i

Performance of Biodiesel from Mustard Oil as an Alternative Fuel for

Diesel Engine

by

Sayed Mohammad Ameer Uddin

MASTER OF SCIENCE IN MECHANICAL ENGINEERING.

Department of Mechanical Engineering

BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY (BUET)

2013

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Certificate of Approval The thesis titled “ PERFORMANCE OF BIODIESEL FROM MUSTARD OIL AS AN ALTERNATIVE FUEL FOR DIESEL ENGINE” submitted by Sayed Mohammad Ameer Uddin Roll No-040810001P, Session : April 2008 the Mechanical Engineering Department of Bangladesh University of Engineering and Technology has been accepted as satisfactory for partial fulfillment of the requirements for the degree of Master of Science In Mechanical Engineering on July 20, 2013.

Board of Examiners :

1. Dr. Muhammad Mahbubul Alam Professor Department of Mechanical Engineering BUET, Dhaka, Bangladesh.

Chairman (Supervisor)

2. Dr.Md.Ehsan Professor & Head Department of Mechanical Engineering BUET, Dhaka, Bangladesh

Member (Ex-officio)

3. Dr. Maglub Al Nur Professor Department of Mechanical Engineering BUET, Dhaka, Bangladesh.

Member

4. Dr. Mohammad Mamun Associate Professor Department of Mechanical Engineering BUET, Dhaka, Bangladesh.

Member

5. Dr. Jamal Uddin Ahamed Assistant Professor Department of Mechanical Engineering CUET, Chittagong, Bangladesh.

Member (External)

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Certificate of Research

This is to certify that the work presented in this thesis was carried out by the author under the

supervision of Dr.Muhammad Mahbubul Alam, Professor, Department of Mechanical

Engineering, Bangladesh University of Engineering & Technology, Dhaka.

-------------------------------------- ------------------------------------------ Dr. Muhammad Mahbubul Alam Sayed Mohammad Ameer Uddin

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Candidate's Declaration

It is hereby declared that this thesis or any part of it has not been submitted elsewhere for the

award of any degree or diploma.

------------------------------------------- Sayed Mohammad Ameer Uddin

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Acknowledgement The author would like to express his sincerest gratitude and deepest reverence to his thesis supervisor Dr. Md.Mahbubul Alam, Professor, Department of Mechanical Engineering, BUET for his continuous guidance , constructive criticism , encouragement and careful supervision throughout this research work without which this thesis would not have been possible. Special thanks to all lab instructors especially Mr.Abdul Awal of fuel lab, Md Rukun Uddin & Aminul Islam of Heat engine lab for providing the author tremendous support and encouragement throughout the research work. The author would like to express his sincere appreciation to all who have helped in one way or the other to get this research work done.

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Abstract

Bio-fuel is renewable engine fuel that can be used directly in any existing, unmodified diesel engine. Bio-fuels create new markets for agricultural products and stimulate rural development because bio-fuels are generated from crops; they hold enormous potential for farmers. In the near future two-thirds of the people in the developing world will derive their income from agricultural products. In this study, the performance of a direct injection diesel engine has been investigated experimentally using 1st generation bio fuel (mustard oil) blends with fossil fuel like kerosene and diesel. The first generation bio-fuel (mustard oil) has been produced without trans-esterification reaction and blended with kerosene and diesel fuel by volume named as m20, m30, m40, m50 & M20, M30, M40, M50, M100. Physical properties like density, viscosity, dynamic viscosity, carbon residue, flash point, fire point & calorific value has been determined of those blends. These blends are tested in 4 stroke Single cylinder diesel engine mounted on a hydraulic dynamometer bed to determine engine performance like brake power,brake specific fuel consumtions, brake thermal efficiency, brake mean effective pressure, exhaust gas temperature & lub oil temperature etc. A performance comparison study has been done for kerosene and diesel blend, as well as others researchers study also for different bio-fuels.

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Table of Contents

Title i Certificate of Approval ii Certificate of Research iii Candidate’s Declaration iv Acknowledgement v Abstract vi Contents vii List of Figures x Lists of Tables xii List of Nomenclature xiii

Chapter-1 Introduction 1 1.1 Introduction

1 1.2 Conventional fuels and their prospect 2 1.3 Energy Scenario in Bangladesh 4 1.4 Awareness about the Environment 4 1.5 Search for alternative fuels 5 1.6 Conventional and Non-Conventional Energy for Automobiles 6 1.7 The Rise in Popularity of Alternative Sources of Energy 6 1.8 Worthiness of Vegetable oil as Fuel 9 1.9 Diesel Engine Vs Petrol Engine 9 1.10 Advantages and Disadvantages of Diesel Engine 8 1.11 Problem Using Straight Vegetable oil in Diesel Engine 9 1.12 Over come the Problems of Using SVO 10 1.13 Objective of the Present Research 11

Chapter-2 Literature Review 12 Chapter-3 Status of Vegetable oils in Bangladesh 18

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3.1 Existing production strategy and Technology 19 3.1.1 Mustard 19 3.1.2 Sesame 20 3.1.3 Soybean 20 3.1.4 Sunflower 21 3.1.5 Linseed 21 3.1.6 Groundnut 22 3.2 Oil Extraction Methods 22

Chapter-4 Experimental Setup and Procedure 25 4.1 Determination of fuel Properties 25 4.1.1 Density 25 4.1.2 Viscosity 25 4.1.3 Carbon Residue 25 4.1.4 Heating Value 26 4.1.5 Flash Point and Fire Point 26 4.2 Determination of Engine Performance Parameters 29 4.2.1 Load 29 4.2.2 Speed 30 4.2.3 Temperature 30 4.2.4 Fuel Flow rate 31 4.3 The Dynamometer 31 4.4 Preparation of Engine and Equipment Set-up 32

Chapter-5 Results and Discussion 36 5.a. Physical Properties 36 5.1 Fuel Testing 36 5.2 Properties of Diesel blend 36 5.2.1 Density 36 5.2.2 Viscosity 37 5.2.3 Heating Value of Different fuels 38 5.2.4 Carbon content in M100 38 5.2.5 Flash and Fire Point 38

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5.3 Properties of kerosene Blends 39 5.3.1 Density 39 5.3.2 Viscosity 40 5.3.3 Heating value 40 5.3.4 Flash point & Fire point 41 5.b Engine Performance Study 41 5.4 Performance for diesel blend 42 5.4.1 Variation of BSFC with BP 42 5.4.2 Variation of BTE with BP 43 5.4.3 Variation of exhaust gas temperature with BP 44 5.4.4 Variation of Lub-Oil Temperature with BP 44 5.4.5 Variation of BMEP with BP 45 5.5 Performance for kerosene blend 46 5.5.1 Variation of BSFC with BP 46 5.5.2 Variation of BTE with BP 47 5.5.3 Variation of Exhaust Gas Temeperature with BP 47 5.5.4 Variation of Lub Oil Temperature with BP 48 5.5.4 Variation of BMEP with BP

49

Chapter-6 Conclusions and Recommendations 50

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6.1 Conclusions 50 6.2 Recommendations 51

References 53

Appendix-A Sample Calculation & relevant equations 58

Appendix-B Technical Details of Engine and Dynamometer 67

Appendix-C Experimental Data and Result 69

List of Figures

Figure 1.1 Chemical Structure of tri-glyceride 07 Figure 3.1 Flow Diagram of oil processing in a typical oil mill. 23 Figure 4.1 Bomb Calorimeter 26 Figure 4.2 Water contents after combustion 27 Figure 4.3 Measuring the weight of fuel in the meter 27 Figure 4.4 Different blend of Mustard in the gallon 27 Figure 4.5 Pure mustard in the crucible 28 Figure 4.6 Fuel burning in the burner 28 Figure 4.7 Firing while determining fire point 28 Figure 4.8 Saybolt Viscosity meter 29 Figure 4.9 Schematic diagram of the test engine setup 30 Figure 4.10 Water Circuit of the Dynamometer 32 Figure 4.11 Dynamometer –Engine Coupling 33 Figure 4.12 Exhaust pipe of the engine 33 Figure 4.13 Complete Engine Set up 34 Figure 4.14 Engine with Dynamometer 34 Figure 4.15 Fuel supply tank and digital weight meter 35 Figure 4.16 Observation of supervisor while taken data 35 Figure 5.1.1 Variation of density with temperature 36 (Diesel blend with diesel) Figure 5.1.2 Variation of viscosity with temperature 37 Figure 5.1.3 Heating value of mustard blend with diesel 38 Figure 5.3.1 Variation of density with temperature (kerosene blend) 39

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Figure 5.3.2 Variation of viscosity with Temperature 40 Figure 5.3.3 Heating value for diffrent blend of kerosene 41 Figure 5.4.1 Variation of BSFC with BP for Mustard blend 42 Figure 5.3.5 Variation of BTE with BP for Mustard blend 43 Figure 5.4.1 Variation of exhaust gas temp with BP for Mustard blend 44 Figure 5.4.2 Variation of lub-Oil temperature with BP 44 Figure 5.4.3 Variation of BMEP with BP for Mustard blend 45 Figure 5.5.1 Variation of BSFC with BP for kerosene blend 46 Figure 5.5.2 Variation of BTE with BP for kerosene blend 47 Figure 5.5.3 Variation of exhaust gas temperature with BP for kerosene blend 47 Figure 5.5.4 Variation of Lub Oil Temperature with BP for kerosene blend 48 Figure 5.5.5 Variation of BMEP with BP for kerosene blend 48

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List of Tables

1.1 Import Statistics of Diesel fuel in Bangladesh 03 1.2 Comparison of density for different vegetable oils and fossil diesel fuel 10 3.1 Production statistics of vegetable crops in Bangladesh 24 4.1 Dynamometer Specification 31 5.1 Flash and Fire Point for Different Diesel Blend 39 5.2 Flash and Fire Point for Different Kerosene Blend 42

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List of Nomenclature A/F Ratio Air Fuel Ratio ASTM American Society for Testing Materials API American Petroleum Institute BHP Brake Horse Power BSFC Brake Specific Fuel Consumption BTE Brake Thermal Efficiency BMEP Brake Mean Effective Pressure BARC Bangladesh Agriculture Research Council BARI Bangladesh Agriculture Research Institute BP Brake Power CI engine Compression Ignition Engine CDSO Crude De-gummed Soybean Oil CDP Crop Diversification Programme Dbt Dry bulb Temperature D 100 Pure Diesel Fuel FC Fuel Consumption ghg green house gas Gnt Ground nut Oil HYV High Yielding Variety HC Hydro Carbon IC Internal Combustion K Kerosene Ktoe Kilo ton oil equivalent LV Lower Heating Value of Fuels, MJ/Kg M Blend of Mustard with Diesel m Blend of Mustard with Kerosene mbd millions barrels per day MT Metric Ton NOx Nitrogen Oxides PM Particulate Material POD Pulm Oil Diesel RPM Revolution Per Minute RBO Rice Bran Oil SAE Society of Automotive Engineers SPB Short Boiling Point SIT Self Ignition Temperature SUS Saybolt Universal Second SMT Shale Mineral Turpentine

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S Soybean Oil SVO Straight Vegetable Oils TCF Trillion Cubic Feet TPES Total Primary Energy Supply T Temperature, ° C % vol. Percentage of Volume ηb Brake Thermal efficiency, %

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CHAPTER-1

INTRODUCTION

1.1 Introduction

Due to gradual depletion of world petroleum reserves and the impact of environmental pollution there is an urgent need for suitable alternative fuels for use in diesel engines. In view of this, vegetable oil is a promising alternative because it is renewable, environment friendly and produced easily in rural areas, where there is an acute need for modern form of energy. In recent years systematic effort have been made by several research workers to use as fuel engines. It is said that energy consumption pattern is an indicator of the socio-economic development of a country. It is also a measure of the quality of life .Energy consumption is growing day by day along with technological development of a country. Although the industrialized and developed world consumes most of the energy resources, the demand of energy in the developing countries has also increased in recent decades due to their economic take off and sustainability. Internal combustion (IC) engines are widely employed in many development activities using a greater portion worlds energy resources .From the very beginning, the IC engines are being fuelled mostly by petroleum products like petrol and diesel. IC engines use only a small fraction of distillation products of crude oils. These crude oils have limited reserves Any shortfall of petroleum fuels in the world market will , therefore , have a great impact on the economy of non-oil third world countries. Vegetable oils from crops such as soyabean, peanut, sunflower, rape, coconut, karanja, neem, cotton, mustard jatropha, linseed and coster have been evaluated in many parts of the world in comparison with other non-edible oils. Different countries are looking for different vegetable oils depending on their climate and soil condition. As for example Soyabean oil in USA, rapeseed oil and sunflower in Europe, Olive oil in Spain, palm oil in south east Asia, mainly in Malaysia and Indonesia, coconut oil in Philippines are considered to substitute diesel fuel [1] . Different researchers results show that vegetables oils are promising alternative fuels for CI engine. In view of growing energy demand of our country, it is thus reasonable to examine the use of Mustard Oil as a substitute fuel for IC engine.

Renewable energy is the energy which comes from natural resources such as sunlight, wind, rain, tides, and geothermal heat, which are renewable (naturally replenished). In 2008, about 19% of global final energy consumption came from renewables, with 13% coming from traditional biomass, which is mainly used for heating, and 3.2% from hydroelectricity. New renewables (small hydro, modern biomass, wind, solar, geothermal, and bio-fuels) accounted for another 2.7% and are growing very rapidly. The share of renewables in electricity generation is around 18%, with 15% of global electricity coming from hydroelectricity and 3% from new

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renewable [11]. Climate change concerns, coupled with high oil prices, peak oil, and increasing government support, are driving increasing renewable energy legislation, incentives and commercialization

1.2 Conventional Fuels and Their Prospects

Conventional fuels of IC engines are mostly petroleum products. These are produced by fractional distillation of crude oils. Crude Petroleum is generally found as under ground deposit in porous rocks or sands or lime stones derived from plants and trees buried thousands of years back. Southern Russia, the United States and the Arabian countries have the major reserves of this petroleum. Petroleum products consist of various hydrocarbons like paraffin‘s (CnH2n+2), napthenes(CnH2n), aromatics (CnH2n-6) and olefins (CnH2n) having different molecular structures. Fractional distillation enables thermal separation of crude oils into a range of products such as gasoline, kkerosene, gas oil, and the various grades of residual fuel oils. Diesel engine consumes diesel as its fuel which is darkish brown liquid blended from kerosene and gas oil . Diesel engines are widely used in transport vehicle, in irrigation and water pumping in rural areas, in power generating plants and in various industries. This energy source is non renewable in nature and has limited reserve and it will be exhausted in near future if the consumption pattern continues at the present rate. As a result the whole world will have to face tremendous oil crisis due to burning of these oils due to the availability constraint. Again due to burning of these oils, CO2 content of the atmosphere rises as an absolute deposit thereby polluting the environment. [3]

The world energy scenario depicts a picture of concern. According to conventional wisdom, the world is likely to run out of energy in the future. The world is heavily dependent on fossil fuels for its supply of energy. In 2008, total worldwide energy consumption was 474 exajoules (474×1018 J) with 80 to 90 percent derived from the combustion of fossil fuels [2]. Despite advances in efficiency and sustainability, of all the energy harnessed since the industrial revolution, more than half has been consumed in the last two decades. The three major sources of fossil fuels are discussed below.

