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Performance analysis of Bio-Diesel produced from waste cooking oil on C. I.

Engine

Article in International Journal of Research in Engineering and Technology · November 2016

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IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308

PERFORMANCE ANALYSIS OFBIO-DIESEL PRODUCED FROM

WASTE COOKING OIL ON CI ENGINE

Dinesh Nichat1, L.V Kamble2

1
Department of Mechanical Engineering, D.Y.Patil School of Engineering Academy, Talegaon (Ambi), Savitribai
Phule Pune University, Maharashtra, India.
2
Department of Mechanical Engineering, D.Y.Patil School of Engineering Academy, Talegaon (Ambi), Savitribai
Phule Pune University, Maharashtra, India.

Abstract
Exploring renewable energy sources is the need of present fuel scenario; the petro-fuels are vanishing more rapidly to meet heavy
demands of today’s population. The Bio-fuels looks attractive and inviting source in this situation. Bio-diesel as a fuel of this
category are more environmental benefits as a cleaner fuel compare to the petrol-diesel. Bio-diesel is the product of the process
known as a ‘stratification’ in which Triglycerides from soybean oil reacts with alcohol under action of certain catalysts at specific
constant temperature for specific time interval to produce bio-diesel as a result. Bio-diesel can be use in internal-combustion
engine as a fuel application solely or blending with petrol-diesel. Lots of benefits of using biodiesel as a fuel it is renewable
source, burns cleaner than petrol-diesel and compatible with petrol-diesel. Bio-diesel can be produced through many techniques
including acid & base catalysis, enzymatic conversion, solid catalysis, non-catalytic conversion and super-critical methanolysis.
India being preponderantly agricultural country needs major attention for the fulfillment of energy demands of a farmer.
Irrigation could be a bottleneck of Indian agriculture, it's to be developed on giant scale, however at a similar time diesel oil
consumption should be unbroken to a minimum level due to the price of diesel and its inadequacy. The rise use of diesel in
agriculture and transportation sectors has resulted in diesel crises. Oil and electricity are two major fuels that are employed in
agriculture sector.

Keywords: Biodiesel, Acid Catalyst, Transesterification

--------------------------------------------------------------------***------------------------------------------------------------------

1. INTRODUCTION The different parameters considered for comparing the

performance of blends with that of diesel fuel operation
The present work is carried out using typical oil i.e. Waste were brake specific fuel consumption, thermal efficiency,
cooking oil as a fuel. However major disadvantage of Waste brake power, exhaust gas temperature at speed of 1500 rpm.
cooking oil is its viscosity, which is order of magnitude
higher that of petroleum based diesel. The fuel injection 1.1 Experimental Fuels
system of new technology engines is sensitive to fuel
The main fuels used are diesel as baseline fuel, Biodiesel
viscosity changes. High viscosity of vegetable oil leads to
Produced using Sulfuric Acid (BD-1), Biodiesel Produced
poor fuel atomization, which in turn may lead to poor using Hydrochloric Acid (BD-2) & Biodiesel Produced
combustion, ring sticking, injector cooking, injector using Nitric Acid (BD-3) The various Physico-Chemical and
deposits, injector pump failure and lubricating oil dilution. other properties of fuels is given in following table no 1.1
Viscosity of waste cooking oil must be reduced in order to
improve its engine performance. In the present work Table- 1.1: Properties of fuels
viscosity of Waste cooking oil was reduced by Sr Properties Diesel BD1 BD2 BD3
transesterification process. Transesterification via Acid no
1 Density 823 845 850 836
catalysis is done instead of Base Catalysis. Base Catalysis
(Kg/m3)
Proven Improper for FFA Level more than 5% which results
2 Calorific 43 40.90 40.30 38.52
in extra consumption of base catalysis and soap formations. value
Furthermore the different Acid Catalysts e.g. Hydrochloric (MJ/kg)
Acid, Nitric Acid and Sulfuric Acid used for biodiesel 3 Viscosity 3.9 5.2 5.78 4.99
production and its productivity is measured. The optimum @40°C (cst)
combination for Each Acid catalyst is established. So the 4 Flash point 72 120 130 135
(°C)
three Bio-diesels are produced for each acid catalyst. Finally
5 Fire Point 78 126 137 141
The Blends are prepared for Each Biodiesel in terms of B20,
B30 and B40. 6 TAN 0.1750 0.2125 0.3585 0.4510

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Volume: 05 Issue: 10 | Oct-2016, Available @ http://ijret.esatjournals.org 288
IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308

1.2 Blend Preparation

The different blends of diesel and Biodiesel were prepared

on volume basis. The blends were prepared in blender. The
various blends prepared are given as follows. The three
Blends are prepared from each Acid Biodiesels. We have
BD Via Sulfuric Acid (BD1), BD Via Hydrochloric Acid
(BD2) & BD Via Nitric Acid (BD3). Total Nine Blends are
Prepared.

