Production of Biodiesel from Non-Edible (Jatropha Oil) with Comparative Analysis of Performance

International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 2, Apr 2020, 1021–1030 © TJPRC Pvt. Ltd.

PRODUCTION OF BIO DIESEL FROM NON-EDIBLE (JATROPHA OIL) WITH COMPARATIVE ANALYSIS OF PERFORMANCE & NOX EMISSION OF DIESEL ENGINE ANAND M GUJARATI1 & VINAL VIRANI2 1

Professor, Anand Gujarati, Department of Mechanical Engineering, School of Diploma Studies, RK University, Gujarat, India 2

Assistant Professor, Professor Vinal Virani, Department of Mechanical Engineering, School of Engineering, RK University, Gujarat, India

ABSTRACT The aim of this study mainly is a comparative analysis of Nox exhaust gas and the performance of diesel engines when using biodiesel (produce form Jatropha non-edible oil) fuel. The yield of 97% of Karanja oil methylester (KOME) was obtained from Karanja oil (KO) by the transesterification process at 65 °C using 1 wt% of KOH, 6:1 M ratio of methanol to oil in 2 hours [6]. The engine was fully instrumented, single-cylinder, four-stroke direct injection diesel engine. It is a Computerized V.C.R (Variable Compression Ratio) diesel Engine test setup. The performance tests of the engine exhaust were carried out

diesel fuel. During Second phase, its blend with the biodiesel at the B0 (0% of biodiesel & 100%diesel), B5(5% of biodiesel & 95%diesel), B10(10% of biodiesel & 90%diesel) and B20 (80% of diesel & 20& bio-oil) at the various load condition to analyze the engine performance. The 20% blend of KOME with diesel (B20) is the most optimized blend for a diesel engine [6]. At the end of the second phase, we analyzed the Brake Thermal Efficiency (BTE) of the diesel engine with/out blend of biodiesel and comparative analysis the Nox emission in with/out blend of biodiesel into the diesel engine.

KEYWORDS: Biodiesel1, Exhaust2, Emission3 & Blend4

Original Article

in two stages with/out blend of biodiesel. Firstly, we measured performance and exhaust emissions of the engine which used

Received: Feb 16, 2020; Accepted: Mar 06, 2020; Published: Apr 03, 2020; Paper Id.: IJMPERDAPR202099

INTRODUCTION Many countries like Brazil, Malaysia, United States, Australia, and Germany are using biodiesel blended fuel (B5 to B80) in diesel engines produced from edible oils [7]. India has launched a national biofuel mission in 2003.

The Ministry of New and Renewable Energy (MNRE) has formulated the National biofuel Policy. The cabinet approved this and released in December 2009. As per biofuel policy, non-edible oils were preferred, as a basic feedstock for the production of biodiesel. The oil property may vary concerning the climate of the environment and the fertility of the soil. [8][9] Table 1: Oil Production at the Different Non-Edible oil Feed Stock in India. [6][10][11] Oil Production Sl. No Botanical Name Local Name Oil Yield (Million Area (ha) Tons/Year) 1 Jatropha curcas Ratanjyot 30-40 0.015 748782 Pongamia 2 Karanja 27-39 0.055 36000 Pinnata Schleicher 3 Kusum 28-34 0.025 oleos

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4 5 6

Azadirachta indica Shorea robusta Modhuca indica

Neem

30

0.100

617359

Sal

12-13

0.180

-

Mahua

35.42

0.180

62500

Air contains 21% oxygen and 79% of nitrogen. All the diesel engines have used the air and diesel as fuel which leads the emission of toxic gas i.e NOx into the atmosphere. Diesel engines were produced at the higher temperatures from 8000 to 9000 because the nitrogen was not taking part in the combustion process. Regarding in-cylinder techniques, where control over emission formation is achieved in the combustion chamber of the engine [1].

Table 2: Show the Price of Edible and Non-Edible Oils in India.[12] [6] Sl. No Oil Name Price (INR) Groundnut oil 100 Rapeseed oil 83.5 Sunflower oil 60.5 Kardi oil 87.5 Linseed oil 78 Sesame oil 78 Washed cottonseed oil 59 Castor oil 82.5 Karanja oil 60 Because of the low acid value, we will be able to produce biodiesel from non-edible oil.[13][14] Biodiesel is an alternative fuel made from renewable biological sources. Vegetable oils are usually esters of glycol with different chain lengths and degrees of saturation.

