EMISSION AND PERFORMANCE CHARACTERISTICS OF JATROPHA ETHYL … · 2016-06-10 · EMISSION AND...

EMISSION AND PERFORMANCE CHARACTERISTICS OF JATROPHA ETHYL ESTER BLENDS WITH DIESEL FUEL IN A C.I. ENGINE

RAJNEESH KUMAR1, ANOOP KUMAR DIXIT2, GURSAHIB SINGH MANES3, ROHINISH KHURANA4 & SHASHI KUMAR SINGH5

1M. Tech Student, Department of Farm Machinery and Power Engineering, Punjab Agricultural University,Ludhiana, India

2Research Engineer, Department of Farm Machinery and Power Engineering, Punjab Agricultural University, Ludhiana, India

3Senior Research Engineer, Department of Farm Machinery and Power Engineering, Punjab Agricultural University, Ludhiana, India

4Associate Professor, Department of Farm Machinery and Power Engineering, Punjab Agricultural University, Ludhiana, India

5Associate Professor, School of Energy Studies for Agriculture, Punjab Agricultural University, Ludhiana, India

ABSTRACT

A technique to produce biodiesel from crude Jatropha curcas seed oil having high free fatty acids

(7% FFA) has been developed. The two step process was carried out to produce biodiesel from crude Jatropha

curcas oil. The pretreatment process was carried out to reduce the free fatty acid content by (≤2%) acid

catalyzed esterification. The optimum reaction conditions for esterification were reported to be 5% H2SO4,

20% ethanol and 1 hr reaction time at temperature of 65OC. The pretreatment process reduced the free fatty

acid of oil from 7% to 1.85%. In second process, alkali catalysed transesterification of pretreated oil was

carried and the effects of the varying concentrations of KOH and ethanol: oil ratios on percent ester recovery

were investigated. The optimum reaction conditions for transesterification were reported to be 3% KOH (w/v

of oil) and 30% (v/v) ethanol: oil ratio and reaction time 2 hrs at 65OC. The maximum percent recovery of

ethyl ester was reported to be 60.33%. After that the experimental work has been carried out to analyze the

emission and performance characteristics of a single cylinder 3.73 kW, compression ignition engine fuelled

with Jatropha ethyl ester blends with diesel fuel at an compression ratio of 16.5:1. The fuel samples were

prepared by blending jatropha ethyl ester with diesel in the composition of 0:100, 10:90, 20:80, 30:70 and

40:60%. The performance parameters evaluated were break thermal efficiency, break specific energy

consumption (BSEC), exhaust gas temperature and the emissions measured were carbon monoxide (CO) and

oxides of nitrogen (NOx). The results of experimental investigation with biodiesel blends were compared

with that of baseline diesel. The results indicate that the Brake thermal efficiency increased with increase in

load on the engine for all blends and also increased with increase in proportion of biodiesel in diesel fuel.

Brake specific fuel consumption decreased with increase in load on the engine for all fuel blends. Brake

International Journal of Automobile Engineering Research and Development (IJAuERD ) ISSN 2277-4785 Vol.2, Issue 2 Sep 2012 34-47 © TJPRC Pvt. Ltd.,

35 Emission and Performance Characteristics of Jatropha Ethyl Ester Blends with Diesel Fuel in a C.I. Engine

specific fuel consumption increased with increase in concentration of blends in diesel fuel. NOx emissions

increased with increase in percentage of ester in blend as compared to diesel fuel and also increased with

increase in load.CO emissions were lower for all the blends at all loads. CI engine could be operated without

affecting the performance of the engine with 40 % blending of jatropha ethyl ester biodiesel with diesel.

KEYWORDS Diesel Engine, Engine Performance, Exhausts Emissions, Free Fatty Acid, Jatroph Curcas

Oil, Jatropha Ethyl Ester, Tranesterification, KOH.

INTRODUCTION

The ever increasing number of automobiles has lead to increase in demand of fossil fuels (petroleum).