Blends of Diesel & BD-1

1) B20 (80% diesel 20% BD-1) Figure-2.1: Engine Test Rig

2) B30 (70% diesel 30% BD-1)
3) B40 (60% diesel 40% BD-1) 2.1 Data Acquisition System
Blends of Diesel & BD-2 NIYO ENGINEER SOFTWARE Model: HMT07” is used
to analyze the output data of the engine. This Software has
4) B 20 (80% diesel 20% BD-2) different channel in which each channel has specific
function. Fuel level channel indicates the fuel level with the
5) B30 (70% diesel 30% BD-2)
help of fuel level sensor. The Load Indicator channel
6) B40 (60% diesel 40% BD-2) indicates the load after Switching on Load switch. This
Software can also indicate pressure crank-angle diagram that
Blends of Diesel & BD-3 indicates the pressure variation at every crank angle. Hence
the combustion parameters such as Peak pressure and crank
7) B 20 (80% diesel 20% BD-3) angle are obtained. It gives directly the Brake power, Brake
8) B 30 (70% diesel 30% BD-3) Thermal Efficiency, Brake Specific Fuel Consumption at
9) B40 (60% diesel 40% BD-3) different load. It also indicates the Exhaust Gas Temperature
in degree Celsius.
Table- 1.2:Properties of various blends
SN Density Calorific Viscosity@40° Flash Testing conducted at various loads starting from No Load up
Blen (Kg/m3) value C (cst) point to rated Load. The engine operated for 5 minutes at each
ds (MJ/kg) (˚C) load, to stabilize the engine under new conditions. The tests
have conducted at the rated engine speed. The engine first
Blends of BD Via Sulfuric Acid (BD1)
run with diesel fuel, and the under steady state conditions,
1 B20 825 42.600 4.16 81 engine performance parameters such as brake power, brake
2 B30 829 42.380 4.30 86 specific fuel consumption, brake thermal efficiency &
3 B40 833 42.150 4.45 92 exhaust gas temperature are recorded at various load, then
engine is run with different biodiesel blends and the tests are
Blends of BD Via Hydrochloric Acid (BD2)
performed.
4 B20 827 42.500 4.22 83
5 B30 832 42.300 4.35 88 a) Brake Power
6 B40 835 41.150 4.65 96 The Niyo Software indicates the direct reading of brake
Blends of BD Via Nitric Acid (BD3) power on output monitor at different load condition.
7 B20 831 41.900 4.12 85
b) Brake Thermal Efficiency
8 B30 835 41.656 4.23 91 The Niyo Software indicates the direct reading of brake
9 B40 840 40.208 4.60 98 thermal efficiency on output monitor.

2.EXPERIMENTAL SETUP c) Exhaust Gas Temperature

The Niyo Software indicates the direct reading on output
The test engine for experimental purpose is single cylinder, monitor. It is the exhaust gas temperature indicated on
four-stroke, water cooled, constant speed, direct injection monitor
diesel engine. The engine is to be connected to the
dynamometer which can give the maximum of 3.7 kW of d) Fuel measuring system
The Niyo Software indicates the direct Reading on channel
power; the engine has dimension of 110x 80 mm of stroke to
of control panel Fuel measurement sensor is situated below
bore value. the fuel tank which has function to measure Fuel

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Volume: 05 Issue: 10 | Oct-2016, Available @ http://ijret.esatjournals.org 289
IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308

Consumption by radiating laser beam on fuel. It supplies Short term performance tests are carried out on the engine
these data to DAS which indicates output on monitor. diesel to generate base line data and subsequently Biodiesel
different blends are used to evaluate its suitability as fuel.
e) Dynamometer The load is varied within the interval of 0 kW to 4 kW.
To calculate load on the engine the eddy current Eddy current dynamometer is used to load the engine. All
dynamometer mounted on the shaft of the engine. The load the observed data for each load conditions are noted.
indicates Control Panel of DAS. The load is applied by the The same procedure is applied for different blends.
switching on load switch on control panel. Water is used
cool brake drum. To calculate the brake power of the engine 2.4 Performance Curves For Various Blends
the load is to be given to the engine.
2.4.1 Performance Analysis of B20, B30 and B40
1) Brake Thermal Efficiency

40
35
30
25

BTE(%) 20 Diesel (B0)

15 B20 of BD Via
H2SO4
Fig-3.7.2: Control Panel to apply Load on Dynamometer 10 B20 of BD Via
HCL
5 B20 of BD Via
2.2 Parameter selection HNO3
The selections of appropriate parameters are essential for
0
engine calculations, and parameters are selected very
judiciously. The main parameters desired from the engine 0.5 1 1.5 2 2.5 3 3.5 4
BP(kW)
are listed below.
1. Power produced by engines Fig 4.2.1:- Variation of BTE Vs BP For B20
2. Brake Thermal Efficiency
3. Fuel consumption
4. Exhaust gas Temperature.