Coal: Coal is the most abundant and burned fossil fuel. Coal is the fastest growing fossil fuel and its large reserves would make it a popular candidate to meet the energy demand of the global community, short of global warming concerns and other pollutants. According to the International Energy Agency the proven reserves of coal are around 909 billion tonnes, which could sustain the current production rate for 155 years, although at a 5% growth per annum this would be reduced to 45 years, or until 2051.[4]

Oil : It is estimated that there may be 57 ZJ of oil reserves on Earth (although estimates vary from a low of 8 ZJ [4], consisting of currently proven and recoverable reserves, to a maximum of 110 ZJ) consisting of available, but not necessarily recoverable reserves, and including optimistic estimates for unconventional sources such as tar sands and oil shale. Current

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consensus among the 18 recognized estimates of supply profiles is that the peak of extraction will occur in 2020 at the rate of 93-million barrels per day (mbd). Current oil consumption is at the rate of 0.18 ZJ per year (31.1 billion barrels) or 85-mbd.

1.3 Energy Scenario in Bangladesh

Bangladesh has one of the lowest rates of per capita energy consumption in the world. Bangladesh is not well endowed with conventional sources of energy. The country‘s energy sources are neither adequate nor varied. Non-commercial sources of energy include biomass fuels, agricultural residues, tree residues, and animal dung. The country receives 5.05 to 8.76 kwh (kilowatt hours) from solar radiation, but commercial photovoltaic generation is too expensive for Bangladesh. Conventional commercial sources of energy in the country include fossil fuels, such as coal, oil, natural gas and hydropower. A brief accounting of these commercial sources of energy in Bangladesh has been provided below:

Coal: The total reserves of coal in the country is estimated at about 1.75 billion tons [8], but at present underground mining has been initiated only at Barapukuria (one of the major coal deposits), with a production level of one million tons per year.

Peat: Bangladesh has approximately 173 million tons of peat deposits throughout the country. Production has yet to begin because it has not been considered as cost effective as other energy sources, given the country‘s existing technology.

Oil: A very insignificant reserve of oil was found in Bangladesh serendipitously, in 1986. The country possesses a small proven oil reserve of 56.9 million barrels [9]. Between 1987–94, about 0.65 million barrels of crude oil was produced. But the production was suspended in 1994 and has remained inactive due to techno-economic considerations. So, Bangladesh is fully dependent on importing of oil. The import statistics of diesel fuel last five years is as follows:

Table : 1.1. Import Statistics of diesel fuels in Bangladesh

Financial Year TM ni leseiD detropmI 2007-2008 17,54,905.00

2008-2009 20,10,421.00

2009-2010 21,49,451.00

2011-2012 27,31,756.00

2012-2013 28,84,614.00

2013-2014 xorppA 30,00000.00

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*Source: Bangladesh Petrolium Corporation

Hydropower: Being essentially a delta, Bangladesh has limited hydropower potential. According to assessments report in the Bangladesh Government‘s Power System Master Plan 1995, the country has the potential to produce 755 MW (megawatts) of hydropower per day. At present, its sole hydropower plant‘s production capacity is 230 MW per day.

Natural gas: In the overall energy picture, the country‘s natural gas endowment in comparison to other energy resources makes Bangladesh essentially a mono-energy country. It is estimated that Bangladesh‘s net recoverable reserves of natural gas (as of April 2002) lie in a range from 12.04 TCF (Trillion Cubic Feet) to 15.55 TCF.

The national energy balance of Bangladesh clearly depicts that natural gas is Bangladesh‘s only significant indigenous source of commercial energy. It is the principal source of energy for country‘s power, industry, commercial, and domestic sectors. Natural gas provides over 90 percent of Bangladesh‘s electricity, and is also the feedstock and fuel of the urea and ammonia fertilizer plants. Urea has helped Bangladesh attain self sufficiency in rice production—the major local food crop. Natural gas at present is undoubtedly an important driving force of its economy. The future development of Bangladesh‘s economy depends largely on the government‘s ability to sketch out a natural gas strategy that offers the best prospects of utilization of this unique asset of the country and to find other renewable sources of energy to reduce heavy dependence on the natural gas.

1.4 Awareness About The Environment

At present ―Environmental Pollution‖ is a much talked issue which has drawn alarming concern worldwide. IC engines release CO2 which is the main contributor to greenhouse effect that leads to global warming, climate change and other adverse effects. The matter of environment protection strategies has been taken up in many national and international forums over the years . Today around 80% of the carbon emissions to the atmosphere is due solely to fossil fuel burning and it has got about 0.5% annual growth rate [15]. Future atmospheric concentration of CO2 will depend on fuel mix and energy demand as they affect fossil fuel consumption. So, strong emphasis on the use of non-fossil fuel alternative energy sources is necessary. Vegetable oils may be considered as suitable alternatives in this regard.

The environmental concerns and the fear of energy shortage through out the world have raised questions on the blind use of conventional fuels. So scientists world over have concentrated their efforts to find out ways and means to produce alternative fuel also known as non conventional fuel.

All the materials other than conventional sources of energy that can be used as energy sources are called alternative energy sources. They are environment friendly and produce less pollution

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in comparison to convention energy sources. Some of the most desirable non conventional fuels are bioalcohol, biodiesel, fuel cells and batteries, vegetable oil, non fossil natural gas, non fossil methane gas and electricity generated through chemicals an biomas energy.

The fuel is basically a form of energy. Nowadays the demand for the sustainable fuel is increasing day by day. This is due to the fact that the sources of conventional fuel are limited and so depending solely on these sources would create an energy crisis in the future. Besides, conventional energy sources are detrimental to the environment and produce greater amount of pollution. On the other hand alternative energy sources producing fuel are called green sources as they are less hazardous to the environment and therefore safe for the future of human civilization.

1.5 Search for Alternative Fuels :

―Alternative fuel‖ means the term refers to substances (excluding conventional fuels like gasoline or diesel) which can be used as fuels. Due to the energy crisis, the following factors have led to the increasing need for finding a feasible fuel alternative to conventional sources:

* Fossil sources are limited, and will eventually get used up. * Only few countries have usable fossil reserves. This forces other nations to depend on them for energy. * Countries want energy security and independence. * Combustion of carbon-rich fuels leads to emissions like CO and CO2, which are harmful to the environment. * More and more people are becoming environmentally-conscious and want a fossil fuel alternative.

The pressing need for a solution to the world‘s environmental and energy problems has led to a lot research to find a fossil fuel alternative. Alcohol-fuels like ethanol and methanol based substances are easy to produce. They are made from crops like corn, which is fermented to produce alcohol. But alcohols are highly corrosive, and require expensive metal, plastic and rubber replacements for existing parts to be used in cars.

―Biodiesels‖ refer to non-petroleum based substances which powers a diesel engine. Vegetable oils and used-fry-oil have been used as biodiesels, after being subject to some processing. They are effective alternatives to petro diesel, producing similar amounts of energy with lesser emissions. However, biodiesels are significantly more expensive than petro diesel, freeze solid in cold weather, and cannot be produced in sufficient quantities to meet global demand.

Hydrogen is the most promising fossil fuel alternative for the future. It‘s the most common element in the universe, and yields the highest amounts of energy on combustion. Also, hydrogen combustion produces only energy and water, so it‘s completely eco-friendly. Experts predict that by 2020, problems in production, storage and distribution of hydrogen would been solved, making it the best solution to the current energy crisis.

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Some of the typical option fuels include bio diesel, ethanol, butanol, chemically stored electricity (batteries and fuel cells), hydrogen, methane, natural gas, wood, vegetable oil, biomass, and peanut oil. The term ―alternative fuels‖ usually refers to a source of which energy is renewable. Renewable energy is the energy from renewable sources like wind power, solar power, tidal power, geothermal power, hydro power or thermal depolymerization. There is growing social interest, and an economic and political need for the development of option energy sources. This is due to general concerns of sustainability, environmental, economic, and geopolitical reasons. Two major concerns are that of rising cost of fossil derived fuels caused by an era of growing energy consumption and of global warming crisis.

The major advantage of option energy fuels is that it burns cleaner than the traditional petroleum fuels. It also helps to reduce such emissions as carbon monoxide, organic compounds, nitrogen oxide, sulfur and particulate matter. Other advantages of option fuels are that these fuel costs less, maintenance is cheaper and engines last longer. Most of the option energy fuels have greater conductivity and will increase the lubrication of engine parts depending on its performance.

1.6. Conventional And Non-Conventional Energy For Automobiles:

The term ―alternative fuel‖ is usually used to refer to any nonconventional fuel that can be used to drive an automobile. Popularly, they are also referred to as ―gas‖ in the United States and in many other countries. The conventional fuels include coal, propane, petroleum, diesel, natural gas, and in some cases even uranium. But most automobiles that we drive run on either petroleum or diesel.

Some of the alternative fuels include bioalcohol (that includes ethanol, butanol, and methanol), natural gas, and methane that are non-fossil fuel in nature, hydrogen, electricity that has been chemically stored (such as fuel cells and batteries), biodiesel, oil from vegetables, and additional biomass sources.

1.7. The Rise In Popularity Of Alternative Sources Of Energy

In Bangladesh , all petroleum products needed for IC engines are imported from abroad in exchange of hard earned foreign currency. Its reserve of natural gas is also very limited .This gas is being consumed both in domestic sector and in industrial sector. Even at the current rate of consumption the gas will not be available for a long time. On the other hand Bangladesh being a tropical country has a wide scope of producing a number of vegetable oil which are presently consumed both for edible and non edible purposes. The overall production of some of these oils are however extremely small at present because of their limited use. It therefore, seems logical to carryout in depth research on them to establish their true potential for using them widely in place of petroleum fuels for IC engines.[52]

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1.8 Worthiness of Vegetable Oils as Fuel:

Vegetable oils are geographically widely produced from a variety of products. Since, these oils are of plant origin, a large quantity of CO2 derived from the burning of these oils are consumed by the plants themselves. Therefore, these oils do not contribute to the absolute deposit of CO2 . They are renewable in nature and environmentally sound due to minimum net effect on the pollution. Vegetable oil can be either used for cooking purpose or even as fuel. The main fact that determines the usage of this oil is the quality. The oil with good quality is generally used for cooking purpose. Vegetable oil can even be used in most of the old diesel engines, but only in warm atmosphere. In most of the countries, vegetable oil is mainly used for the production of biodiesel.[54]

The main component of vegetable oil is Triglycerides. Triglycerides are esters of glycerol with long chain acids commonly known as fatty acids [15].Triglyceride is glyceride in which the glycerol is esterified with three fatty acids. It is the main constituent of vegetable oil and animal fats. The three fatty acids can be all different, all the same, or only two the same, they can be saturated or unsaturated fatty acids. Chain lengths of the fatty acids in naturally occurring triglycerides can be of varying lengths but 16, 18 and 20 carbons are the most common. Natural fatty acids found in plants and animals are typically composed only of even numbers of carbon atoms due to the way they are bio-synthesized.

Fig 1.1 Chemical structure of tri-glyceride

1.9 Diesel Engine vs. Petrol Engine

At first, gasoline engine works on Otto cycle whereas diesel engine is based on diesel or dual cycle. The major difference between the gasoline and diesel engine is that the former relies on spark ignition and the latter on compression ignition. More specifically, the combustion process in the diesel engine is initiated by spontaneous ignition of the fuel when it is injected into a

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highly compressed charge of air, which has reached approximately 750°C [12]. Diesel engine combustion also tends to occur at constant pressure rather than at constant volume, as in a gasoline engine. This means that in the diesel engine the combustion pressure continues to rise steadily as the piston retreats and the cylinder volume increases, whereas in the gas engine, the combustion process is so rapid that there is very little movement of the piston while it occurs and, thus, very little increase in cylinder volume. The expansion of the flame at a constant pressure is responsible for the diesel's reputation for extreme torque along with a flat torque curve. For this reason, fuel having lower auto ignition temperature is desirable for diesel engine while petrol engine needs higher self-ignition temperature.

Stoichiometric or theoretical Combustion is the ideal combustion process during which a fuel is burned completely. A complete combustion is a process which burns all the carbon (C) to (CO2), all hydrogen (H) to (H20). If there are unburned components in the exhaust gas such as C, H2, CO the combustion process is uncompleted. The gasoline engine operates with an air/fuel mixture very near to stoichiometric. This is due to the fact that a mixture much leaner than stoichiometric is difficult to ignite in a gasoline engine with a spark plug, and an extremely rich ratio is very inefficient. The mixture is supplied to the gasoline engine by a carburetor or fuel injectors in the manifold and is well mixed and nearly homogeneous. Here throttle valve controls the quantity of the charge that is why it is a quantity governed engine whereas due to variable air/fuel mixture, diesel engine is called quality governed engine [13].

In the diesel engine, the fuel is injected into the combustion chamber near the end of the compression stroke and ignites spontaneously. This is responsible for the stronger combustion sound than gasoline. As mixing between the fuel and air occurs, burning continues. This process is very heterogeneous (since the fuel and air are mixed in a combustion chamber it is not as uniform as in a gas engine that has the mixture created prior to entering the cylinder head). Diesel being a heavier hydrocarbon, the air/fuel ratio of the diesel engine must always be leaner than stoichiometric to prevent excessive amounts of smoke.

1.10 Advantages and Disadvantages of Diesel Engine

1.10.1 Advantages

The reason that a diesel engine has such good efficiency and fuel economy lies in the high compression ratio required for auto-ignition which is in the range of 14 to 22. The higher the compression ratio the better the thermal efficiency [14]. A gasoline engine cannot utilize a diesel-like compression ratio because of the fuel's inability to resist auto-ignition, or what is commonly known as detonation or ping. Gasoline engine generally use the compression ratio of around 6 to 11 [13].

Diesel fuel has a specific gravity about 10 percent more than gasoline. In other words, one gallon of diesel fuel is 10 percent heavier than a gallon of gasoline. The amount of energy in a specified

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weight of diesel fuel is almost the same as that of gasoline, so the amount of energy in a gallon of diesel fuel is 10 percent greater than gasoline [5].

Another important reason for higher efficiency in diesel engines is that, while diesel uses an air/fuel mixture with around 40 percent excess air, the gasoline engine runs with a stoichiometric mixture (less air for the fuel consumed in comparison to diesel). The leaner diesel mixture results in higher efficiency because with less fuel sufficient oxygen is supplied. As a result exhaust temperature is lower. Lower combustion temperature reduces heat losses in the engine, and more of the energy from the fuel is used to expand against the piston. This reduced heat means the radiator can be downsized (in relation to a gasoline engine producing the same amount of power) and the cooling fan can be made smaller. In many direct-injection diesel applications, the radiator size can be reduced by more than 35 percent.