The increasing cost of petroleum is another concern for developing countries as it will increase their import bill.

The world is also presently confronted with the twin crisis of fossil fuel depletion and environmental

degradation. Fossil fuels have limited life and the ever increasing cost of these fuels has led to the search of

alternative renewable fuels for ensuring energy security and environmental protection. For developing countries

fuels of bio-origin can provide a feasible solution to this crisis. Certain edible oils such as cottonseed, palm,

sunflower, rapeseed, safflower can be used in diesel engines. For longer life of the engines these oils cannot be

used straightway. The viscosity (more than 10 times that of diesel fuel) volatility of these vegetable oils is

higher that leads to poor fuel atomization and inefficient mixing with air, which contribute to incomplete

combustion .Goering et al. (1982), Bagby, (1987) and these can be brought down by a process known as

“transesterification”. Chemically transforming the plant oils to bio-diesel by alcoholysis (trans-esterification)

was considered as the most suitable modification because technical properties of esters are nearly similar to

diesel. Ma and Hanna (1999), Meher et al. (2006). Through, trans-esterification, plant oils are converted to the

alkyl esters of the fatty acids present in the oil. Lang et al. (2001), Ramadhas et al. (2005). Biodiesel has a

higher cetane number than petroleum diesel, no aromatics and contains upto 10% oxygen by weight. The

characteristics of biodiesel reduce the emissions of carbon monoxide (CO), hydrocarbon (HC) and particulate

matter (PM) in the exhaust gas as compared with petroleum diesel. Agarwal, (1998) , Agarwal and Das (2001).

These vegetable or plant oil based ester fuels can be derived from a number of edible, non-edible grade oil

sources as described below:

EDIBLE GRADE OILS Such oils are used to produce biodiesel through transesterification and supercritical fluid (SCF) methods in

various countries of the European Union, USA, Canada, Australia etc. However, in many countries of Asia, it

won’t be appropriate to use these for fuel as these are in short supply and highly in demand for food as well as

cooking applications. These are: Peanut, Safflower, Palm, Soybean, Sesame, Rapeseed/Canola, Mustard,

Sunflower, Linseed, Coconut, etc. (Antolin et al. (2002), Barsic and Humke (1981), Biswas et al (2006), Einfalt

Rajneesh Kumar, Anoop Kumar Dixit, Gursahib Singh Manes, 36

Rohinish Khurana & Shashi Kumar Singh

and Goering (1985), Goodrum and Geller (2005), Kaufman and Ziejewski (1984), Mazed et al. (1985),

Peterson et al. (1987), Srivastava and Prasad (2000), Tiwari (2003).

NON EDIBLE GRADE OIL

A number of tree-borne vegetable oilseeds such as Jatropha curcas, Karanjia (Pongamia glabra),

Pongamia pinnata, Mahua, Neem, Pine seeds, Tung seeds, Nagchampa, Kusum, Ark (Calotropis gigantia),

Castor, Rubber, etc are ideally suited for production of biodiesel fuel for application in compression ignition

engines. These are considered less energy intensive and more economical for biodiesel applications. Akintayo

(2004), Ishii and Takeuchi (1987), Kumar et al. (2006), Samson et al (1985).But, usage of edible oil seeds may

create shortage of oil for daily food due to lack of self-sufficiency of edible oil production in India. So, edible

oils may not be the right option for substitution in diesel engines. Hence attention has been diverted to evaluate

the suitability of non-edible oils for diesel engine. Bhatt (1987).

