE

% 0

5

10

15

20

25

30

35

0 2 4 6 8

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)

SF

C

(Kg/kw

h


65/71

85

86

87

88

89

90

91

92

93

94

0 2 4 6 8

Poly. (20%BLEND)

Poly. (15%BLEND)

Poly. (10%BLEND)

BRAKE POWER (KW)


BRAKE POWER (KW)

Of different blends of bio diesel from pure palm oil and diesel;10% blends gavebetter result than other blends . similarly 15% blend of bio diesel from used palm

oil and diesel also gave better performance in its category.

6.4COMPARE 10% BLENDS(PURE AND USED) WITH DIESEL,BIO

DIESEL FROM USED AND PURE PALM OIL

BRAKE POWER VS THERMAL EFFICIENCY

VO

L

m

%0

10

20

30

40

50

60

70

80

0 2 4 6 8 10

Poly. (20%blend)

Poly. (15%blend)

Poly. (10%blend)


66/71


67/71

-5

0

5

10

15

20

25

30

35

40

0 2 4 6 8

Poly. (DIESEL)

Poly. (BIO DIESEL(PUREOIL))

Po y. BIO DIESEL USEDOIL))

Po y. 10%BLENDPURE

Poly. (10%BLEND(USED))

BRAKE POWER (KW)

Brake PowerVs SPECIFIC FUEL CONSUMPTION

0

0.2

0.4

0.6

0.8

1

1.2

0 2 4 6 8

Poly. (DIESEL)

Poly. (BIO DIESEL(PURE

OIL))

Po y. BIO DIESEL USEDOIL))

Poly. (10%BLEND(PURE))

Po y. 10%BLENDUSED

BRAKE POWER (KW)


BTE

%

(Kg/kw

h

SFC


68/71

82

84

86

88

90

92

94

96

0 2 4 6 8

Po y. DIESEL

Poly. (BIO DIESEL(PUREOIL))

Poly. (BIO DIESEL( USEDOIL))

Po y. 10%BLENDPURE

Po y. 10%BLENDUSED

BRAKE POWER (KW)


0

10

20

30

40

50

60

70

80

0 2 4 6 8 10

Poly. (DIESEL)

Poly. (BIO DIESEL(PURE OIL))

Po y. BIO DIESEL USED OIL

Po y. 10%BLENDPURE

Po y. 10%BLENDUSED

BRAKE POWER (KW)

Compare 10%blends with diesel, bio diesel from used and pure palm oil we get

10% blend is better result than other and we see that 10%blend is better than

diesel also. Thermal efficiency, Mechanical efficiency,BTE, SFC better than

other .

VO

L

%

m

%


69/71

6.5 ADVANTAGES

It has lesser emissions compare to standard diesel fuel.

It is biodegradable; it has been found that its degradation rate is four

times that of conventional diesel fuel.

Bio-diesel also assists in the process of engine lubrication.

It also safer and non toxic, having higher flash point than conventional

diesel oil, accidental fires are less likely.

It makes easer to storage and transport.

6.6 DIS ADVANTAGES

It increase NOx emission which contribute to formation of smog

Bio-diesel also breakdown rubber components.

In some engines slight decreases fuel power and increase in fuel

consumption has been noticed.


70/71

CONCLUSION

The processing of bio diesel from used and un used palm oil,determination of their

properties as well as the performance as well as various blends of pure and un

used palm gave the following conclusions:

i Acid based trans-esterification is best suited for bio diesel production

from unused palm oil

ii Alkali based trans-esterification with pretreatment using hexane was

found to give maximum yield and best calorific value for bio diesel from

used palm oil

iii The optimum quantity of hexane required for pretreatment of used palm

oil was found to be 2.9%based on the percentage of free fatty acid in the

used oil.

iv Separation of bio diesel from used and un used palm oil is sucessesful and

compare with diesel and blends(10%) is better

REFERENCE:


71/71

[1] fangrui Maa, Milford A. Hanna..Bio-diesel production: a review Bio-resource

Technology New Delhi,India,1999

[2] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan-Use of Vegetable Oils as IC Engine

Fules-A Review-Renewable Energy-29-2004

[3] A Duran, J.M. Monteagudo, o.Armas,J.J. Hernandez-Scrubbing effect on diesel

particulate matter from transesterified waste oils blends- Fuel-85-2006

[4] mohamad I.AL-Widyan, Ghassan Tashtoush, Mohamad Abu-Qudais,Utilization of

ethyl ester of waste vegetable oils as fuel in diesel engins-Fuel Processing

Technology-76-2002

[5] X Lang-Preparation and characterization of bio diesel from various bio oils-Bio

resource technology-2001

[6] Ulf Schuchardt, Rog&io,Matheus Vargas, Georges Gelbard- Alkylguanidines as

catalysts for the trans-esterification of rapeseed oil-Journal of Molecular catalysis

A; Chemical-99-1995

[7] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan- Bio-diesel production from high

FFA rubber seed oil fuel 84-2005-335-340

[8] M.A. Kalam, M.Husnawan,H.H.Masjuki-Exhaust emission and combustion

evaluation of coconut oil-powered indirect injection diesel engine-Renewable

Energy 28-2003

[9] Herchel T.C. Machacon, Seiichi Shiga,Takao Karasawa,Hisao Nakamura-

performance and emission characteristics of diesel engine fueled with coconut

oil/diesel fuel blend biomass and Bio-energy20-2001-63-69.

[10] A.S. Ramadhas ,s.Jayaraj, c.Muraleedharan- performance and emission

evaluation of a diesel engine fueled with methyl esters of rubber seed oil-

Renewable Energy-30-2005.

bio diesel from palm oil

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