1.10.2. Disadvantages

When compared to a gasoline engine of the same displacement, a diesel's biggest disadvantage is weight. Usually, weight per horsepower of diesel engines is significantly more than gasoline engines. The reason for the increased weight is that a diesel engine relies on a high compression ratio. In a diesel, the air is heated by the compression of the piston and the fuel is ignited by being sprayed into the heated air. As a result, its combustion pressure is much higher than a gasoline engine; a robust structure is required to withstand the high pressure. The combustion pressure of a naturally aspirated (no turbocharger) diesel engine is about one and a half times higher than that of a naturally aspirated gasoline engine.

Another reason the output of a diesel engine per cubic inch swept volume is less than that of the gasoline engine is because a spark-ignition engine can operate at a higher speed due to the combustion of gasoline being faster. Diesel fuel has a reduced combustion efficiency at high speeds because of the longer ignition delay, longer injection duration (in crankshaft angle degrees), and from the slow mixing rate. In diesel engines, the allowable smoke limits are very hard to meet at high speeds since the engine doesn't have enough cylinder event time to burn all of the fuel [14]. Since the diesel engine has a high compression ratio, the energy required to revolve the engine itself, named as friction loss, is greater than that of the gasoline engine. Therefore, when speed is increased to boost horsepower output, the friction loss raises enough to offset the output component, this limits the engine power.

1.11. Problems of using Straight Vegetable Oil in Diesel Engine:

Most natural fats contain a complex mixture of individual triglycerides; because of this, they melt over a broad range of temperatures. Most vegetable oils have a range of boiling and melting temperature rather than a specified one. Straight vegetable oil (SVO) has comparatively higher density & viscosity than fossil fuels. Table 2.1 shows a comparison of density of most commonly used vegetable oil fuel and that of fossil diesel.

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Table 1.2 Comparison of density for different vegetable oils and fossil diesel fuel

Oil Density at room temperature

(kg / m3)

Coconut oil 915

Mustard oil 913-923

Jatropa oil 920-930

Fossil Diesel 820-830

Higher viscosity and higher density limit the use of vegetable oils directly into Diesel engine cylinder. Problems associated using straight vegetable oil (SVO) in diesel engine can be classified in two groups, namely: operational and durability problems. Operation problems are related to starting ability, ignition, combustion and performance. Durability problems are related to deposit formation, carbonization of injection tip, ring sticking and lubrication oil dilution. The problems associated with using SVO [28] can be listed as below :

It has been observed that SVO when used for long hours, tend to choke the fuel filter because of high viscosity and insoluble present in the SVO.

High viscosity of SVO causes poor fuel atomization, large droplet size, and thus high spray jet penetration. The jet also trends to be a solid stream instead of spray of small droplets. As a result, the fuel is not distributed or mixed with the air required for burning in the combustion chamber. This result in poor combustion accompanied by loss of power and economy.

SVO has lower energy density than fossil diesel which causes higher BSFC for diesel engines.

The use of SVO efficiently in diesel engine, modification of fuel supply system and engine redesign is required; which is much costly.

1.12 Overcome of Problems:

Blending, cracking/ pyrolysis, emulsification or trans-esterification of vegetable oil may overcome these problems. Heating and blending of vegetable oil with fossil diesel also reduces viscosity and improve volatility of vegetable oil but its molecular structure remains unchanged; hence polyunsaturated character remains. Blending of vegetable oil with diesel at diffrent proportion like 20%, 30% etc. however reduces the viscosity drastically and the fuel handling

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system of engine can handle the vegetable oil diesel blends without any problems. Preheating is required to such a temperature to attain the viscosity comparable to diesel fuel and then the oil can be introduced into the engine following direct or indirect injection system.

It has been experienced that vegetable oil has the advantage of miscibility with diesel or kerosene and the blended fuels do not change the quality of solution for a long time at any mixed ratio. Thus a solution can be prepared by blending vegetables oils with either diesel or kerosene to reduce the viscosity thereby making the oils suitable for engine operation. This blend can be introduced into the engine where a partial substitution is possible.

Vegetable oil when mixed with methanol or ethanol in presence of a catalyst [28] ( Usually sodium or potassium hydroxide) at about 500C, glycerol is replaced and an ester is formed –where fatty acids do not create problems in respect of un saturation . This method of fuel modification improves fuel properties to meet the requirement of diesel engine, especially the low viscosity and high cetane number requirements.

Another method [28] of using a single vegetable oil is to make emulsion with a certain percentage of water immediately before injection but this technique requires some engine modifications for making emulsions. Using a single vegetable oil in diesel engine a long ignition delay is experienced having its High Self Ignition Temperature (SIT). Addition of enhancer with the oil before introducing into engine reduces the ignition delay and gives better engine performance.

1.13. Objective of the Present Research

1) To determine the present status and potentials of Mustard Oil in Bangladesh regarding their use in Diesel engine.

2) To determine the physical and thermal properties of mustard blending with Diesel and Kerosene.

3) To Study the performance of engine running with pure mustard oil & its blends with diesel and kerosene.

4) To compare the suitability of mustard blending with kerosene and diesel.

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CHAPTER-2

LITERATURE REVIEW The concept of using vegetable oils as a substitute of diesel fuel is an old one which dates back around 70 years [26]. Since then very little has been done regarding its vast use as diesel engine fuel primarily due to abundant availability of diesel. Moreover, there was no serious complaint against the use of diesel because its adverse effects on environment were not apparent at that time. In recent years, vegetable oils have received considerable importance to be used in diesel engines, because of its environmental friendliness and renewable nature. As a result, the international interest in the use of vegetable oils as diesel fuel has been once again renewed.

Apart from technical aspects, the study of P D Dunn and Wasan Jompakdee [28] gives a statistical information regarding vegetable oil production, its demand and relative cost analysis in Northern Thailand. They also compared the data obtained with diesel demand and cost. Several vegetable oils - groundnut oil, black soap, soybean and castor oil were studied. It was established in the investigation that vegetable oils could meet the entire -diesel demand in the agricultural sector in Northern Region of Thailand if 10% of sufficient in fuel. Among the oils studied, Ground nut oil proved to be the most prospective for its highest cultivable land goes into vegetable oil crop production. Thus the country could even be self- energy yield and favorable economic suitability and short growth period. Soybean was also established as engine fuel because of its general availability and high economic suitability. In comparison with current available diesel cost, vegetable oil was not found economic as fuel but it was expected that the situation might change in future from the viewpoint of replacing energy sources by renewable vegetable oils and a possible rise in diesel costs at a rate higher than general inflation. Apart from the use of vegetable oil as fuel, its use as a lubricant is another prospective area.

The study of Yaginuma et al [39] reflects the Japanese experience using different vegetable oil blends with kerosene to improve the performance of a small type high speed diesel engine under high load condition. They worked with a single cylinder direct injection, 4-stroke, air cooled, diesel engine applying four blends (20%, 40%, 60% & 80% by volume) of soybean oil with kerosene as well as rapeseed oil with kerosene and compared the results with that of pure diesel fuel. They also studied the spray distribution of each blend in atmosphere using 4 hole nozzle injector. The result shows that a blend of 20% vegetable oil with 80% kerosene by volume fairly improves the thermal efficiency of the test engine under high load. Therefore, it was recommended to use 20% to 40% vegetable oil blends as a successful alternative. Spray characteristics was studied both under high and low pressure injection in atmosphere where the low pressure injection showed better performance.

Investigation of A. Permsuwan et al [46] was directed towards the suitability of vegetable oils as lubricant considering physical properties of both mineral and vegetable based lubricants. They

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found vegetable oils more suitable as lubricant than as fuel when compared to conventional mineral oil based lubricants. Sunflower, Olive, Rapeseed and Castor oils were applied to a single cylinder SI engine in place of conventional lubricants. Comparing the physical properties (viscosity index extreme pressure resistance and volatility) of the oils and their performance during the test castor oil proved to be the most promising. They noted that since the vegetable oils have higher viscosity they would result in greater value addition if used as lubricants rather than as fuel. Again vegetable oils are easily biodegraded than mineral oils, so it reduces pollution effect on environment. Following the investigation report vegetable oils art, better recommended to be used as alternative lubricant than as alternative fuel.

Masjuki H. H. and Sapuan M. S. [38] investigated the performance characteristics of diesel engine running with Palm Oil Diesel (POD) and its blends with conventional diesel as well as their effects on wear characteristics. Palm Oil Diesel is methyl ester of crude palm oil developed by Palm Oil Research Institute of Malaysia. The research carried out on a 7 hp, 4-stroke, single cylinder, condenser cooled diesel engine - fuelled by POD, conventional diesel as well as their blends of 25%, 50% and 75% by volume. Engine performance and wear characteristics of piston ring, cylinder liner and other rubbing components have been studied for each of the alternative fuel and its blends. The results showed that maximum power was developed at 1950 rpm for 50% POD blend with diesel by volume compared with other blends. They also noted that diesel produced the lowest power at the same speed. So, the use of POD or its blends with diesel improved bhp at the same speed. This was because of the higher specific gravity and viscosity of POD and its blends with diesel resulted in more fuel injection into the engine. Although the test engine required almost the same bsfc at the lower speed up to 2000 rpm, POD fuelling required lower bsfc at the higher speeds. This might happen because POD acted as fuel as well as lubricant resulting in less heat losses. It was concluded that POD and diesel blend of 50% by volume showed the best outcome for bhp and bsfc parameters. The study of wear characteristics showed that POD and its all blends with diesel increased anti-wear characteristics compared to using either pure POD or diesel as fuel.

Bari and Roy [25] examined the suitability and prospects of locally available Rice Bran Oil (RBO) as diesel engine fuel in Bangladesh. Physical and thermal properties were measured and its higher viscosity was reported as a main problem of using it directly into the diesel engine at normal conditions as an alternative to diesel fuel. They carried out the experiment using kerosene blends with 50% RBO by volume running a 2- cylinder, 4-stroke, direct injection, diesel engine at variable load conditions but at constant speed of 1500 rpm. Performance test results showed a slight decrease of rated power of the engine but an increase in thermal efficiency and bsfc. Bsfc increased because of high fuel consumption to produce the same power. Chemical composition of RBO was analyzed and it was reported that RBO has got 12% oxygen in it. This oxygen might take part in the combustion process thereby supplying excess oxygen to the blended fuel to produce the same power as diesel resulting in higher efficiency. Because of its low cost of

14

production and the present limited utility, RBO was recommended as a potential substitute for diesel fuel for self-reliance of the country and saving foreign currency.

Kotsiopoulos and Yfants [37] tried to use waste olive oil as an alternative to diesel fuel in a 4-stroke, direct injection, diesel engine. Engine performance was observed applying olive oil and kerosene blends of 0/100, 25/75, and 50/50 percent by volume. Running the engine at variable loads showed that as olive oil percentage was increased in the blends, bsfc increased but the maximum pressure decreased. Exhaust emissions from running the engine with each blend were analyzed and the results showed that smoke content of exhaust increased as the load on the engine increased. It was finally concluded that the olive oil and kerosine blend of 50/50 percent by volume proved to be the most promising when compared to other blends.

In U.K, Nwafor and Rice [42] investigated the performance of an air cooled, unmodified diesel engine running with neat rapeseed oil. The results obtained were compared with the performance obtained using only diesel in the same engine. They noted the viscosity of rapeseed oil as a main problem of using it directly into the engine. The overall performance was such that the maximum power output was reduced, brake thermal efficiency was increased due to decrease in friction power having the higher viscosity of rapeseed oil, mechanical efficiency was increased and HC emissions were lower but bsfc at 3000 rpm were similar when compared with the baseline data using only diesel in the engine.

In Nihon University, Japan, Fukuo Yaginuma et al [50] tested a single cylinder, water cooled diesel engine running with blends of a heavy fuel and low grade oil kerosine for comparison of performance to diesel. The results showed that a mixture of 60% fuel oil and 40% kerosine (by volume) improved thermal efficiency fairly in case of heavy loading for high pressure injection. The experiment was carried out at several injection pressure using three types of injection hole diameter in order to observe the spray distribution and penetration effect in the atmosphere. Small size injector hole diameter of 0.3m at high pressure injection developed a tip velocity of 120 m/s in the atmosphere. High tip velocity is very important for improvement of fuel atomization. Also this blended fuel was cost effective than the mere diesel, in Japan.

Apart from vegetable oils use of alcohol fuels as diesel alternative has been studied widely in many countries. In Japan, S. Moriya et al [39] studied the exhaust emission quality and engine performance using various blends of ethanol and diesel, adding kerosine as strong solving agent. Ignition temperature for each blend was measured independently and effect of the blends on engine performance was noted. Ignition temperature of ethanol was the highest whilst ignition temperature of diesel and kerosine were about the same at low level temperature and, therefore, ignition temperature of blend increased as the ethanol percentage in the blend was increased. The result of the experiment showed that although bsfc increased, the thermal efficiency, N0X and smoke were decreased when ethanol ratio was increased in the blend.

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Although further research is required for successfully employing vegetable oils in diesel engine as alternative fuels it has been observed in many cases that the power and efficiency of diesel engine operating with vegetable oil is not significantly different from the performance of the engine when used with diesel fuel alone. Two major problems of using vegetable oils as alternative to diesel fuel are viscosity and the carbon build-up in the cylinder and around the injector. This carbon arises from the formation of gums due to thermal decomposition of the fuels having their unsaturated chemical bonds. Therefore, before selecting a vegetable oil its particular characteristics of carbon formation must be known in order to run the engine safely. P.D. Dunn and W. Jampakdee [29] developed an experimental set-up of measuring the rate of carbon build-up by using a transducer. Due to change in resistance of the carbon film, the transducer's sensor gives a voltage reading which increases with increase in the thickness of carbon film. The authors carried out the experiment running the engine at 1500 rpm applying 40% load. Further tests were recommended at other speeds and load settings and they suggested that the tests can be applied for other fuels.

Highly viscous crude vegetable oil has a tendency to polymerize [51] into three dimensional structure during storage and combustion. When this oil is converted to its esters, its thermal stability is improved as experimentally found by F.N. Ani et al [22] in U.K. They worked with palm oil and its esters and combustion characteristics were also studied using suspended single droplet combustion in a constant temperature furnace. The ignition delay of palm oil methyl ester was observed to be longer than that of diesel fuel. In order to study the combustion behavior, its droplet sizes in the spray was also observed and it was found that viscosity has a significant effect on droplet size distribution.

Higher viscosity caused poor atomization and slow rate of burning of bigger droplets and consequently longer ignition delay. To improve the atomization preheating of crude oil and to improve the ignition quality addition of an ignition enhancer was suggested. Alternatively, increase of injection pressure with some modification of nozzle hole was also suggested to improve the ignition property. Increase in injection pressure increases the engine speed which, in turn, changes the temperature/time and the pressure/time relationships and, therefore, decreases ignition delay.