Table 3: The Fatty Acid Composition Show in the Table Below. [6][15] Fatty Acid Karanja Oil Jatropha Oil Sunflower Oil Soybean Oil Palm Oil Lauric (C12/0) 0.5 Myristic (C14/0) 0.2 0.1 Palmitic (C16/0) 9.8 14.2 4.8 11.0 40.3 Palmitoleic (C16/1) 1.4 0.8 0.1 Stearic (C18/0) 6.2 6.9 5.7 4.0 3.1 Oleic (C18/1) 72.2 43.1 20.6 23.4 43.4 Linoleic (C18/2) 11.8 34.4 66.2 53.2 13.2 Linolenic (C18/3) 0.8 7.8 Arechidic (C20/0) 0.4 0.3 Behinic (C22/0) 0.1 Saturates (%) 16.0 21.1 11.6 15.5 43.4 Unsaturates (%) 84.0 78.9 88.4 84.5 56.6 It may be seen that vegetable contains a substantial amount of oxygen in their molecules. Practically, the high viscosity of vegetable oils (30-200 Centistokes) as compared to that of Diesel (5.8-6.4 Centistokes) [2]. The 20% blends of biodiesel with diesel show satisfactory engine performance and reduced emissions of CO, HC, and smoke as compared to diesel fuel [6].

METHODOLOGY Property of Bio-Oil Biodiesel is produced into the laboratory in the batch production scale. Before producing the biodiesel, we need to measure the acid value. First, we measure the acid value of jatropha oil with help of KOH, distilled water, isopropanol, and Impact Factor (JCC): 8.8746

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phenolphthalein mixture, which show the color-changing effect. It shows us the acid value of the biodiesel.

Analysis of jatropha curses seed shows the following chemical compositions.

Moisture: 6.20%, Protein: 18.00%, Fat: 38.00%, Carbohydrates: 17.00%, Fibre: 15.50%, Ash: 5.30% [2]

Vegetable Oil Karanja Jatropha Mahua Peanut Corn Cottonseed Sunflower Soybean Diesel

Table 4: Properties of Vegetable Oils [16][17][18][19] Kinematic Cetane Heating Value Cloud Pour Viscosity (mm2/s) No. (°C) (MJ/kg) Point (°C) Point (°C) 46 39 39.12 1 -2 37 34 37.5 9 4 20.5-48.5 31-51 32-40 19 10 39.6 41.8 39.8 12.8 -6.7 34.9 37.6 39.5 -1.1 -40.0 33.5 41.8 39.5 1.7 -15.0 33.9 37.1 39.6 7.2 -15.0 32.6 37.9 39.6 -3.9 -12.2 3.06 50 43.8 -16

Flash Point (°C) 230 238 214 271 277 234 274 254 76

Density (kg/l) 0.93 0.918 0.91-0.96 0.9026 0.9095 0.9148 0.9161 0.9138 0.855

Measure the acid value: Prepare a solution of 1gm KOH and 1 lit distilled water, mix 1 ml oil with 10 ml isopropanol, Add two-three droplets of phenolphthalein, Add KOH solution in the above mixture till color changed to pink, The added solution indicates an acid value of oil.

Trans-Esterification Process Esterification: Oil-100 ml, Catalyst- H2SO4 (0.6 ml), Methanol- 50 ml, Temperature- 45 °C, Process time- 30 min, Speed600 to 900 rpm, Trans esterification: Catalyst- KOH (0.8 ml), Temperature- 45 °C, Methanol- 50 ml, Process time- 45 min, Speed600 to 900 rpm

Sl. No 1 2 3 4 5 6 7 8

Table 5: Property of Jetropha-Oil Test Parameter Unit Results Acid Value 7.15 Iodine value 105 Saponification value 191 Density g/cm3 0.92 Flash point 0C 240 Cloud point 0C 8 Pour point 0C -5 Viscosity 400 (62 spindle) m2 /S 35.4

These fuel properties were compared with diesel fuel. Flashpoint and fire point were higher of biodiesel than the normal diesel fuel. This confirmed the safety of biodiesel storage [20]. Cetane index was found out using saponification value and iodine value[21].

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Figure 1: Prepared the Flow Chart of the Process.

Properties Specific gravity Viscosity (mm2/s) Calorific value (MJ/kg) Acid value (mg of KOH/g) Cetane number Pour point (°C)

Table 6: Fuel Property of Methyl Ester from Different Oils [22][23][24][6] Corn Biodiesel Karanja Jatropha Canola Methyl Standard ASTM Methyl Ester Methyl Ester Methyl Ester Ester D 6751-02 0.88–0.89 0.86–0.88 0.88–0.90 0.88–0.89 0.87–0.90

Diesel 0.846

5.52–5.59

2.35–2.47

2.56–2.84

2.45–2.56

1.9–6.0

3.21

37.8–39.69

39.65–41.63

44.65–44.93

44.92–45.06

-

42.232

0.72–0.76

0.61–0.66

-

-

0.8 max

0.2

59.68–60.90 −3 to −1

60.74–63.27 −6 to 2

55.90–56.10 −4 to −1

58.37–59.00 −5 to −2

47 min −15 to 10

47.14 -17

RESULTS AND DISCUSSIONS Testing of the Diesel Engine on VCR-Test Ring This is a single-cylinder four-stroke water-cooled diesel engine manufacture by Kirloskar. The engine is mounted on an MS channel frame and it is coupled to a VCR (Variable Compression Ration) test ring setup. The engine testing can be done by using the VCR software (LabVIEW) which is connected to the controller of the engine.

