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BANGALORE UNIVERSITY
BANGALORE
BACHELOR OF ENGINEERING
in
MECHANICAL ENGINEERING
Submitted by
NISHAD RAJMALWAR
Reg. No: 13GAEM9053
T SREEHARSHA VARMA
Reg. No: 13GAEM9099
VARUN B K
Reg. No: 13GAEM9101
BANGALORE UNIVERSITY
CERTIFICATE
This is to certify that the project work entitled “STUDY ON EFFECTS OF ADDITION
OF ETHANOL AS ADDITIVE WITH BLEND OF POULTRY LITTER BIODIESEL
AND ALUMINA NANOPARTICLES ON PERFORMANCE, COMBUSTION AND
EMISSION CHARACTERISTICS OF DIESEL ENGINE” is an authentic record of the
project work carried by Mr. NISHAD RAJMALWAR (Reg. No: 13GAEM9053),
Mr. T SREEHARSHA VARMA (Reg. No: 13GAEM9099) and Mr. VARUN B K (Reg.
No: 13GAEM9101) in partial fulfillment for the award of degree of Bachelor of
Engineering in Mechanical Engineering of Bangalore University, Bangalore during the
year 2016-2017 is a bonafide record of work successfully carried out at University
Visvesvaraya College of Engineering, Bangalore.
Examiners:-
Varun BK (13GAEM9101), hereby declare that the work being presented in the
has been carried out at the University Visvesvaraya College of Engineering, Bangalore
Bangalore.
The work contained in the thesis has not been submitted in part or full to any other
university or institution or professional body for the award of any degree or diploma or any
fellowship previously.
We express our sincere gratitude to all people who helped us in one way of the
other to finish our thesis successfully. We are thankful to our guide
Dr. D.K. Ramesha, Associate Professor, Mechanical Engineering Department, and
Dr. K.V. Sharma, Professor, Mechanical Engineering Department, who have been a
constant source of encouragement ever since the start of the of the project, helped us in all
aspects and boosting my morale on several occasions. They has spent a huge amount of
time, energy and dedication into this project. We acknowledge with deep gratitude for their
total support in our work.
Our sincere thanks to Dr. B.M. Rajaprakash, Professor and Head, Department of
Mechanical Engineering, for his constant encouragement and support towards carrying out
the dissertation. We thank Dr. KR Venugopal, Principal, University Visvesvaraya College
of Engineering for his encouragement.
We thank our family members for their love, encouragement and continuous
support without which we could not have completed this assignment.
Lastly, we would like to thank everyone who has directly or indirectly helped us in
bringing out this work in its present form.
Keywords: Diesel engine; poultry litter oil methyl ester; biodiesel; alumina
nanoparticles; transesterification; ethanol; performance; combustion; emission.
i
CONTENTS
TITLE SHEET
CERTIFICATE
DECLARATION
ACKNOWLEDGEMENT
ABSTRACT i
CONTENT ii-vi
NOMENCLATURE vii
LIST OF TABLES ix
1.3 BIODIESEL 3
1.4 NANO-PARTICLES 4
1.5 ETHANOL 4
ii
CHAPTER 2 LITERATURE SURVEY 7-13
2.3 SUMMARY 12
3.1 BIODIESEL 15
3.6 TRANSESTERIFICATION 18
4.1 INTRODUCTION 23
4.2 NANOPARTICLES 24
iii
4.3 SUMMARY 25
6.1 OBJECTIVES 30
6.2 METHODOLOGY 31
7.6 DRYING 37
iv
7.9 FUEL PROPERTIES 42
8.6 OBSERVATIONS 51
9.1 INTRODUCTION 53
9.2 PERFORMANCECHARACTERISTICS 53
v
9.2.1 Brake Thermal Efficiency (BTE) 53
9.3 SUMMARY 54
9.5 SUMMARY 55
9.7 SUMMARY 60
REFERENCES 64-66
APPENDIX 67-68
PROCEEDINGS 69-70
vi
NOMENCLATURE
vii
LIST OF FIGURES
viii
LIST OF TABLES
ix
M.E. Thesis
CHAPTER 1
INTRODUCTION
1.3 BIODIESEL
Biodiesel is methyl or ethyl ester of fatty acids made from vegetable oils and animal fats.