To overcome the problem of ignition delay and also to improve the engine performance operating with vegetable oils, Bhasker, T et al [41] in India, conducted an experiment with Low Heat Rejection (LHR) engine. The test engine was modified using a ceramic coated cylinder head and air gap cylinder liner to maintain the low heat rejection from the engine. The high incylinder temperature thus, reduced the ignition delay and made the combustion faster for vegetable oil fuel injected into the combustion chamber and therefore, thermal efficiency of the engine was improved significantly due to better vaporization of fuel. Alternatively, they used two ignition improving additives namely Short Boiling Point (SBP) oil and equal quantities of SBP+Shale Mineral Turpentine (SMT) but worked with unmodified engine. The result showed a

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better engine performance and reduction in smoke emissions thereby reducing ignition delay due to the additive used.

As already mentioned earlier, use of vegetable oils in diesel engine creates a problem of fouling of the injector i.e spray formation is effected and deposits subsequently dislodge and enter the combustion chamber. Another problem is the emission of visible smoke comprising of carbon and heavy hydrocarbons in the exhaust gases. In order to overcome these problem and to reduce the oxides of nitrogen emissions, F. Kiannejad et al [36] suggested to emulsify the fuel with water leading to improve atomization. They studied the engine performance at two operating speeds of 1500 and 750 rpm at variable loads. Dry vegetable oil based fuel and emulsion of this with 5, 10, and 15% by volume of water were tested. The emulsion were prepared continuously, immediately prior to injection by means of a high speed rotary mixing device. The result shows that emulsification reduces the oxides of nitrogen emission and smoke. Emulsified fuels exhibited slightly longer delays and lower thermal efficiencies at the same conditions.

Cost and energy evaluation is necessary before considering any vegetable oil as a viable substitute for diesel fuel. Because it is not only the price of vegetable oil compared to commercially available diesel fuel but also a socio-cultural factor for which vegetable oils are not yet established as a viable alternative to diesel fuel. Dunn, P.D. et al [28] analyzed an index known as energy ratio for vegetable oils available in Northern Thailand. Energy inputs and outputs were evaluated for the production of vegetable oil fuels. Inputs mainly considered the cost of oil production i.e, land preparation, planting, irrigation, fertilizer, pest control, harvesting, threshing or stripping, drying, storage, transportation etc and also the cost involved in the maintenance of relevant agricultural machinery, oil recovery from seeds. Output analysis considered the percentage of oil in seeds, energy content and cost of oil. The main advantage of vegetable oil is that some of the inputs are oil based products, for example, oilcake may be used as fertilizer which enables the cultivator not to spend much money for expensive chemical fertilizers. All these factors were considered in input and output analysis. They defined 'Energy Ratio' as:

Energy Ratio = Energy Content of Vegetable oil

Total Energy Input

For successful use of vegetable oil energy inputs must be less than the energy content of the oil. Higher the energy ratio better the vegetable oil to be established as fuel.

Nwafor and Rice [42] studied a single cylinder unmodified diesel engine performance operating with rapeseed oil modified in three ways i.e. using rapeseed methyl ester and its blends with

17

diesel fuel, neat rapeseed oil and its blends with diesel, preheated neat rapeseed oil. They made comparison between the fuels operating on the same engine. Engine performance was normal in all the cases. Blends of rapeseed oil and diesel proved improvement in performance at low speeds operations. Fuel heating method proved to be beneficial at low speed and part load operation. It was concluded that under favorable condition the engine performance with vegetable oil fuel could exceed that of diesel fuel operation.

CHAPTER – 3

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STATUS OF VEGETABLE OILS IN BANGLADESH As Bangladesh is an agro-based country and suitably placed on the globe it has technological suitability and potential resources such as suitable soil, water and climate to grow more than one oilseed crops throughout the year [21], and as such a wide variety of vegetable oilseeds are produced each year mainly in the winter season. Common plant origin vegetable oils are mustard, sesame, soybean, sunflower, linseed, groundnut, cottonseed etc. Among the vegetable oilseeds produced, only a few are used for extraction of oils from them for multi-purpose uses. The production of oilseeds in this country seems to suffer from unplanned input and management strategy. The existing policy is not enough to support a large scale production and processing towards attaining self-sufficiency [35,47]. Production of some oilseeds can be increased in a planned way if the current extremely limited use of their oils are extended to non-edible purposes as substitute of petroleum products and mineral oils.

In Bangladesh only around 4.3% of the total cultivable land consisting an area of about 1.45 million acres goes into production [34,40] of mustard, sesame, groundnut and sunflower. An additional 1.2 million acres of lands in tea gardens, forest areas and the uncultivable lands in 'haor' and 'char' can be used for production of vegetable oilseeds. The total production can be estimated upto 1.0 to 1.2 million MT of oilseeds against the current production of 0.45 million MT.

Vegetable oils are mainly consumed as cooking oil which is estimated to be around 85% of the total available oils in Bangladesh [34]. Although several researches have been carried out on edible oilseeds but no consideration has been given to non-edible oils and their production potentialities. Main non-food uses in Bangladesh are in soap industry, surface coating (e.g. paints, varnishes etc.), printing inks, cosmetics and personal care products (especially coconut oil), textile processing, leather processing, shoe polish etc. Obviously the demand is not very high and there is no drive for increasing their production.

Another remarkable advantage of vegetable oils is the facility of utilizing their by-products. Oilseeds and oil processing based by-products are a source of many industrial raw materials. Livestock and Fishery sectors largely depend on oilcake derived after extraction of oil from oilseeds, Oilcake is largely consumed as traditional feed for cattle and as organic natural fertilizer. Successful poultry and fishery sectors in Bangladesh have generated enormous demand for oilcake in recent years. By-products from oil refineries are used in soap industries as raw materials.

Only a comprehensive plan and strategy involving various agencies in production, processing and policy issues with definite objectives and targets can increase production of High Yielding Variety (HYV) of oilseeds and to explore diversified use of these oils can really contribute to the national economy thereby establishing self-reliance in energy supply both for edible and non-edible purposes and save a large amount of hard earned foreign currency. Fortunately

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Bangladesh government has taken up a program to strengthen research and extension of oilseed crops under Crop Diversification Program (CDP), associated with a number of organizations and research centres for increasing total oilseed production in the country.In addition to edible oilseeds considerable importance has been received to facilitate non-conventional uses of linseed, cottonseed, castor etc.

3.1 Existing Production Strategy and Technology

A survey of the suburban areas of Dhaka city where a wide variety oilseeds are available and a number of oil mills extract huge amount of branded and non-branded vegetable oils, it was learnt that the technology differs significantly for cultivating different oilseed variants. The matter is discussed briefly in the following sections.

3.1.1 Mustard

This is widely produced and available everywhere in Bangladesh as winter season product and its oil is consumed for edible purpose. Mustard seed covers approximately 70% of the total vegetable oils [21] in this country. In addition to traditional local variety there are 10 High Yielding Varieties (HYV) of mustard namely Kalyania, Sonali Sarisha, Sampad, Sambal, Daulat, Dali, Agrane - which give yield of about 2 to 3 times that of traditional one. Eighty percent of the farmers grow mustard without applying any recommended fertilizer, irrigation and other management practices. Only 2-3% of the oilseed area is covered by irrigation [21] but normally no pesticides are applied. It is usually grown as a sole crop. However, in some areas it is also grown as a mixed or an intercrop. The maturity period varies from 70 to 100 day depending on the variety of crops. Mustard oilseed contains 39-46% [36] oil. An oil mill reports that some 40 kg seed produces 12-13 litre oil and 25-26 kg of oilcake, it means the oil extraction ratio can be estimated as 3:1. In addition to local products a small quantity of mustard oilseeds are imported from‖ foreign countries like Poland and Canada to meet the current demand of edible oil of the country. The main reason of this is that the huge productive potentiality of this country is yet to be established to make its production compatible with the needs. Besides a large quantity of non-branded mustard oil, a considerable quantity is also available under a number of branded names. These brands are consumed mainly by the urban people. TEER Brand, Shuresh Brand etc. are some examples of Brands of mustard oil available in the local markets. Pure mustard oil is rarely available in the country. In most cases sesame and linseed are mixed with mustard seed and crushed for oil. Current average price of this oilseed is Tk. 40-45 per kg and that of the oil is Tk. 120 - 130 per litre. The price remains lower in January - April period i.e. in the season. Oilcake is obtained as solid substances during extraction of oil from its seed and is sold at a retail price of Tk. 3-4 per kg.

3.1.2 Sesame

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Based on area and production sesame stands second in rank i.e. next to mustard. Depending on seed category, appearance, and oil extraction quality and quantity, two distinct types of sesame are noticed in Bangladesh - the white seeded and the red seeded. The white seeded variant also locally known as Guzi sesame is short-day form that is grown in winter. The red seeded also locally known as Baishakhi sesame is long-day variant and are grown in the summer season. This type is available at a low price everywhere in Bangladesh. There is another type of sesame that is rarely found and is grown in the rainy season, preferably in highlands.

The above types of sesame are normally grown without taking any special care - irrigation, pesticides etc., so these are commonly sensitive to water logging and susceptible to disease. Three additional HYV have recently been identified by Bangladesh Agricultural Research Institute (BARI) with about 50% higher yield potential over the current one [21] . Improved management practices like fertilizer use, time of harvest, practice of intercropping should be followed to have the best possible results from these varieties.

Sesame oil is mainly consumed as edible oil in rural areas but the consumption is limited compared to mustard oil and its potentiality for use in any other purpose is not so far reported. Local sesame oil is not seen in the open market under any Brand name. Some varieties of sesame have the main advantage of producing them round the year and therefore, more potential for increased production.

Oilseed of sesame contains 40-44% [47] oil but the extraction ratio is approximately same as that of mustard i.e. 3:1.

3.1.3 Soybean

As a crop this is still insignificant in Bangladesh. A small quantity of soybean oilseed is locally cultivated. However, the popularity of this oil for edible purposes is increasing day by day. Import records show that about 65% [21,23] of total edible oil import goes to the account of Crude De-gummed Soybean Oil (CDSO), in recent years. Main supplier countries of CDSO are USA, Brazil and Argentina. This trend continues since the crude soybean oils are available in international markets at a price much favorable compared to other locally produced edible oils like mustard oil, sesame oil etc. No use of soybean oil other than that for edible purposes is so far reported in this country. A number of branded soybean oils are available in local urban markets particularly in major cities - Dhaka, Chittagong, Sylhet, Khulna etc.

Average cost of these oils is Tk. 120-125 per litre. Basically, producers of these oils acts as trading channels than as producers. They import crude Soybean oils in exchange of foreign currency, refine those in their own premises using refining equipments set-up, pack those oil in various pack sizes and then sell in the local open markets. This common scenario has been observed even over the last years when the demands for edible oil increased rapidly.

3.1.4 Sunflower

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Sunflower is a relatively new oilseed crop in Bangladesh and only one variety is produced in a limited quantity in Gazipur and Faridpur districts in the winter season. A large scale production is not seen because of common trend of consuming mustard oil or soybean oil, and the lack of sufficient technical inputs to the cultivators in the country. These plants can be cultivated the year round and can be intercropped with soybean, groundnut and pulses. It contains 40-44% of oil in it . The crop itself is moderately salt and drought tolerant, so there is bright scope of production area expansion in charlands and saline areas of the southern districts. Because of this potential for adaptability to Bangladeshi farming system huge production targets can be set for its other uses also.

Reportedly, farmers of some highlands area in Gazipur produce this crops with greater interest and prefer to consume its oil for edible purposes than other ones. Unlike soybean or mustard oil, sunflower oil is not widely available in the open market under any brand name or otherwise. Therefore, the representative oil price could not be known but seed can be obtained at Tk. 50-60 per kg.

3.1.5 Linseed

Linseed is widely produced almost everywhere in Bangladesh in the winter season only. It has the main advantage over the other vegetable oil seeds of being produced as a side product of wheat. It means, it can be cultivated simultaneously on the wheat field. No special fertilizer or irrigation is required for its cultivation as all the inputs required for wheat cultivation are sufficient. Linseed productivity is the same as those of mustard or sesame and sometimes gives a higher productivity depending on the technology of input and management practices. It is also grown as a single crop. This crop has a moderate maturity period of 100-115 days [47] and the seed contains about 40% oil. Thus linseed oil has an extraction ratio higher than the extraction ratio 3:1 of mustard or other common vegetable oils. In the winter season the seed price remains considerably low and therefore its oil is used as an adulterating additive to the main edible oils to make the edible oil commercially competitive. Linseed oil on its own is unsuitable for cooking, so, its main use lies in the non-edible field. This is basically a drying oil, and as such, normally is used for industrial purposes i.e. in producing paints and colours, in pudding additives used for glass and wood furniture fittings. Reportedly, a small quantity of linseed oil is used in herbal medicines. In the off season a large amount of dry linseed remain unused and consumed as feed for livestock and fisheries. No potential measure have so far been reported to diversify its alternative uses.

3.1.6 Groundnut

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Groundnut is mainly produced in Savar, Pabna and in a small quantity in the other parts of the country. At present, four improved varieties are available for cultivation namely Dhaka-1, DM-1, DG-2 and the ACC-12. Dhaka-1 [21] is the traditional variety; DM-1 is very dwarf and short durated and can be intercropped with sugarcane, maize, cotton etc. Most of the farmers grow local varieties of groundnut without the inputs like irrigation and fertilizer. As a result the present yield level is very low whereas the yield level of HYV's of DG-2, DM-1 & ACC-12 with better management practice is three times. There is much scope for area expansion for groundnut cultivation suitably in river side and charland areas.

Groundnut is not widely used as edible oil source rather it is consumed directly as roasted nut/snack. Raw groundnut is available at a local price of Tk. 120-125 per kg but its oil is rarely found in the open markets. The raw seed contain much more oil than any other oilseed.

In addition to the oilseeds described above, oil can be extracted from maize, cottonseed, castor but their true potentialities are not determined because of their extremely limited use. Recently maize is marketed as edible oil in this country. Cottonseed oil is exclusively being used for soap making. Use of castor oil is limited to varnishing industries as it is unsuitable for cooking.

3.2 Oil Extraction Methods

Oil mills in Bangladesh generally utilize outdated technology that yields less than maximum output of edible oil in terms of both quantity and quality. Due to this outdated processing equipment, 6% product is lost which accounts for 10,600 MT of oil loss annually [35] . Use of new, more efficient extraction techniques provides a major opportunity to achieve the full potential of the processing industry.

Existing Oil extraction facilities in Bangladesh can be better explained in 3 main types-

i. Indigenous ghanis,

ii. Power driven mechanized oil mills,

iii. Solvent extraction plants.

Bullock driven indigenous village ghanis extract a considerable portion of locally produced oilseeds (about 30%) in rural areas. However, the extraction efficiency of the ghanis is very low where about 2 0% residue oil remain in the cake. This means it can extract only 70% of the oil content of the oilseeds.