Most research has been done using methanol as compared than with ethanol. But, methanol is toxic in

nature, poisonous and is not derived from renewable sources. Whereas, ethanol is non toxic and can be derived

from renewable sources. The use of ethanol in biodiesel production has not been studied as extensively as has

methanol. Ethyl ester derived from plant oils by using ethanol has greater engine compatibility, lower nitrous

oxide levels, less particulate emissions, better biodegradability and lower toxicity than either diesel or methyl

ester fuels. Kurki et al. (2006), Khan et al. (2007). Jatropha carcus oil often known as “Ratanjot Tel” in north

India is also known as wild castor oil. The jatropha oil has various advantages and the plant can be grown in

wasteland. In India it is found in semi wild conditions and grown in fields. The jatropha plant has few insects or

fungal pests and is not a host to many diseases that attack agricultural plants. Its viscosity is more than most of

vegetable oils. Considering the advantages of jatropha oil as an alternative fuel and advantages of ethyl esters

this study was carried out to evaluate the performance of a 3.73 kW diesel engine using different blends of

jatropha ethyl ester oil with diesel as fuel.

METHODS PRODUCTION OF JATROPHA ETHYL ESTER

The most common method to produce ester is using ‘tranesterification’ which refers to a catalyzed

chemical reaction involving Crude oil and an alcohol to yield fatty acid alkyl esters and glycerol i.e. crude

glycerine. But, the free fatty acid content was reported to be high (7%). This was not suitable for alkali

catalyzed trans-esterification. Thus the pretreatment of crude oil was carried out.

ACID PRETREATMENT

In this step, the crude oil was pre heated up to 65 OC and the mixture of sulphuric acid and ethanol was

added to pre heated Jatropha oil and thereafter, stirred continuously maintaining a steady temperature of 65 OC


for 1 hour. After 1 hr, the stirring was stopped and reaction product was poured into a separating funnel and left

for 4 hr to separate into two phases: a top phase (the oily phase, consisting of oil) and a bottom phase (the waste

phase or black phase, consisting of water, un-reacted ethanol, sulfuric acid and gummy material). The top phase

was recovered to produce biodiesel by transesterification. The effect of the catalyst sulfuric acid (5 (v/v) of oil)

and varying amount of ethanol (20 and 30% (v/v) of oil) were used to identify the optimal reaction conditions

required for lowering the acid value of treated oil.

BASE CATALYZED TRANSESTERIFICATION

In this step, the pretreated oil was further subjected to transesterification using ethanol and KOH as

catalyst. The pretreated oil was heated at 65 OC and the solution of KOH and ethanol was added to the heated

oil. The reaction mixture was stirred continuously at 65 OC and 290 rpm for 2 h. The mixture was allowed to

settle for 72 hr and separated the glycerol layer to get the ethyl ester layer of fatty acids on the top. The

produced ethyl ester layer was washed with warm water to remove the presence of excess of the catalyst,

ethanol and soap. The biodiesel was further dried to remove any moisture present in it. The effect of the varying

concentration of KOH i.e. (1.0%, 1.5%, 2.0%, 2.5% and 3.0% w/v of oil) and ethanol ratio i.e. (25%, 30%, 35%

and 40% 30% v/v of oil) was used to identify the optimal reaction conditions having higher percent ethyl ester

recovery from oil.

EXPERIMENTAL SET-UP

A computerized variable compression ratio multi fuel engine test bed was used to study the engine

performance with jatropha ethyl ester oil blended with diesel and diesel alone as fuel. This test bed had a

vertical single cylinder, water cooled engine in which there is a provision to change its compression ratio by

raising or lowering bore head of the engine (Figure 1). There is a provision to set the operation type as Spark

Ignition or Compression Ignition. Various sensors are mounted on the engine to measure different parameters.

The test bed is also equipped with all the control electrical, electronic computer and data acquisition system. For

running the engine, the compression ratio of the engine was changed to the desired ratio. Loading and unloading

was done through computer. All the measurements and calculations were done by the software loaded in the

computer and the data was exported as CSV files, which could be opened using MS Excel for further analysis.

Brief specifications of the VCR engine are given in Table 1.



Figure 1. Variable Compression Ratio (VCR) engine used for the study

A constant level of engine cooling water flow was maintained at > 60 ml/sec. The standard fuel

injection timing for the test engine was 23O BTDC. Engine performance test was done using software ‘Engine

Test Express’ (Figure 2). This software is highly integrated ‘C’ language based software. “Nucon” Multi Gas

Analyzer was used to measure the concentration of carbon-monoxide (CO) and nitric oxide (NOx) in the

exhaust gases.