Biodiesel can be used in pure form (B100) or may be blended with petroleum diesel at any
concentration in most injection pump diesel engines. Blends of biodiesel and conventional
hydrocarbon-based diesel are products most commonly distributed for use in the retail diesel fuel
marketplace. Just like diesel, biodiesel operates in compression ignition engine, which essentially
requires very little or no engine modification, as biodiesel has properties similar to diesel. Also, it
can be stored like diesel in a tank and does not require a separate infrastructure.
The surge of interest in biodiesels has highlighted a number of environmental effects
associated with its use. The use of biodiesel in conventional diesel engine results in substantial
reduction of unburned hydrocarbons, carbon monoxide and particulate matter emissions. These
potentially include reductions in greenhouse gas emissions, deforestation, pollution and the rate of
biodegradation. According to the EPA's Renewable Fuel Standards Program Regulatory Impact
Analysis, released in February 2010, biodiesel from soy oil results, on average, in a 57% reduction in
greenhouse gases compared to petroleum diesel, and biodiesel produced from waste grease results in
an 86% reduction. Biodiesel is considered as a clean fuel since it has no sulphur and has about 11%
oxygen content by weight, which helps it burn completely.
1.4 NANO-PARTICLES
Nanoparticles are particles between 1 and 100 nanometres in size. In nanotechnology, a
particle is defined as a small object that behaves as a whole unit with respect to its transport and
properties.Nanoparticles have high surface to volume ratio due to which it promotes better
combustion by improved atomization. This catalytic activity is dependent on surface area, amongst
other things, so using nanoparticles can offer distinct advantages over bulk material or larger
particles.
Nanoparticles and microparticles of aluminium have also been investigated as a potential fuel
additive. Aluminium is known to increase the power output of engines, due to its high combustion
energy. Recent advances in fabrication and characterization of nanoparticles have allowed more
detailed research into the relationship of particle size and structure with performance benefit.
Adding Aluminium oxide nanoparticles to fuel can help decomposition of unburnt
hydrocarbons and soot, reducing the amount of these pollutants emitted in the exhaust and reducing
the amount of fuel used.
In addition, the nanoparticle suspensions in ethanol-based fuels are much better than those in
model hydrocarbons, suggesting that nanoaluminium could be effective in additive packs for bio-
ethanol fuels.
The ultra-sonication technique is the best-suited method to disperse the nanoparticles in a
base fluid to prevent the agglomeration of nanoparticles. This technique uses pulsating frequencies to
disperse particles in the nanometer range into the fluid.
1.5 ETHANOL
Ethanol fuel is ethyl alcohol, the same type of alcohol found in alcoholic beverages, used as
fuel. It is most often used as a motor fuel, mainly as a biofuel additive.Ethanol-blended fuel is widely
used in Brazil, the United States and Europe. Most cars on the road today in the U.S. can run on
blends of up to 10% ethanol and ethanol represented 10% of the U.S. gasoline fuel supply derived
from domestic sources in 2011.
The basic steps for large-scale production of ethanol are: microbial (yeast) fermentation of
sugars, distillation, dehydration and denaturing (optional). Prior to fermentation, some crops require
saccharification or hydrolysis of carbohydrates such as cellulose and starch into sugars.
Saccharification of cellulose is called cellulolysis (see cellulosic ethanol). Enzymes are used to
convert starch into sugar.
Ethanol contains approx. 34% less energy per unit volume than gasoline, and therefore in
theory, burning pure ethanol in a vehicle reduces miles per gallon 34%, given the same fuel
economy, compared to burning pure gasoline. However, since ethanol has a higher octane rating, the
engine can be made more efficient by raising its compression ratio. Using a variable geometry or
twin scroll turbocharger, the compression ratio can be optimized for the fuel, making fuel economy
almost constant for any blend.
In many countries cars are mandated to run on mixtures of ethanol. All Brazilian light-duty
vehicles are built to operate for an ethanol blend of up to 25% and since 1993 a federal law requires
mixtures between 22% and 25% ethanol, with 25% required as of mid July 2011. In the United States
all light-duty vehicles are built to operate normally with an ethanol blend of 10%. At the end of 2010
over 90 percent of all gasoline sold in the U.S. was blended with ethanol.
foreign oils, helping boost the country’s overall economy. The biofuel policy of India has an
indicative target of 20 percent blending of bioethanol by 2017. India has 330 distilleries, which can
produce more than 4 billion litres of rectified spirit (alcohol) per year in addition to 1.5 billion litres
of fuel ethanol which could and should meet the requirement of 5% blending.