In urban or suburban areas electrical power driven mechanical oil mills process about 65% of oilseeds available in Bangladesh. Efficiency of such mechanical ghanis depends on the maintenance of expellers and ghanis, filter etc., where upto 89% of the extractable oil can be extracted [35] . The operation of such oil mills can be better explained with a block diagram of Figure 3.1.A mechanical ghani consists of a mortar and pestle arrangement drive by an electric

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motor, pulley and belt system. A typical oil mill consists of 4-10 pairs of ghanis, belt driven from a single shaft. Oil is extracted in two or three stages in such an oil mill.

Oilseed is poured in the rotary conical mortars from top where seed is pressed to extract oil. Oil starts to separate from the highly pressed seed and emerges through an aperture at the base of mortar. It is the first stage extraction where the oil is collected into a large drum of crude oil. Oilcake obtained from this 1st stage contains huge amount of oil and subsequently taken into an expeller for further pressing out of oil. Usually the cake obtained from the 2nd stage expeller operation is sold in the market and the oil is taken into the crude oil drum. As a measure of efficiency a typical oil mill subsequently pass this oilcake through further expeller arrangements for pressing out oils. To remove solid substances from the crude oil obtained from both ghanis and expeller operation, the crude oil is then pumped with a reciprocating pump into a filter press where the oil releases solid substances. Refined oil is then collected from the filtering machine into a pure oil drum for packing and marketing.

Figure 3.1: Flow diagram of oil processing in a typical mechanised oil mill.

Solvent extraction is the most modern way of oil extraction where only 1% residue oil remains in" oilcake. Presently four solvent extraction plants exist in Bangladesh for extraction of luarginal oil remaining with oilcake. However, these mills remain inoperative most of the time for want of vegetable oilseeds. The mills can run only about 5 months in the year which means they have only 42% capacity utilization [35] . Therefore, the main constraint lies with production not with the processing industry.

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3.3. Prodcution Status of Vegetable crops in Bangladesh:

Table: 3.1 prodcution statistics of vegetable crops in Bangladesh

Year Wise Cultivated Area (Lakh Ha), Production (Lakh MT) and Yield (MT/ha) of Oil Crops

Name of Crops 2011-12 2012-13

Area ( Lakh ha)

Production (Lakh MT)

Yield (MT/ha)

Area (Lakh ha)

Production (Lakh MT)

Yield (MT/ha)

Mustard 4.84 5.25 1.09 5.18 5.68 1.10 Soybean 0.61 1.05 1.71 0.67 1.16 1.73

Groundnut(Winter) 0.8 1.15 1.44 0.76 1.15 1.51

Groundnut(Summer) 0.07 0.11 1.57 0.07 0.11 1.57

Total Groundnut 0.87 1.26 1.45 0.83 1.26 1.52 Seasame(Winter) 0.23 0.20 0.85 0.12 0.07 0.61

Seasame (Summer) 0.69 0.68 0.99 0.75 0.77 1.03 Total Seasame 0.92 0.88 0.95 0.87 0.84 0.97

Total Oils 7.24 8.44 1.17 7.55 8.94 1.18

Year Mustard Seasame(Til) Soybean Groundnut Others Total (‘000 tons)

(‘000 tons) (‘000 tons) (‘000 tons) (‘000 tons) (‘000 tons)

2005-06 334.0 66.0 74.0 147.0 7.0 632.0 2006-07 367.0 61.0 64.0 120.0 6.0 618.0 2007-08 552.0 70.0 64.0 131.0 4.0 821.0 2008-09 499.0 88.0 93.0 155.0 5.0 840.0 2009-10 510.0 99.0 78.0 156.0 4.0 847.0 Source : Department of Agricultural Extension (DAE)

The production of mustard seed in every year is higher than any other oil seed.The environment also suitable for production of mustard. Every year the cultivating land is decreasing. To acheive the sufficient production of mustard as alternative fuel must be increased production per hector.

CHAPTER – 4

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EXPERIMENTAL SET-UP AND PROCEDURE This chapter describes the different experimental set-up and procedures both for measuring fuel properties and study of engine performance.

4.1 Determination of Fuel Properties

This section describes experimental set-up and procedures of measuring some relevant fuel properties - density, viscosity, volatility, carbon residue, ash content, heating value and flash point. Individual set-up for each parameter are outlined below:

4.1.1 Density

Density of fuel at different temperatures (31, 70,100ºC) were measured by a standard 25 ml marked flask. Weight of the fixed volume of fuel (25 ml) was measured at different temperatures by an electronic balance which measures up to 0.0001 gm. The density values are reported in kg/m3.

4.1.2 Viscosity

Viscosities of fuels were measured as per ASTM standard D88-56 [19] using saybolt viscometer and accessories. Time of falling of 60 ml sample under controlled conditions through a standard oil tube was measured. This time is reported as Saybolt Universal Second (SUS). Corresponding kinematic viscosity was obtained from ASTM standard conversion chart ASTM D2161-79 [18] and the value was checked by computing the same as per empirical formula over a wide range of SUS. Measured values of kinematic viscosities are presented on ASTM standard D341-87 Viscosity- Temperature charts.

4.1.3 Carbon Residue

ASTM standard D189-81 [20] method was followed to determine carbon residue of the test fuels. A weighed quantity of sample was placed in the apparatus subjected to destructive distillation. At the end of specified heating period, the final weight of remaining material in the crucible was taken. The weight of the residue was calculated as the percentage of original sample and the result is reported as Conradson carbon residue.

at 700-800 °C for 10 minutes. Crucible was then cooled and weighed. The residue at this stage was the ash content of the test fuel and it was reported as percentage weight of original sample.

4.1.4 Heating Value

26

Heating values of fuels used in this research were measured experimentally following ASTM standard D240-87 [16] using an oxygen bomb calorimeter [Fig:4.1]. One gm of previously weighed sample was burnt at constant volume. Heat of combustion was computed from temperature observations using a digital thermometer before, during and after combustion with necessary temperature corrections.

4.1.5 Flash Point and fire point

Flash point of test fuels were measured as per ASTM standard D93-85 [17] using Pensky-Martens closed tester. The sample taken into the closed-cup tester was heated slowly with continuous stirring. A flame was inserted into the oil cup at every 2°C temperature rise of the oil. Flash point of the fuel was noted as the lowest temperature at which application of the test flame causes the fuel vapor to give flash of fire and then disappear.

Fig: 4.1: Bomb Calorimeter

27

Fig-4.2: Water contents after combustion

Fig-4.3:- Measuring the weight of fuel

Fig-4.4: Different blend of Mustard

28

Fig-4.5: Pure mustard in the crucible

Fig-4.6: Fuel burning in the burner

Fig:4.7-Determining Fire point of the fuel

29

Fig: 4.8: Saybolt Viscosity meter

4.2 Determination of Engine Performance Parameters

This section describes the experimental set-up for measuring the different engine performance parameters. The engine used in this investigation is a Sifang model S195G, four stroke, single cylinder, water cooled, direct injection diesel engine. The experimental set up in this respect involves the engine and dynamometer assembly, air inlet and exhaust system, cooling water inlet and outlet system fuel inlet system and measuring facility. Figure 4.9 is a schematic diagram while figures 4.11 to 4.16 are the photographs of the engine experimental set-up. The equipments used to measure the different parameters for calculating the engine performance in this test are given below:

4.2.1 Load

A water brake dynamometer model TFJ-250L was used to load the engine. The amount of load in kg applied on engine was measured from the digital display unit connected with an electronic load cell transducer associated with the dynamometer unit.

30

4.2.2 Speed

The engine speed was measured directly from the same digital indicator unit of the dynamometer, which is a magnetic type tachometer. In calculating brake power, the speed value on the digital unit was used which was incorporated in dynamometer design and its constant.

4.2.3 Temperature

Temperatures at cooling water inlet and outlet, Lub oil cooler outlet, exhaust gas and air inlet, and Lub oil, were measured by chromel – alumel K type of thermocouple which were connected to Omega digital thermometers. These thermometers have a measuring range of -50°C to 1200°C with a resolution of 1°C and they require no room temperature correction.

Figure 4.9 : Schematic diagram of the test engine setup.

31

4.2.4. Fuel Flow Rate

The diesel and vegetable oil delivered to the injection pump under gravity were measured volumetrically 100 ml. by digital weightmeter and a stop watch.

4.3. The Dynamometer

Water brake type dynamometer from Tokyo Meter Co. Ltd of model no.TFJ-250L was used for simulating artificial loads and testing engine performances. The dynamometer varied the load on the engine using variable water flow as well as variable impeller blade angles. A non-contact magnetic induction tachometer and a Wheatstone Bridge load cell was used for speed and torque measurements. Some specification of the dynamometer is given below:

Table 4.1: Dynamometer Specification

Dynamometer: Model TFJ-250L

Max. braking horsepower (PS) 250

Revolutions at max. braking horsepower point (rpm)

2500 to 5500

Max. braking torque (kg.m) 71.6

Max. revolutions (rpm) 5500

Max. braking water quantity (Lit/min.) 75

GD (Kg. m2) 0.25

Weight(Kg) 575

Main bearings Ball and roller bearings drip-feed lubricated

32

Figure 4.10: Water Circuit of the Dynamometer: 1. Water Draining, 2. Dynamometer and its accessories, 3. Dynamometer, 4. Water Supply, 5. Pump, 6. Water tank

4.4. Preparation of Engine and Equipment Set-up

Following steps were followed in preparing dynamometer:

1. Engine was checked for starting up (by checking the cooling water, lube oil etc.).

2. It was made sure that bolts were secured at connection between the engine and the dynamometer had been tightened.

3. The protective covers on exposed running parts were inspected.

4. Drain cock was closed (installed on the lower portion of the dynamometer body).

5. The dynamometer control handle was turned to the lowest loading position (lower limit).

6. Dynamometer feed valve was closed.

7. Dynamometer water feed pump was started up.

8. The engine was started up.

33

Fig-4.11: Engine Mounted on the Dynamometer load

Fig:-4.12: Exhaust pipe of the engine

34

Fig-4.13: Total setup of the engine test.

Fig-4.14: Dynamometer

35

Fig-4.15: Fuel supply tank & weighting meter

Fig-4.16: Observation of the supervisor while taken data

36

Chapter-5

Results and Discussions This chapter deals with analysis of experimental results obtained both in fuel testing and in engine performance study.

5.a. Physical Properties

5.1 Fuel Testing to Determine the Physical Properties

In this experimental investigation mustard oil blended with diesel and kerosene. The blend of mustard with diesel is denoted M20,M30,M40,M50 & M100 and the blend of kerosene with mustard is denoted m20,m30,m40 and m50.The blends were tested for density, viscosity, kinematic viscosity, dynamic viscosity, heating value , flash point and fire point.Finally, comparison has been done for diesel and kerosene blend of at the same operating conditions. Fuel testing results are presented in Appendix-C from table 5.3.1 to 5.3.11

5.2 Properties of Diesel Blend:

5.2.1 Density:

The figure shown below reveals that density of the fuels decreases with the increase in temperature. Mustards blends with diesel have comparatively higher density than fossil diesel.Density of pure diesel is 836.00 kg/m3 & the density of pure mustard oil is 934.00 kg/m³.

760

780

800

820

840

860

880

900

920

940

960

0 20 40 60 80 100 120

Density

(Kg/m³)

Temperature(ºC)

Variation of Density with Temperature

M100

M50

M40

M30

M20

D100

37

Fig: 5.1.1. Variation of density with temperature ( mustard blend with diesel)

By calculating we found that M20 is 1.8% higher, M30 is 2.63%, M40 is 3.46%, M40 is 3.58%, M50 is 4.34% & M100 is 10.5% higher density than pure diesel at room temperature

(31° C). Although high density properties of mustard , preheating is not required for using M20 and M30 at CI engine. Before using M 40,M50 & M100 in CI Engine is heated at 60° C,70° C, & 100 ° C so that engine started smoothly; otherwise the engine not started properly and occurs high vibration.

5.2.2 Viscosity:

Viscosity of the fuel exerts a strong influence on the shape of the fuel spray; high viscosity for example, causes low atomization (large-droplet size) and high penetration of the spray jet. A cold engine, with higher viscous oil, discharge wills almost a solid stream of fuel into the combustion chamber and starting may be difficult while a smoky exhaust will almost invariably appear. On the other hand, very low viscous fuel would cause to pass through the leakage of piston and piston wall especially after wear has occurred, which subsequently prevents accurate metering of the fuel. From figure 5.1.2 we find that that, the viscosity of fuels decreases with the increase of the temperature.Apparently the viscosity of the pure mustard oil (M100) is higher than all other blends whereas the fossil diesel fuel (D100) is the lowest. By calculating we find that M20 is 51.17%,M30 is 64%,M40 is 71.91%,M50 is 78.6%, and M100 is 93.75% higher viscous than fossil diesel at the room temperature. We also observe that while the blends are are heated about 70ºC the viscosity becomes close to diesel fuel (3.96 mm2/sec) but the viscosity of the pure mustard oil found 9.79 mm2/sec while heated at 100ºC.

0

10

20

30

40

50

60

70

0 20 40 60 80 100 120

Viscosity (CST)

Temperature(ºC)

Variation of Viscosity with Temperature

M100

M50

M40

M30

M20

D100

38

Fig: 5.1.2 Variation of Kinematic Viscosity with temperature

5.2.3 Heating Value for Different Fuels:

By experiment we found that, diesel fuel has heating value about 44 MJ/Kg & heating values of the mustard blend for M20,M30,M40,M50 & M100 found 41.3 MJ/Kg, 39.00MJ/Kg, 36.7 MJ/Kg, 34.562 MJ/Kg & 32.43 MJ/Kg respectively.The heating value of the blends decreases with the increasing of mustard blend.Its due to lower heating value of the mustard oil.

Fig: 5.1.3 Variation of heating value for mustard blend with diesel

5.2.4 Carbon Content in M100 (Pure Mustard):

When a fuel is burned with a limited amount of oxygen, carbon residue is usually left. The heavier ends of the liquid fuel suffer from the incomplete combustion and therefore yield carbon in the combustion chamber. High carbon residues increase the deposit in combustion chamber and around nozzle tips, thus adversely affecting the spray characteristics. We found carbon percentage in pure mustard 0.37%.