2.3 Experimental Procedure

The engine used for the study is single cylinder, four-stroke, 40
air cooled, constant speed, direct injection diesel engine.
Test will conduct using constant speed. 35
The engine is started by pushing the switch on control panel 30
at no load by pressing fuel supply valve to attain rated speed
still the steady state condition is reached. 25 Diesel (B0)
BTE(%)

After attaining constant engine speed, the load is applied by 20

switching on the Load switch and increasing it gradually. B30 of BD Via
H2SO4
15
All readings of brake thermal efficiency, brake power, fuel B30 of BD Via
consumption, and temperature of exhaust gas are taken from 10 HCL
NIYO Software. The data for no load condition is includes
B30 of BD Via
brake power (kW) brake thermal efficiency (%) and brake 5 HNO3
specific fuel consumption (kg/kW-hr). The load is increased
gradually from no load to peak load condition. The engine 0
was loaded gradually keeping the speed within the
permissible range and the observations of different 0.5 1 1.5 2 2.5 3 3.5 4
BP(kW)
parameters are taken after attaining steady state by running
up to 5 minutes for each observation. Fig 4.2.2:- Variation of BTE Vs BP For B30

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Volume: 05 Issue: 10 | Oct-2016, Available @ http://ijret.esatjournals.org 290
IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308

40
1.2
Diesel (B0)
35
1

BSFC (Kg/kW-hr)
B30 of BD Via
30 H2SO4
0.8 B30 of BD Via
25 HCL
BTE(%)

Diesel (B0) 0.6 B30 of BD Via

20 HNO3
0.4
B30 of BD Via H2SO4
15
0.2
10 B30 of BD Via HCL

0
5 B30 of BD Via HNO3 0.5 1 1.5 2 2.5 3 3.5 4
0 BP (kW)
0.5 1 1.5 2 2.5 3 3.5 4 Fig 4.2.5 :- Variation of BSFCVs BP For 30
BP(kW)
Fig4.2.3 :- Variation of BTE Vs BP For B40
1.2
Diesel (B0)
Theincreased in Brake power (BP) with reduction in Total 1
B40 of BD Via
Fuel Consumption (TFC) helps to increase the Brake H2SO4
BSFC (Kg/kW-hr)
Thermal Efficiency (BTE). The Brake Thermal Efficiency is 0.8 B40 of BD Via
almost equal for all the Biodiesel blends due to increase in HCL
ignition delay. At higher load condition BTE slightly B40 of BD Via
increases due to longer ignition delay leads to rapid increase 0.6 HNO3
in premixed heat release rate that affect BTE favorably. The
BTE is higher for Diesel and decreases significantly with 0.4
increase in blending proportion. The Figure (4.2.1), Figure
(4.2.2) & Figure (4.2.3) shows that the performance of BD1
& BD2 is Similar but the result of BD1 is mo4re 0.2
pronounced and better than BD3. At lower and part load the
BTE is Similar but at high load the BD1 takes peak than 0
BD2 0.5 1 1.5 2 2.5 3 3.5 4

2.4.2) Brake Specific Fuel Consumption BP (kW)

Fig 4.2.6:- Variation of BSFC Vs BP For 40
1
Diesel (B0)
0.9 From Fig (4.2.4), Fig (4.2.5) & Fig (4.2.6) it is seen that the
B20 of BD Via
BSFC decreases with increase in load. BSFC of diesel was
0.8 H2SO4 lower than other blends. For BD1 and BD2 the performance
in terms of BSFC is similar but at higher loads the BSFC
BSFC (Kg/kW-hr)

0.7 B20 of BD Via

HCL BD1 Takes lower value which is reason for better BTE. The
0.6 B20 of BD Via Performance of BD3 is lowest in three
0.5 HNO3
CONCLUSION
0.4
The engine performance of engine decreases with increase
0.3
in concentration of biodiesel. The optimum combination via
0.2 Hydrochloric acid for Methanol/pretreated oil, acid
concentration & time wise is 0.16,1% & 28 min which gives
0.1
yield up to 81% which meets ASTM fuel requirements. The
0 optimum combination Via Nitric Acid for Methanol
0.5 1 1.5 2 2.5 3 3.5 4 /Pretreated oil, Acid concentration and Time wise is 0.20,
1.25% and 50 min. whichgives yield up to 92.734% which
BP (kW) meets ASTM Fuel requirements. The optimum combination
Fig 4.2.4:- Variation of BSFC Vs BP For B20 Via Sulfuric Acid for Methanol / Pretreated oil, Acid
concentration and Time wise is 0.20, 1.5% and 24 min.
which gives yield up to 99.009% which meets ASTM Fuel

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Volume: 05 Issue: 10 | Oct-2016, Available @ http://ijret.esatjournals.org 291
IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308

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