Table 1: Brief specifications of variable compression ratio (VCR) engine

Parameter Specification

Engine power, kW 3.67

Engine speed 1350 to 1600 rpm variable governed speed

Number of cylinders One

Compression ratio 5:1 to 20:1

Bore, mm 80

Stroke, mm 110

Type of ignition Spark ignition or Compression ignition

Method of loading Eddy Current Dynamometer

Method of starting Manual crank start

Figure 2. A screen view of the software ‘Engine Test Express’

A nominal flow rate of 500 to 1000 ml/min was maintained throughout the experiment as



recommended by the manufacturer for an acceptable response time consistent with low consumption of sample

gas. The digital meters were present on the instrument to directly display the reading. The range of carbon

monoxide meter was 0 to 2 percent (least 0.001percent) and for nitric oxide meter was 0 to 2000 ppm (least

count 1 ppm).

PREPARATION OF FUEL BLENDS

Non edible jatropha oil was obtained from market. Trans-esterification process was used to produce

ethyl ester. Different blends of diesel and jatropha ethyl ester were premixed on a volume basis and stored in

separate auxiliary tanks. Pure diesel and four jatropha ethyl ester blends were used: 100 % diesel (B0), 90 %

diesel with 10 % jatropha ethyl ester (B10), 80 % diesel with 20 % jatropha ethyl ester (B20), 70 % diesel with

30 % jatropha ethyl ester (B30) and 60 % diesel with 40 % jatropha ethyl ester (B40). The substitution of

jatropha ethyl ester with diesel beyond 40 % was not done because it was observed during trial run that at 50 %

blending of jatropha ethyl ester the engine performance was not smooth and engine sound was abnormal. The

fuel properties of diesel, jatropha ethyl ester and jatropha ethyl ester blends used in the study are given in Table

1.

Table 1. Fuel characteristics of different blends/fuel

Fuel properties Diesel

(B0)

Crude

Jatropha oil

Jatropha

Ethyl Ester

Jatropha Ethyl Ester Blends

B10 B20 B30 B40

Viscosity at 37°C, cS 4.38 38.33 7.33 5.16 5.66 5.83 6.00

Density at 37°C, g/cm3 0.83 0.93 0.87 0.84 0.85 0.85 0.86

Calorific value , MJ/kg 42.9 32.62 35.77 41.47 40.39 39.52 39.08

Cloud Point, °C 0.5 8.0 1.7 0.7 0.8 1.3 1.5

Pour Point, °C -7.8 4.0 -2.8 -7.2 -6.8 -6.3 -5.3

Flash Point, °C 58.3 287.7 111.7 61.7 68.7 76.3 83.7


EVALUATION PROCEDURE

The engine was evaluated for performance using different fuel blends at loads of 0 (no load), 25, 50

and 75 % of rated load at a compression ratio of 16.5:1. The various performance parameters such as brake

thermal efficiency, brake specific fuel consumption and emission characteristics i.e. carbon monoxide (CO) and

nitric oxide (NOx) concentration in exhaust gas were measured and recorded.

RESULTS

The content of free fatty acid in the oil was determined by standard titrimetry method and the total

concentration of free fatty acid was reported to be 7%. The processing of crude oil that had high free fatty acid

content to ethyl esters using an alkaline catalyst results in the formation of fatty acid salts i.e. soap. The soap

could further prevent the separation of the ethyl ester layer from the glycerol fraction. Therefore, the two step

process i.e. acid-catalyzed esterification followed by base-catalyzed transesterification process was selected for

converting crude Jatropha oil to ethyl esters.