5.2.5 Flash Point and Fire Point:

Flash and fire point are determined for every blend of Mustard and kerosene. Flash point of pure mustard oil is 3100 C and fire point is 3500C. Flash point and fire point gradually decreased with the increase of blend with diesel. Besides, while mustard blend with kerosene flash and fire point

0

5

10

15

20

25

30

35

40

45

M20 M30 M40 M50 M100 D100

Calorific Value

(MJ/KG)

Blend of Mustard

39

gradually increased with the increase percentage of mustard. For blend of mustard with diesel we found flash and fire point as below:

Table: 5.1 Flash point and Fire Point for Diesel Blend

Blend M20 M30 M40 M50 M100 Diesel Flash Point 85 85 100 130 310 72 Fire Point 100 110 120 110 350 90

5.3 Properties of Kerosene Blends :

5.3.1 Density:

Figure 5.3.1 shows the density of different bio-fuel blends with kerosene at different temperature. Pure Diesel D100 shows the lowest density and the pure mustard M100 shows the highest density. The density increases with the increase of bio-fuel blends. Density of the fuel is an important property for IC engine. In

Fig: 5.3.1 Variation of Density with temperature.

some cases, higher density fuel required preheating for ignition too; the engine intake manifold should be redesigned so that preheating can be done utilizing the exhaust of the engine. From graph we find that density of the blends decreases with the increase in temperature. m20 have almost the same density of fossil diesel in all temperature except 100ºC . By calculating we find that m20 have 0.11 % ,m30 have 2.22%, m40 have 3.12%,m50 have 4.01%, & M100 have 10.5% higher density than pure diesel at room temperature (31° C). Preheating is not required

770

790

810

830

850

870

890

910

930

950

20 40 60 80 100 120

Density (Kg/m³)

Temperature(ºC)

Variation of Density with Temperature

D100

m20

m30

m40

m50

M100

40

for using m20 and m30 blend starting the engine. To Use m40 and m50 blend required to heat at 70ºC.

5.3.2 Viscosity:

Viscosity of the fuel exerts a strong influence on the shape of the fuel spray; high viscosity for example, causes low atomization (large-droplet size) and high penetration of the spray jet.

Fig: 5.3.2 Variation of kinematic Viscosity with temperature By calculating we find that that, pure diesel has 32.32% higher viscosity than m20. On the other hand, m30 have 11.23% , m40 have 42.36% and m50 have 56.76% higher viscosity than the fossil diesel at room temperature. Using m40 & m50 in the engine need slight preheating But m30 & m20 can be used in the engine as the viscosity is near to pure diesel. Higher viscosity caused poor atomization and slow rate of burning of bigger droplet and consequently longer ignition delay.

5.3.3 Heating Value:

From Fig 5.3.3 it is observed that, Heating values of the fuel decreases as we choose higher blending of biodiesel. We find that that diesel fuel has bsfc 267.145 gm/kw- hr at 9 kg load, and m50 blend has bsfc about 366.6 gm/kw- hr at the same load which is higher than the diesel fuel. As heating value of the fuel decreases for higher blending of biofuel, so Bsfc of the fuel also

0

10

20

30

40

50

60

70

0 20 40 60 80 100 120

Viscosity

(mm²/sec)

Temperature(ºC)

Variation of Viscosity with Temperature

D100

m20

m30

m40

m50

M100

41

increases for higher and higher blending of biofuel. This is because as biofuel has lower energy density than diesel fuel, so higher amount of biofuel is required for producing same amount of energy as compared to diesel fuel. From the experiment we find that m50,m40,m30 m20 and pure kerosene has calorific value 35.96,38,40.5,42.8 MJ/Kg respectively.

Fig: 5.3.3 Heating value of different blend of Kerosene

5.3.4 Flash point and Fire Point:

Table: 5.2

Blend m20 m30 m40 m50 M100 Flash Point 45 50 55 65 310 Fire Point 55 60 70 80 350

Flash and fire point are determined for every blend kerosene. We find that m50, m40, m30 and m20‘s flash point and fire point increases with the increase of percentage of mustard oil.

5.b.Engine Performance Study

Engine performance data are shown in Appendix-C from Table 5.4.1 to 5.4.10 in Experimental Data Result. From those table various graph are drawn to show the engine performance.

5.4. Performance for Diesel Blend

0

10

20

30

40

50

K100 m 20 m 30 m 40 m 50

Heating valueMJ/Kg

Blend of Mustard with Kerosene

42

5.4.1. Variation of BSFC with BP

Fig: 5.4.1. Variation of BSFC with BP

From figure 5.4.1 shows the variation of BSFC with BP for different blends of diesel. The curve shows that, BSFC for biodiesel blends is higher at low % load. And it decreases with the increase in % load. It is also observed from the curve that, specific fuel consumption increases with the increase in biodiesel blend. This is mainly due to the relationship among volumetric fuel injection system, fuel specific gravity, viscosity and heating value. As a result, more biodiesel blend is needed to produce the same amount of energy due to its higher density and lower heating value in comparison to conventional diesel fuel. Again as biodiesel blends have higher viscosity than diesel fuel, so biodiesel causes poor atomization and mixture formation and thus increases the fuel consumption rate to maintain the power. The graph shows that minimum bsfc for pure diesel than the others blends at all loaded condition although initially little high. F or blends D100, M20,M30,M40,M50 & M100 found minimum bsfc 233.51gm/kw-hr at 12 kg, 339.58 gm/kw-hr at 12kg , 342.37 gm/kw-hr at 12 kg , 374.48 gm/kw-hr at 15 kg , 392.80 gm/kw-hr at 15 kg , 525.69 gm/kw-hr at 12 kg load condition respectively. Except M40 & M50 all others blends minimum bsfc obtained at 12 kg loaded condition.

5.4.2. Variation of BTE with BP

0

100

200

300

400

500

600

700

800

0 2 4 6 8 10

BSFC(gm/kw-hr)

BP (KW)

D100

M20

M30

M40

M50

M100

43

Fig: 5.4.2 Variation of brake thermal efficiency with BP

The figure 5.4.2 shows the relation in between BTE (ηb) and BP (KW) for different blends of mustard with diesel. BSFC is a measure of overall efficiency of the engine. BSFC is inversely related with efficiency. So, lower the value of BSFC, higher is the overall efficiency of the engine. However for different blends with different heating values, the BSFC values are misleading and hence brake thermal efficiency is employed when the engines are fueled with different types of fuels. Maximum Brake thermal efficiency for D100, M20, M30, M40, M50, & M100 are found 35.03 % at 12 kg load, 25.66% at 12kg load, 26.96 % at 9kg load, 26.19 % at 15 kg load, 26.51 % at 12 kg load & 21.11 % at 12 kg load .The BTE of the engine was observed to increase with increase load and decrease with the increase of bio-fuels blends. Maximum BTE was found for Pure Diesel D100, 35.03% at 12kg load. An increase in BTE with increasing load was observed up to a level of 12kg and thereafter a decreased was observed. The initial increase in BTE may be attributed to the complete and high combustion of fuel but once the load reached at full load level; the time taken for complete combustion of fuel was decreased, hence a slight drop in BTE was observed. Specific gravity of the vegetable oils perhaps also played an important role in affecting the performance of engine at full load levels. One other cause for lower ηb for biodiesel blends is the poor atomization which is attributed to higher density and kinematic viscosity of biodiesel blends.

5.4.3 Variation of Exhaust Gas Temperature with BP

15

20

25

30

35

40

3.5 4.5 5.5 6.5 7.5 8.5 9.5

BTE(%)

BP (KW)

D100

M20

M30

M40

M50

M100

44

The figure 5.4.3 depicts about variation of exhaust gas temperature with BP for different blends. The exhaust gas temperature increases with the increase of load.With the increase of load more fuel is burned inside the cylinder and more temperature is generated and so the exhaust temperature increases.The exhaust gas temperaure also increase with the increase of bio-fuel blends.From the curve it is observed that, all other biodiesel blends have higher exhaust gas temperature than diesel fuel . At starting condition, higher exhaust gas temperature but low power output for biodiesel blends indicate late burning to the high proportion of biodiesel. This would increase the heat loss, making the combustion a less efficient.

Fig: 5.4.3 Variation of exhaust gas temperature with BP

5.4.4 Variation of Lube oil Temperature with BP

The figure 5.4.4 shows the relation between lube oil temperature and BP for different blends of Diesel. The lub-oil temperature increases with the increase of load. But decrease with the increases of bio fule blends. From the grpah it is evident that the lub oil temperature lowest for M100, and gradually increases for M50,M40,M30,M20 and Maximum for diesel fuel D100. This phenomenon can be attributed that the bio-fuel blends act as good lubricator for diesel engine due to high viscosity.

200

250

300

350

400

450

500

550

600

3 5 7 9 11

Temperature(˚C)

Brake Power(KW)

pure diesel

M20

M30

M40

M50

M100

45

Fig: 5.4.4 Variation of Lub oil temperature with BP

5.4.5 Variation of BMEP with BP

The figure 5.4.5 shows the variation of BMEP for different bio-fuel blends with BP. The mean effective pressure is a quantity relating to the operation of a reciprocating engine and a valuable measure of an engine capacity to do work that is independent of engine displacement . Brake mean effective pressure or bmep is calculated from measured dynamometer torque. A little variation of bmep has been observed during the experiment for each blend. The bmep gradually increases with the increase of engine load and the maximum bmep was found at 15kg load for each blends. The regular shape of the curve indicates that proper combustion has done in the combustion chamber of the fuel.

Fig: 5.4.5 Variation of BMEP with BP

60

65

70

75

80

85

90

3 4 5 6 7 8 9 10

Lub-Oil Temp(˚C)

Brake Power(KW)

Pure Diesel

M20

M30

M40

M50

M100

2

3

4

5

6

7

8

3 5 7 9 11

BMEP(bar)

Brake Power(KW)

Pure Diesel

M20

M30

M40

M50

M100

46

5.5. Performance for Kerosene blend

5.5.1. Variation of BSFC with BP

Fig: 5.5.1 Variation of BSFC with BP for kerosene blend

The figure 5.5.1 shows the variation of BSFC with BP for different bio-fuel blends with kerosene. The curve shows that bsfc is higher at low load and decreases with the increase of load upto 12 kg after that bsfc increased again . From graph it is evident that the bsfc of pure mustard M100 is the highest and the minimum bsfc for diesel fuel D100. This is mainly due to the relationship among volumetric fuel injection system, specific gravity, viscosity, and heating value of the fuel. As a result, more biodiesel blend is needed to produce the same amount of energy due to its higher density and lower heating value in comparison to conventional diesel fuel. Again as biodiesel blends have different viscosity, so biodiesel causes poor atomization and mixture formation and thus increases the fuel consumption rate to maintain the power.The curve for pure mustard is always higher than the other blends in all load condition.Besides, The curve for the diesel fuel is lower than all blends.The minimum bsfc obtained for blends D100,m20, m30, m40, m50 and M100 are 233.51 gm/kw-hr at 12 kg load , 257.94 gm/kw-hr at 12.5 kg load 269.67 gm/kw-hr at 12.5 kg load, 292.49 gm/kw-hr at 12.5 kg load, 305.53 gm/kw-hr, at 15.2 kg load and 525.69 gm/kw-hr at 12 kg respectively. The bsfc is a measure of overall efficiency of the engine. It is also inversely proportional to the thermal efficiency. So the lower value of bsfc indicates the higher of overall efficiency of the engine.

200

300

400

500

600

700

800

3.5 4.5 5.5 6.5 7.5 8.5 9.5

BSFC(gm/kw-hr)

BP (KW)

D100

m20

m30

m40

m50

M100

47

5.5.2 Variation of Brake Thermal Efficiency with BP

Fig: 5.5.2 Variation of break thermal efficiency with BP

The figure 5.5.2 shows the relation in between BP and BTE for different blends of mustard with kerosene. The brake thermal efficiency of the pure mustard oil is lower than all other blends in all load condition. The maximum brake thermal efficiency efficiency found for the blends D100,m20,m30,m40,m50 and M100 are 35.03%, 32.61%, 32.96%, 32.38%, 32.76% and 21.11% respectively.The lowest brake thermal efficiency is 21.11 % at 12 kg load for pure mustard oil and the highest brake thermal efficiency for D100 i.e pure diesel fuel at 35.03% at 12 kg load.

5.5.3 Variation of Exhaust Gas Temperature with BP

The figure 5.5.3 depicts about variation in exhaust gas temperature with BP for different blends of kerosene. The exhaust gas temperature increases with the increase of load .Pure diesel shows the lowest exhaust gas temperature in lower load condition and shows the highest exhaus gas temperature at the higher load condition. But at middle load condition i.e. 9 to 12 kg M100 shows the highest exhaust gas temperature. Except pure mustard oil all other blends shows the similar characteristics. At starting condition, higher exhaust gas temperature but low power output for biodiesel blends indicate late burning to the high proportion of biodiesel. This would increase the heat loss, making the combustion a less efficient.

14

19

24

29

34

39

3.5 4.5 5.5 6.5 7.5 8.5 9.5

BTE(%)

BP(KW)

D100

m20

m30

m40

m50

M100

48

Fig: 5.5.3 Variation of exhaust gas temperature with BP

5.5.4. Variation of Lube Oil Temperature with BP

The figure 5.5.4 shows the relation in between lube oil temperature and BP for different bio-fuel blends. The lube oil temperature increases with the increase of engine load, and higher lube oil temperature found for pure diesel at all load condition than any other blends. But

200

250

300

350

400

450

500

550

600

3 4 5 6 7 8 9 10

Temp(˚C)

Brake Power(KW)

m20

m30

m40

m50

D100

M100

60

65

70

75

80

85

90

3 5 7 9 11

Temp (˚C)

Brake Power(KW)

m20

m30

m40

m50

D100

M100

49

Fig: 5.5.4 Variation of lub oil temperature with bhp

for pure mustard oil, lube oil temperature becomes the lowest at all load condition because of its more lubricity property.Besides, m50,m40,m30 and m20 shows gradually higher lub oil temperature than M100.

5.5.5 Variation of BMEP with BP

The figure 5.5.5 shows the variation of bmep for different bio-fuel blends with BP. The mean effective pressure is the average pressure developed on the piston head over a cycle in the combustion chamber of the engine which measures the capacity of the engine to do work. A little variation of mean effective pressure has been observed during the experiment for each blend. The bmep gradually increases with the increase of engine load and the highest bmep was obtained at 15 kg load for each blends. The regular shape of the curve indicates that the proper combustion has done in the combustion chamber of the fuel.

Fig: 5.5.5 Variation of bmep with bhp

2

3

4

5

6

7

8

3 4 5 6 7 8 9 10

BMEP(bar)

Brake Power(KW)

m20

m30

m40

m50

D100

M100

50

Chapter -6

CONCLUSIONS AND RECOMMENDATIONS

6.1. Conclusion

The research work involved study of the performance of a diesel engine using the blend of mustard oil with diesel and kerosene. From this research some conclusions can be drawn which are below listed:

1. From this research it is evident that the diesel engine can be run by pure mustard oil, blending with diesel and blending with kerosne.

2. Heating value of the mustard oil (32MJ/Kg) is much lower than the fossil diesel (44MJ/kg) and kerosene (46.20 MJ/Kg). So when mustard oil used in a diesel engine will reduce the power output of the engine.