Performance parameter 

Specific Fuel Consumption



Brake Thermal Efficiency

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Exhaust smoke emission NOx and CO

Figure 2: Line Diagram of ExpĂŠrimental Setup.

(1. 4-Stroke Diesel Engine, 2. Electrical Loading Unit, 3. Smoke Meter, 4.EGR (Exhaust Gas Re-Circulatory, 5.Connected Pipes, 6.Gas Mixture, 7.Air Box) After the with on a single compression ratio test ring with using the pure diesel engine, we blend the biodiesel with the diesel at the B-20 which means 20% of biodiesel and 80% pure diesel.

Figure 3: Experimental Setup of VCR. From Chart 1 It represents the blend variation and brake thermal efficiency of the engine concerning full load conditions. Brake thermal efficiency was increased while we increased load on the engine in all blended condition (B5 to B20). While increasing the load, it leads toward increment of suction pressure simultaneously. The very high pressure might show efficient combustion in the engine. At full load condition, the brake thermal efficiency of bio-diesel with the blend of B0, B5, B10, and B20 is 30.95%, 31.46%, 29.85%, and 32.12% respectively. This increment may be due to the enhanced lubricity of the esters. [25][26]

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Chart 1: Break Thermal Efficiency(%) vs Break Power (kW).

From Chart 2 It represents bsfc (brake specific fuel consumption) of the fuel at the different load conditions. It is opposite to the brake thermal efficiency. When the full load condition with the zero blends B0we observed 341.12bsfc and with blend B20 we observed 370.23 bsfc. We also observed the specific fuel consumption for the B5, B10, and B20 was 350.52, 365.81,370.23 respectively. These results show the increment of 2.75%, 7.23%, 8.53% respectively compared with zero blend B0 condition. Waste cooking oil and rapeseed oil-diesel blends also exhibited a similar profile [27][28].

Chart 2: Break Specific fuel Specification(g/kWh) vs Break Power (kW).

From Chart 3 It shows that the NOX emission from the exhaust fuel. As the load increased NOX emission is also increased, NOX emission of B20, B10, B5 were higher than diesel because of their higher exhaust gas temperature. Higher temperatures and the presence of the oxygen will lead to a higher amount of NOx emission. Generally, combustion of biodiesel is producing higher exhaust NOX compared to the diesel, this can be validated from the literature [29][30][27][25]

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Chart 3: Nox Emission (ppm) vs Break Power (kW).

From Chart 4 Carbon monoxide is usually formed when there is no sufficient amount of the oxygen present into fuel oxidizes. Diesel engines are usually operated at much excess air from the atmosphere. Comparatively, we observe that the emission of CO with a blend of B5 is very low compared to the zero blend condition. CO emission into diesel engines is lower than the petrol engines.

Chart No .4: CO (% by Volume) vs Break Power(kW).

At full load condition with zero blend B0 the CO emission for diesel is 0.17ppm and if we compared with theB5, B10, B20 we observed the 70.58%, 55.88%, and 41.17% respectively, it is much lower than diesel fuel. CO emission of biodiesel and their blends were lower than diesel because of oxygen content in the fuel. From literature, it was noted that the combustion of waste cooking oil resulted in higher CO emission while the esters of waste cooking oil produced lower CO emission than diesel.[31][32]

CONCLUSIONS Biodiesel produced from the jatropha oil and blend with the diesel from B0 to B20 (upto 20% biodiesel & 80% diesel) show the effective result on the engine performance, bsfc, NOx emission & CO emission which carried out on the VCR test ring setup. No knocking problem occurred during the entire process. The blend B20 was performed very well www.tjprc.org

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compared to the diesel as a fuel. Fuel consumption was increased with an increase in the blend. NOx emission was observed much lower into the blend B20 compared to the diesel of zero blends. The exhaust of CO emission was also observed in the lower 70.58%compared to the diesel with zero blends.

ACKNOWLEDGMENTS First and foremost, I would like to express my deepest gratitude to Assistant Professor Vinal Virani from RK University – Rajkot for her valuable opinions, guidance, and encouragement while guiding the progress of my research project during the interview session from the initial phase until the completion of our review paper. I would like to thank Prof Rupesh Patel & Prof Gowsvami from Govt. Engineering College-Rajkot for rendering their support. I would like to thank Dr. Chetan Patel (Head Of Department, Mechanical Engineering, School of Engineering, RK University) & Dr. Nilesh B Kalani Director (School of Engineering, RK University) for supporting us throughout my research.

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AUTHOR’S PROFILE

Prof Anand Gujarati Lecturer Department of Mechanical Engineering School of Engineering RK University

Prof Vinal Virani Assistant Professor Mechanical Engineering Dept. School of Engineering RK University Paper Publication if Journal – 5 Paper Publication if conference – 1

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