ACID PRETREATMENT

Acid catalyzed esterification was carried out to reduce the free fatty acid content of oil. The different

reaction variables i.e. ethanol to oil ratio and catalyst concentration affecting the acid value of treated oil were

studied. The esterification reaction using varying ethanol to oil ratio (20 and 30% v/v of oil) and catalyst

concentration (5 % v/v of oil) reduced the level of free fatty acids from (7%) to 1.85%. The results revealed that

the optimum reaction conditions for acid catalyzed esterification were 5% H2SO4 and 20% v/v ethanol to oil

ratio. Singh and Padhi (2009) catalyzed the esterification of crude Jatropha oil using 5% H2SO4 and 20%

methanol.

BASE CATALYZED TRANSESTERIFICATION

The base catalyzed transesterification of pretreated Jatropha oil was carried out using varying ethanol:

oil ratio (25, 30, 35, and 40%) and KOH catalyst concentration (1, 1.5, 2, 2.5, and 3%).

EFFECT OF CATALYST CONCENTRATION The experiment was conducted with five different catalyst concentrations (1.0, 1.5, 2.0, 2.5 and 3.0%

w/v of oil) at 30% ethanol: oil ratio. The percent recovery of ethyl ester increased as the catalyst concentration

was increased. The maximum percent recovery of ethyl ester (60.33%) was reported at 3% KOH catalyst

concentration. Similarly Bhattacharya (2008) reported maximum recovery of ethyl ester at 3% KOH catalyst

concentration.



EFFECT OF OIL: ETHANOL RATIO

The experiment was conducted with different ethanol to oil ratio (25%, 30%, 35% and 40% v/v) at 3%

catalyst concentrations. It was found that the percent recovery of ester was low when ethanol to oil ratio of 25%

was used. The maximum recovery of 60.33 percent of ester was reported at 30% v/v ethanol: oil ratio.

ENGINE PERFORMANCE

EFFECT OF LOAD ON BRAKE THERMAL EFFICIENCY FOR VARIOUS FUEL

BLENDS

The variation of brake thermal efficiency with load of the engine for different fuel blends is shown in

Figure. 3. Brake thermal efficiency increased with increase in load on the engine. This may be due to reduction

in heat loss and increase in power with increase in load. Maximum brake thermal efficiency of 33.814 % was

obtained for B40 at 75 % of the rated load. Brake thermal efficiency increases with increase in percentage of

jatropha ethyl ester in the fuel. Brake thermal efficiency for B30, B20 and B10 was 32.083, 31.460 and 31.265

% respectively at 75 % of the rated load whereas for B0 it was 30.65 % at same load. Increased efficiency with

increase in percentage of jatropha ethyl ester in the fuel might be due to increased fuel temperature as blends

contain more oxygen. So, higher fuel temperature reduced its viscosity and might have reduced the ignition lag

also, resulting in better combustion and hence increased efficiency.

Figure 3. Variation of brake thermal efficiency with load of engine for different fuel blends


EFFECT OF LOAD ON BRAKE SPECIFIC FUEL CONSUMPTION FOR VARIOUS FUEL

BLENDS

The variation of brake specific fuel consumption with load of the engine for different fuel blends is

shown in Figure. 4. Brake specific fuel consumption decreased with increase in load on the engine for all fuel

blends. This reduction could be due to higher percentage of increase in brake power with load as compared to

fuel consumption. Brake specific fuel consumption for B10, B20, B30 and B40 blends varied from 0.486 to

0.271, 0.495 to 0.278, 0.503 to 0.274 and 0.516 to 0.281 kg/kWh and was higher than that of diesel fuel (0.467

to 0.267 kg/kWh) as the load was increased from no load to 75 % of rated load. The increase in brake specific

fuel consumption with increase in concentration of blends in diesel fuel is attributed to lower heat values.