3. The density of the kerosene blends are lower than the diesel blends at room temperature. 4. The viscosity of the kerosene blends are very much lower than the diesel blends 5. The calorofic values of the kerosene blends are higher than the diesel blends. 6. The brake thermal efficiency of the keosene blends also higher than the diesel blends. 7. The minimum bsfc obtained for pure diesel is 233.51 gm/kw-hr at 12 kg. 8. The maximum brake thermal efficieny obtained for pure diesel is 35.03% at 9 to 12 kg

load. 9. The results shows that minimum bsfc obtained for kerosene blend is 257.94 gm/kw-hr for

m20 and diesel blend is 339.58 gm/kw-hr for M20. 10. The maximum brake thermal efficiency obtained for kerosene blend is 32.96% for m30

and diesel blend is 26.96% for M30. 11. High viscosity is identified as a main problem of using mustard oil directly in diesel

engine. However, when this oil is blended with kerosene 20% and 30% mustard oil with kerosene gives viscosity values very close to Diesel fuel.

12. Minimum bsfc obtained for kerosene blend m20 (257.94 gm/kw-hr) at 12.5 kg load , So, in terms of bsfc for kerosene blend m20 can be considered suitable fuel for diesel engine.

13. For diesel blend minimum bsfc obtained for M20 (339.58 gm/kw-hr) at 12 kg load. So, M20 blend can be considered as suitable blend for diesel engine.

14. To run the diesel engine by pure mustard oil (M100), when there is no alternative fuel available,it needs to be pre-heated (about 100ºC). Once the engine starts it run smoothly . The minimum bsfc obtained for M100 is 525.69 gm/kw-hr at 12 kg load and maximum brake thermal efficiency obtained 21.12 % at the same load.

51

15. From this research it is evident that Mustard oil blending with diesel by 20 % shows the lowest bsfc and 30 % blend shows the highest brake thermal efficiency amog the blends.So,M20 blend could be considered as suitable blend for diesel engine’s best performance. Although kerosene blends shows higher brake thermal efficiency but in terms of bsfc diesel blends better than the kerosene blends.So, overall efficiency of diesel blends could be considered better than the kerosene blends.

16. Since mustard oil has extremely limited use at present, its production for use in diesel engine will not only enable the country to attain self reliance but also help mitigate the conventional fuel crisis.

17. Total production of Musatrd seed in Bangladesh about 6 lac MT (FY 2012-13) from which mustard oil should be extract around 5 lac MT. On the other hand Diesel imported 30 lac MT which is 5 times greater than the locally available Mustard Oil.

6.2. Recommendations

Research on Mustard oil as diesel fuel alternative is an important issue now-a-days not only from the view point of depleting reserve of the fossil fuels but also from the burning of the fossil fuels on the environmental pollution. Under the circumstances the future of the IC engines does not look very bright unless reasonably acceptable alternative fuels like vegetables oils are discovered eventually. Alongside sufficient data should be generated to establish the requirement in the modifications of the conventional design of the engine to make them adaptable to use most suitable vegetable oils. With these expectations the following recommendations are made for future work:

1. Variable speed test may be conducted using the same blends to analyze the effect of mustard oil blends on speeds.

2. Exhaust emissions were not analyzed during this research which can be studied for each fuel blend operation

3. Mustard oil can be modified by pre-heating or by making ester with alcohols and the effect of such modifications of the fuel on engine performance can be studied. Researchers in many countries found pre-heating technique more prospective. Fuel spray characteristics applying pre-heating technique at different temperatures can be studied in respect of droplet size, cone angle and penetration of the spray.

4. As carbon build up and gum formation are reported with long term operation, specific study with mustard oil in this regard may be taken.

5. Mustard oil is highly viscous at normal temperature, so study of this oil may be

conducted for using it as alternative lubricant.

52

6. High fuel consumption was observed in case of pure mustard oil and the fuel blends operation using the same injectors as in diesel operation, studies may be undertaken to see the effect of injectors with different nozle hole diameter on fuel consumption and other performance parameters.

7. All the above studies may be conducted using other available vegetable oils.

53

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58

58

Appendix-A

Sample Calculation

C.1 Engine Derating

The engine brake power (BP) and BSFC are standardized following the BS-5514: part 1: 1982 which is identical with 1981 revision of ISO 3046/1 ‘Reciprocating internal combustion engines- performance Part 1’.

C.1.1 Standard Reference Conditions

The following reference conditions are set by the BS 5514.

Barometric Pressure, Pr= 100 KPa

Air Temperature, Tr= 300 K

Relative Humidity, Ør= 60%

Mechanical efficiency of the engine, ηm= 80%

C.1.2 Derating Factors Calculations

Here is given an example to show the derating factors calculation.

The environmental condition at lab,

Barometric Pressure, Px= 101 KPa

Air Temperature, Tx= 296 K

Relative Humidity, Øx= 83.6 %

From Annex F, BS 5514:

Water vapor pressure ØxPsx= 2.804

From Annex E, BS 5514:

59

The dry air pressure ratio, (Px- a ØxPsx)/ (Pr- a ØrPsr)= 1.01= R1

From Annex D, BS 5514:

The ratio of indicated power, K= (R1)y1. (R2)y2. (R3)y3

Where,

R1= 1.01

R2= Tr/Tx= 1.0135

R3= Tcr/Tcx

y1= m= 1, y2= n= 0.75, q= 0

Therefore, K= R1R2= 1.02

From Annex C:

The fuel consumption adjustment factor, β= 0.997

From Annex B:

Power consumption adjustment factor, α= 1.024

Therefore, the BP and BSFC in BS condition is adjusted as follows:

BP (bs)= BP (lab)/ α

BSFC (bs)= BSFC (lab)/ β

C.2. Sample Calculation for Engine Performance Testing (fuel: M20)

Lab Condition:

Date of Experiment : 22/06/2011

Fuel used : M20

Atmospheric Pressure, Px : 101 Kpa

Dry bulb temperature, Tdb : 296 K

Wet bulb temperature, Twb : 294K

60

Relative humidity, Øx : 83.6%

Derating factors

Power adjustment factor, α : 1.024

Fuel consumption adjustment factor, β : 0.997

Experimental Observation and Data

Specific gravity of M20 fuel, Sg : 0.851

Lower heating value of diesel, LHV : 41.3 MJ/ Kg

Load on the dynamometer, W : 6.00Kg

Speed on the dynamometer. N : 2000 rpm

Volume of diesel collected at time t, V : 100 ml

Time of collection : 4.00 (Min)

Lubrication oil temperature : 68 ºC

Exhaust gas temperature : 246 ºC

C.2.1a Brake Power Output

The brake power output of the test engine is calculated using the following equations:

=w kg ∗N (rpm )

2500 = 6 kg ∗2000 rpm ∗746

2500∗1000 = 3.58

Where,

BP (kw) : Brake power output in kw

W : Load of the dynamometer in Kg

N : Speed of the shaft connected to the dynamometer in rpm

BP lab (kw)

61

C.2.1b Standardized Brake Power

The engine brake power is standardized or derated according to the BS 5514: part-1 1982 as follows:

= BP (lab )

α = 3.58

1.024 = 3.49

Where,

α : Power adjustment factor

C.2.2 Brake-Specific Fuel Consumption

The brake specific fuel consumption is computed as follows:

= 60∗V∗sg

BP kw ∗t (min ) =

60∗100∗0.851

3.58∗4.00 = 356.56

Where,

BSFC : Brake specific fuel consumption in gm/ kw-hr

V : Volume of fuel collected

Sg : specific gravity of fuel

BP (kw) : Brake horse power in hp at lab condition

C.2.2b Standardized Brake Specific Fuel Consumption

The engine brake power and fuel consumption rate are standardized or derated according to the BS 5514: part-1 1982 as follows:

= Bsfc

β =

356.56

0.997 = 357.63

Where,

β : fuel adjustment factor

BP bs (kw)

BSFC lab (gm/kw-hr)

Bsfc bs (gm/kw-hr)

62

C.2.3 Brake Thermal Efficiency

The brake thermal efficiency of the engine is calculated using the following formula:

= Brake Power in kw

kw equivalent fuel consumed *100 %

Kilowatt equivalent of fuel consumed = H.F

3600=

41.3∗1276.5

3600= 14.64 kw

Hence, ηb =3.58

14.64 *100%=24.45 %

Where,

H= Heating value of fuel(MJ/Kg)

F=Fuel consumption (g/h)

LHV : lower heating value

BSFC : Brake specific fuel consumption in gm / KW-hr

C.2.4 Brake Mean Effective Pressure

Brake mean effective power is calculated as below:

BMEP= 2∗60∗BP (kw )

L∗A∗N rpm ∗100 = 2∗60∗3.58

0.815∗10¯3∗2000

= 2.63 bar

ηb

63

C.3 Sample Calculation for Determination of Calorific Value (Fuel Blend M30)

C.3.1 Data for Calorific Value

Calorific value of M30

Weight of empty cup=13.566 gm

Weight of cup & oil=14.567 gm

Time(min ) Temperature(⁰C)

0 32.278

1 32.283

2 32.291

3 32.296

4 32.3

5(fire) 32.303

5.33 32.317

5.67 32.365

6 33.117

6.33 33.934

6.67 34.616

7 35.015

7.33 35.458

64

7.67 35.624

8 35.825

8.33 35.93

8.67 36.013

9 36.082

9.33 36.12

9.67 36.148

10 36.174

10.33 36.192

10.67 36.206

11 36.215

11.33 36.22

11.67 36.226

12 36.229

13 36.234

14 36.229

15 36.224

16 36.223

65

C.3.2 Time vs. Temperature Curve

C.3.3 Calculation Here,

a= time of firing= 5 min

b= time when the temperature reaches 60% of the total rise= 6.7 min

c= time at beginning of period in which the rate of temperature has become constant= 11 min

ta= temperature at time of firing= 32.38 ºC

tc= temperature at time c= 36.22 ºC

r1= rate at which the temperature was rising during the 5-min period before firing= 0.005 ºC/min

r2= rate at which the temperature was rising after reaching maximum temp. = 0.0016 ºC/min

c3= centimeters of fuse wire consumed in firing= 7.8 cm

66

W= energy equivalent of the calorimeter (provided by the manufacturer) = 2426 calories/ ºC

M= mass of sample= 1.001 gm

Net corrected temperature rise, t= tc- ta- r1 (b-a) – r2 (c-b)

= 3.84 ºC

Correction in calories of heat of combustion of fuse wire, e3= 2.3 c3

= 17.94 calories

Gross Heat of Combustion, Hg= ( t W – e3)/ M

= 39.00 MJ/Kg

Appendix-B

67

Technical Details of Engine and Dynamometer

Engine Specification:

Single Cylinder direct injection 4 stroke, water cooled diesel engine was used for our experiment. Brief Specification as follows :

Brand : SIFANG, China

Model no : S 195 G

Type of Combustion Chamber : Swirl type

Cylinder bore : 95 mm

Piston Stroke : 115 mm

Piston displacement : 815 x10-3 m3

Compression Ratio : 20

12-hr rated output : 9 kw

Rated Speed : 2000 rpm

Average effective pressure(Kpa)=669

Specific fuel consumption : less or equal 258.4 gm/kw-hr

Lub Oil consumption(g/kw.h)= less or equal 2.72

Fiuel Injection pressure(MPa)=12.75+/-0.5(125+/-kgf/cm2

Method of starting : Hand Crancking

Cooling type : Water cooled Evaporative

Lubrication Oil Pump= Rotor Type

Fuel Oil Filter=Present

Net Weight = 140 Kg

Dynamometer Specification:

68

Model : TFJ-250L

Max. braking horsepower (PS): 250

Revolutions at max.braking horsepower point (rpm) : 2500 to 5500

Max.braking torque (Kg.m) : 71.6

Max.revolutions (rpm) : 5500

Max. braking water quantity (lit/min) : 75

GD2 (Kg.m2) : 0.25

Weight (Kg) : 575

Main bearings : Ball and roller bearings drip feed lubricated.

Dynamometer Const =2500

Notes : 1. Qty of water to be supplied should be 18 lit/hr. PS provided that temperature difference between water to be supplied in and that to be drained out is 35ºC.

2. Not including the coupling GD²

69

APPENDIX - C

EXPERIMENTAL DATA AND RESULTS

70

100% Mustard oil –PROPERTIES

Density Calculation :

Weight of empty flask : 13.585 gm

Weight of flask with 25 ml of pure mustard oils = 36.716 gm

Weight of pure mustard oil=(36.716-13.585)gm=23.131gm

Weight of water=24.758 gm

Specific Gravity=23.131 gm/24.758 gm=0.934

Density = Specific gravity x 1000 kg/m3

= 0.934x1000 kg/m3

= 934 .00 kg/m3

Carbon Residue of Mustard :

Weight of empty crucible = 16.250 gm

Weight of crucible+beads+10gm of oil W1 = 26.251 gm

Weight of crucible+ beads +Carbon Residue W2 = 16.288 gm

Loss of oil = (W1-W2)gms= (26.251-16.288) = 9.963 gm

Carbon Residue, A= 10-(W1-W2) gm = 0.037 gm

% carbon residue = A/10x100 = 0.37%

71

Viscosity Calculation:

Kinematic Viscosity = 0.22t-180/t

Dynamic Viscosity = Kinematic Viscosity x Density.

Weight of empty flask: 13.585 gm

Room Temperature = 31 ˚C

Table: 5.3.1 Pure Diesel (D100)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity (mm2/sec)

Weight(gm)

Weight of fuel (gm)

Weight of water(gm)

Specific Gravity

Density (kg/m³)

DynamicViscosity (Centipose)

1 31 0:39:00=39 3.96 34.298 20.713 24.758 0.836 836 3.27

2 70 0:31:59=31.59 1.251 33.537 19.952 24.758 0.805 805 0.995

3 100 0:29:00=29 0.173 32.964 19.379 24.758 0.782 782 0.133

Flash Point = 72˚C

Fire Point = 90 ˚C

72

Table: 5.3.2. 20% Mustard+ 80% Diesel (M20)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity (mm2/sec)

Weight (gm)

Weight of fuel (gm)

Weight of water(gm)

Specific Gravity

Density (kg/m³)

Dynamic Viscosity

(Centipose)

1 31 0:52:47=52.47 8.1128 34.673 21.088 24.758 0.851 851 6.822

2 70 0:37:25=37.25 3.362 33.875 20.290 24.758 0.819 819 2.71

3 100 0:32:00=32 1.415 33.590 20.005 24.758 0.808 808 1.128

Flash Point = 85 ˚C Fire Point = 100 ˚C

Table: 5.3.3. 30% Mustard+ 70% Diesel (M30)

No of Jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity (mm2/sec )

Weight (gm)

Weight of fuel (gm)

Weight of water(gm) Specific Gravity

Density (kg/m³)

Dynamic Viscosity

(Centipose)

1 31 1:03:04=63.04 11.01 34.849 21.264 24.758 0.858 858 9.33

2 70 0:40:56=40.56 4.485 34.048 20.463 24.758 0.826 826 3.66

3 100 0:33:69=33.69 2.068 33.734 20.149 24.758 0.813 813 1.60

Flash Point = 85˚C Fire Point = 110 ˚C

73

Table: 5.3.4. 40% Mustard+ 60% Diesel (M40)

No of jobs

Temperature (˚C)

Time in seconds

(t)

Kinematic viscosity (mm2/sec)

Weight (gm)

Weight of fuel (gm)

weight of water (gm)

Specific Gravity

Density (kg/m³)

Dynamic Viscosity (Centipoise)

1 31.5 1:14:97=75 14.1 35.040 21.455 24.758 0.866 866 12.064

2 70 0:53:07=40.07 4.31 34.331 20.746 24.758 0.837 837 6.84

3 102 0:37:16=37.16 3.33 33.839 20.254 24.758 0.818 818 2.68

Flash Point = 100˚C Fire Point = 120 ˚C

Table: 5.3.5. 50% Diesel+50% Mustard (M50)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity

(mm2/sec)

Weight (gm)

Weight of fuel (gm)

Weight of water(gm)

Specific Gravity

Density (Kg/m³)

Dynamic Viscosity (Centipos)

1

31.5 1:32:94=92.94 18.51 35.245 21.66 24.758 0.874 874 15.989

2 70 0:46:37=46.37 6.32 34.5 20.915 24.758 0.844 844 5.27

3 102 0:38:97=38.97 3.96 34.088 20.503 24.758 0.828 828 3.23

Flash Point = 110 ˚C Fire Point = 130 ˚C

74

Table: 5.3.6. Properties of 100% Mustard (M100)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity (mm2/sec)

Weight (gm)

Weight of fuel (gm)

weight of water(gm)

Specific gravity

Density (kg/m³)

Dynamic Viscosity (Centi poise)

1 31 4:50:81=291 63.40 36.716 23.131 24.758 0.934 934 58.66

2 70 1:46:49=107 21.85 36.091 22.506 24.758 0.909 909 19.67

3 100 0:58:37=58.5 9.79 35.725 22.14 24.758 0.894 894 8.67

Flash Point = 310 ˚C Fire Point = 350 ˚C

Table: 5.3.7. 80% Kerosine+20% Mustard (m20)

No of

jobs

Temperature (˚C)

Time in seconds

(t)

Kinematic viscosity

(mm2/sec)

Weight (gm)

Weight of fuel (gm)

Weight of water(gm)

Specific Gravity

Density (kg/m³)

Dynamic

Viscosity (Centipose)

1 22 0:35:34=35.34 2.68 34.319 20.734 24.758 0.837 837 2.215

2 70 0:34:00=34 2.18 33.539 19.954 24.758 0.805 805 1.7344

3 100 0:29:40=29.40 0.34 33.277 19.692 24.758 0.795 795 0.266

Flash Point = 45 ˚C Fire point = 55 ˚C

75

Table: 5.3.8. 70% Kerosine+30% Mustard (m30)

No of

jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity (mm2/sec)

Weight (gm)

Weight of fuel (gm)

weight of water(gm)

Specific Gravity

Density (kg/m³)

Dynamic Viscosity

(Centipose)

1 22 0:40:47=40.47 4.455 34.758 21.173 24.758 0.855 855 3.79

2 70 0:35:53=35.53 2.75 34.173 20.588 24.758 0.831 831 2.266

3 100 0:30:34=30.34 0.7420 33.509 19.924 24.758 0.804 804 0.589

Flash point = 50 ˚C

Fire Point = 60 ˚C

Table: 5.3.9. 60% Kerosine+40% Mustard (m40)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity

(mm2/sec)

Weight (gm)

Weight of fuel (gm)

weight of water(gm)

Specific Gravity

Density(kg/m³)

Dynamic Viscosity (Centipose)

1 22 0:48:19=48.19 6.866 34.964 21.379 24.758 0.863 863 5.85

2 70 0:37:53=37.53 3.460 34.252 20.667 24.758 0.834 834 2.85

3 100 0:33:06=33.06 1.828 33.943 20.358 24.758 0.822 822 1.48

Flash point = 55 ˚C Fire Point = 70 ˚C

76

Table: 5.3.10. 50% Kerosine+50% Mustard (m50)

No of jobs

Temperature (˚C)

Time in seconds (t)

Kinematic viscosity

(mm2/sec)

Weight (gm)

Weight of fuel (gm)

weight of water(gm)

Specific Gravity

Density(kg/m³)

Dynamic Viscosity (Centipose)

1 22 0:56:21=56.21 9.16 35.170 21.586 24.758 0.871 871 7.88

2 70 0:39:90=39.90 4.266 34.331 20.746 24.758 0.837 837 3.52

3 100 0:33:44=33.44 1.974 34.161 20.576 24.758 0.831 831 1.619

Flash Point = 65 ˚C

Fire Point = 80 ˚C

Table: 5.3.11. Calorific Value Chart

Name of the Fuel/Percentage of

Mustard 50% 40% 30% 20% Pure

Mustard Diesel Kerosene

Diesel (MJ/Kg) 34.562 (M50)

36.7 (M40)

39.00 (M30)

41.3 (M20) 32.43

(M100) 44.00 46.20 Kerosene (MJ/Kg)

35.96 (m50)

38 (m40)

40.5 (m30)

42.8 (m20)

77

Table : 5.4.1 Engine Performance Data for Pure Diesel (D100) Specific Gravity: 0.836 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV= 44 MJ/Kg

Dynamo-meter Load

W (Kg)

Shaft Revolutio

n N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp

(°C)

Exhaust Gas Temp (°C)

Brake thermal

efficiency (%)

Brake mean effective pressure

(bar) Amount

Collected V (ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BP (KW)

BSFC (gm/kw-hr)

6.00 2000 200 3.31 3.58 1505.4 423.29 3.49 424.56 74 236 19.32 2.63

9.00 2000 200 4.48 5.37 1254 239.31 5.24 240.03 86 292 35.03 3.95

12.00 2000 200 5.27 7.16 1672 233.51 6.99 234.21 87 392 35.03 5.26

15.00 2000 200 5.42 9.24 2508 271.42 9.02 272.23 84 550 30.04 6.80

78

Table : 5.4.2 : 80 % Diesel+20% Mustard (M20) Specific Gravity: 0.851

Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV= 41.3 MJ/Kg

Dynamo-meter Load

W (Kg)

Shaft Revolution N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp (°C)

Exhaust Gas Temp (°C)

Brake thermal

efficiency (%)

Brake mean effective pressure

(bar) Amount

Collected V (ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BP (KW)

BSFC (gm/kw-hr)

6.00 2000 100 4.00 3.58 1276.5 355.56 3.49 356.62 68 246 24.44 2.63

9.00 2000 100 2.7 5.37 1891.11 352.16 5.24 353.21 77 312 24.75 3.95

12.00 2000 100 2.1 7.16 2431.42

339.58 6.99 340.60 79 399 25.66 5.26

15.5 2000 100 1.5 9.25 3404 368.00 9.03 369.10 81 550 23.68 6.80

79

Table : 5.4.3: 70 % Diesel+30% Mustard (M30) Sp.Gravity: 0.858 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV= 39.00 MJ/Kg

Dynamo-meter Load

W (Kg)

Shaft Revolutio

n N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp (°C)

Exhaust Gas Temp (°C)

Brake thermal

efficiency (%)

Brake mean effective pressure

(bar) Amount

Collected V (ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BHP (KW)

BSFC (gm/kw-hr)

6.00 2000 100 3.5 3.58 1470.8 410.85 3.49 412.08 68 240 22.46 2.63

9.00 2000 120 2.7 5.37 1906.66 355.05 5.24 356.11 75 299 26.00 3.95

12.00 2000 100 2.1 7.16 2451.42 342.37 6.99 343.40 77 399 26.96 5.26

15.00 2000 100 1.5 8.9 3432 385.61 8.69 386.77 79 503 23.93 6.55

80

Table : 5.4.4 : 60 % Diesel+40% Mustard (M40)

Specific Gravity: 0.866 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV=36.7 MJ/Kg

Dynamo-meter Load

W (Kg)

Shaft Revolution N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp (°C)

Exhaust Gas Temp

(°C)

Brake thermal

efficiency (%)

Brake mean effective pressure

(bar) Amount

Collected V (ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BP (KW)

BSFC (gm/kw-hr)

6.00 2000 100 3.5 3.58 1476 412.29 3.49 413.53 82 239 23.79 2.63

9.00 2000 100 2.4 5.37 2152.5 400.83 5.24 402.036 84 305 24.47 3.95

12.00 2000 100 1.9 7.16 2718.9 379.73 6.99 380.87 85 386 25.83 5.26

15.00 2000 100 1.55 8.9 3332.9 374.48 8.69 375.60 85 505 26.19 6.55

81

Table : 5.4.5 : 50 % Diesel+50% Mustard (M50) Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV=34.562 MJ/KG Specific Gravity : 0.874

Dynamo-meter Load W (Kg)

Shaft Revolutio

n N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp (°C)

Exhaust Gas Temp

(°C)

Brake thermal efficiency

(%)

Brake mean effective pressure

(bar) Amount

Collected V (ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BP (KW)

BSFC (gm/kw-hr)

6.00 2000 100 3.86 3.00 1748 488.26 2.92 489.72 63 243 21.33 2.63

9.00 2000 100 2.3 5.37 2280 424.58 5.24 425.85 69 317 24.53 3.95

12.00 2000 100 1.8 7.16 2913.33 406.88 6.99 408.10 72 416 25.60 5.26

15.00 2003 100 1.5 8.9 3496 392.80 8.69 393.698 76 534 26.51 6.55

82

Table: 5.4.6: Pure Mustard (M100)

Specific Gravity: 0.934 Fuel consumption factor β=0.997 Power consumption factor α =1.024 LHV=32.43 MJ/KG

Dynamo-meter Load W (Kg)

Shaft Revolution N (Rpm)

Fuel Consumption Lab Condition BS Condition Lub oil Temp (°C)

Exhaust Gas

Temp (°C)

Brake thermal

efficiency (%)

Brake mean effective pressure

Amount Collected V

(ml)

Time of collection T (min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-

hr) BP

(KW) BSFC

(gm/kw-hr)

6.00 2000 100 2.48 3.58 2258.37 630.83 3.49 632.72 63 243 17.59 2.63

9.00 2000 100 1.98 5.37 2822.95 525.69 5.24 527.27 69 317 21.11 3.95

12.00 2000 100 1.488 7.16 3763.94 525.69 7.33 527.27 72 416 21.11 5.26

15.00 2000 100 0.892 8.9 6281.18 705.75 9.11 707.87 76 534 15.72 6.55

83

Table: 5.4.7. 80% Kerosene + 20% Mustard (m20) Specific Gravity: = 0.837 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV=42.8 MJ/Kg

Dynamo-meter Load

W(kg)

Shaft Revolution N(RPM)

Fuel Consumption Lab condition BS Condition Lub oil

Temperature (˚C)

Exhaust Gas Temperature

(˚C)

Brake thermal

efficiency (%)

Brake mean effective pressure

Amount Collected

V (ml)

Time of collection

BP (KW)

FC

(gm/hr)

BSFC (gm/kw-

hr) BP

(KW) BSFC

(gm/kw-hr)

6.5 2000 100 4.16.89=4.28 3.87 1173.36 303.19 3.77 304.10 76 245 27.74 2.848

9.5 2000 100 3.15.96=3.266 5.66 1537.66 271.67 5.52 272.48 78 315 30.96 4.17

12.5 2000 100 2.37.03=2.61 7.46 1924.3 257.94 7.31 258.71 81 392 32.61 5.49

15.5 2000 100 2.03.13=2.05 9.25 2449.75 264.837 9.03 265.63 86 504 31.75 6.808

84

Table : 5.4.8 : 70% Kerosene + 30% Mustard (m30)

Specific Gravity: =0.855 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV=40.5 MJ/Kg

Dynamo-meter Load

W(kg)

Shaft Revolution N(RPM)

Fuel Consumption Lab condition BS Condition Lub oil Temperature

(˚C)

Exhaust Gas Temperature

(˚C)

Brake thermal

efficiency (%)

Brake mean effective pressur (bar)

Amount Collected

V (ml)

Time of Collection

(Min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-hr)

BHP (KW)

BSFC (gm/kw-

hr) 6.5 2000 100 4.173 3.87 1229.33 317.65 3.77 318.60 70 247 27.98 2.84

9.5 2000 100 3.247 5.66 1579.91 279.13 5.52 279.96 74 308 31.84 4.16

12.5 2000 100 2.5535 7.46 2011.76 269.67 7.28 270.48 77 381 32.96 5.49

15.5 2000 100 2.00 9.25 2565 277.29 9.03 278.12 80 505 32.05 6.808

85

Table : 5.4.9 40 % Mustard + 60% Kerosene (m40)

Specific Gravity: = 0.863 Fuel consumption factor β=0.997 Power consumption factor α=1.024 LHV=38 MJ/Kg

Dynamo-meter Load

W(kg)

Shaft Revolution N(RPM)

Fuel Consumption Lab condition BS Condition Lub oil

Temperature (˚C)

Exhaust Gas Temperature

(˚C)

Brake thermal

efficiency (%)

Brake mean effective pressure (in bar)

Amount Collected V

(ml)

Time of Collection

(Min)

BP (KW)

FC (gm/hr)

BSFC (gm/kw-

hr) BP

(KW)

BSFC (gm/kw-

hr)

6.5 2000 100 3.504 3.87 1479 382.17 3.77 383.31 73 256 24.78 2.84

9.5 2000 100 3.117 5.66 1661.2 293.50 5.52 294.38 76 312 32.27 4.16

12.5 2000 100 2.373 7.46 2182 292.49 7.28 293.37 78 383 32.38 5.49

15.5 2000 100 1.884 9.25 2784 297.12 9.04 298.71 80 490 31.88 6.808

86

Table: 5.4.10 Engine Performance Data for Kerosene blending with the Mustard oil

50 % Mustard + 50% Kerosene (m50) Specific Gravity: = 0.871 Fuel consumption factor β=0.997 Power consumption factor α= 1.024 LHV=35.96 MJ/kg,

Load (Kg)

Shaft Revolution N(RPM)

Fuel Consumption Lab condition BS Condition Lub oil

Temperature (˚C)

Exhaust Gas Temperature

(˚C)

Brake thermal

efficiency

Brake mean effective pressure (In bar)

Amount Collected

V (ml)

Time of collection

(Min)

BP (KW)

FC (gm/hr)

BSFC (gm/KW-

hr) BP

(KW)

BSFC (gm/KW-

hr)

6.5 2000 100 2.65 3.874 1972.07 518.96 3.78 520.52 72 251 19.66 2.85

9.5 2000 100 2.49 5.662 2098.79 370.68 5.52 371.79 76 321 27.00 4.16

12.2 2000 100 1.94 7.27 2693.81 370.53 7.099 371.64 79 394 27.017 5.35

15.2 2000 100 1.89 9.05 2765 305.53 8.83 306.44 79 508 32.76 6.66