Figure 4. Variation of brake specific fuel consumption with load of engine for different fuel blends

EFFECT OF LOAD ON EXHAUST TEMPERATURE FOR VARIOUS FUEL BLENDS

The variation of exhaust gas temperature with load of the engine for different fuel blends is shown in

Figure. 5. Exhaust gas temperature increased with increase in load on the engine. This may be attributed to

increase in quantity of fuel injected with the increase in load. The increased quantity of fuel generated greater

heat in combustion chamber. Maximum exhaust gas temperature of 290.10 OC was obtained for B40 at 75 % of

the rated load. Exhaust gas temperature increased with increase in percentage of jatropha ethyl ester in the fuel.

Exhaust gas temperature for B10, B20 and B30 was 262.86, 268.18 and 271.03 OC respectively at 75 % of the

rated load as compared to 244.18 OC for B0 at same load. Exhaust gas temperature increased for all fuel types

because of pressure rise in combustion chamber and an increase in fuel injection rate with increase in brake

load. Secondly, this may be due to better utilization of heat released during combustion of fuels and increase in

brake thermal efficiency on blended fuels.



Figure.5. Variation of exhaust gas temperature with load of engine for different fuel blends

EFFECT OF LOAD ON NITRIC OXIDE (NOX) EMISSION FOR VARIOUS FUEL BLENDS

The variation of Nitric oxide (NOx) emission with load of the engine for different fuel blends is shown

in Figure. 6. Nitric oxide (NOx) emission increased with increase in load on the engine. NOx concentration was

234, 238, 263 and 286 ppm at 75 % of the rated load for B10, B20, B30 and B40 fuels respectively whereas for

B0 i.e. diesel, it was 229.33 ppm at same load. It was also observed that there was gradual increase in the

emission of nitric oxide (NOx) with increase in percentage of esters in the fuel. NOx formation was higher in

ethyl ester blended fuels due to higher temperatures during combustion phase and better access to oxygen.

Another factor causing the increase in NOx could be the possibility of higher combustion temperatures arising

from improved combustion because larger part of the combustion is completed before TDC for ester blends

compared to diesel due to their lower ignition delay. So it is highly possible that higher peak cycle temperatures

are reached for ester blends compared to diesel.

Figure 6. Variation


of Nitric oxide (NOx) emission with load of engine for different fuel blends EFFECT OF LOAD ON CARBON MONOXIDE (CO) EMISSION FOR VARIOUS FUEL

BLENDS

The variation of Carbon monoxide (CO) emission with load of the engine for different fuel blends is

shown in Figure. 7. Carbon monoxide (CO) emission increased with increase in load on the engine. This may be

due to the fact that as the load is increased, the fuel consumption is also proportionately increased and due to

insufficient air in the combustion chamber there may be incomplete combustion of fuel and hence increased

CO. It was also observed that carbon monoxide emission decreased with increase in percentage of esters in the

fuel. This reduced emission of carbon monoxide may have resulted due to increased combustion efficiency

which is reflected in terms of higher brake thermal efficiency because of presence of the oxygen molecules in

the blended fuels. CO concentration in exhaust gas was 0.066, 0.057, 0.054 and 0.049 % at 75 % of rated load

for B10, B20, B30 and B40 fuels respectively whereas for diesel, it was 0.081 % at 75 percent of rated load.

Figure 7. Variation of carbon monoxide (CO) emission with load of engine for different fuel blends

CONCLUSIONS

Based on the study, it was concluded that the optimum reaction condition for alkali catalyzed

transesterification were 30% (v/v) ethanol to oil ratio, 3% KOH (w/v) of oil, reaction temperature 65OC,

reaction time 2hr and settling time 72 hr. The maximum 60.33% recovery of ethyl esters were reported in the

present study. The fuel characteristics of prepared biodiesel and their blends were compared with diesel fuel to

find its potential use in compression ignition engine.

The blends of Jatropha ethyl ester and diesel could be successfully used in diesel engines without any



modification, with acceptable performance and better emissions. Based on the engine performance and also

from emission point of view, the blend B40 was comparable and better in some aspects than that of diesel fuel.

Hence it is concluded that the CI engine could be operated without affecting the performance of the engine with

40 % blending of jatropha ethyl ester biodiesel with diesel.

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