CHAPTER 2
LITERATURE SURVEY
Studies on the characteristics of biodiesel carried out by earlier researchers are presented here.
Generally, the source of biodiesel is oil bearing trees like Jatropha, Mahua, Honge etc. which are
abundantly available in India from the agriculture industry. Poultry litter oil comes from an animal
source and the biodiesel industry based on this is relatively new and emerging.
V Arul Mozhi Selvan et al.[9] investigated the performance and emission characteristics of a
compression ignition engine while using cerium oxide nanoparticles as additive in neat diesel and
diesel-biodiesel-ethanol blends. They carried out the performance tests on a computerized single
cylinder four stroke direct injection variable compression ratio engine at 1500 RPM. They found that
the specific fuel consumption was higher for the diesel-biodiesel-ethanol blends than neat diesel at
all the brake mean effective pressures. The brake thermal efficiency of neat diesel was higher than
diesel-biodiesel-ethanol blends at all the loads and a small improvement was observed with the
addition of cerium oxide with diesel ethanol blends. They found that cerium oxide acts as an oxygen
donating catalyst and provides oxygen for the oxidation of CO or absorbs oxygen for the reduction of
NOx. The activation energy of cerium oxide acts to burn off carbon deposits within the engine
cylinder at the wall temperature and prevents the deposition of non-polar compounds on the cylinder
wall which results in reduction of HC emissions.
K. Ramarao et al. [10] experimentally investigated the performance and emission characteristics of a
single cylinder diesel engine using nano additives in diesel and biodiesel. They used blends of diesel-
biodiesel of different proportions to which they added cerium oxide nano additive. They established
properties like flash point, fire point, calorific values for all these blends. They found that at full load
operation, the brake thermal efficiency of biodiesel blend is 2% higher than diesel. The NOx
emissions of biodiesel, with addition of nano additive, decrease as compared to diesel fuel. CO
emissions are less at lower loads compared to diesel fuel but nearly equal at higher loads. They also
observed that HC emissios are less than diesel fuels at all loads.
Senthil Kumar M. et al. [11] investigated the use of Jatropha Oil and Methanol in Duel fuel engine.
In their work, a single cylinder diesel engine was converted to use vegetable oil ( Jatropha oil) as the
pilot fuel and methanol as the inducted primary fuel. Duel fuel engines can use a wide range of fuels
and operate with low smoke emissions and high thermal efficiency. The test was conducted at 1500
RPM and at full load with different blends of methanol and Jatropha oil. They observed that the
brake thermal efficiency increased in the dual fuel mode when both Jatropha oil and diesel were used
as pilot fuels. The maximum brake thermal efficiency was 30.6% with Jatropha oil and 32.8% with
diesel. The smoke emission was reduced from 4.4 BSU with pure Jatropha oil operation to 1.6 BSU
in dual fuel mode. The HC and CO emissions were higher in dual fuel mode. Heat release pattern in
the case of neat Jatropha oil operation showed a smaller premixed combustion phase and a larger
diffusion combustion phase as compared to diesel operation. These phases were not distinguishable
in the dual fuel mode.
Hwanam Kim et al.[13] studied the characteristics of the particle size distribution, the reaction
characteristics of nanoparticles on the catalyst, and the exhaust emission characteristics when a
common rail direct injection (CRDI) diesel engine is run on biofuel-blended diesel fuels. In their
study, the engine performance, emission characteristics, and particle size distribution of a CRDI
diesel engine that was equipped with warm-up catalytic converters (WCC) or a catalyzed particulate
filter (CPF) were examined in an ECE (Economic Commission Europe) R49 test and a European
stationary cycle (ESC) test. During the engine performance test, they observed high fuel
consumption due to lowered calorific value that ensued from mixing biofuels. . The use of a
biodiesel–diesel blend fuel reduced the total hydrocarbon and carbon monoxide emissions but
increased nitrogen oxide emissions due to the increased oxygen content in the fuel. The smoke
emission was reduced by 50% with the use of the bioethanol–diesel blend. . The use of biofuel-
blended diesel fuel reduced the total number of particles emitted from the engine; however, the use
of biodiesel–diesel blends resulted in more emissions of particles that were smaller than 50 nm. The
use of a mixed fuel of biodiesel and bioethanol was much more effective for the reduction of the
particle number and particle mass.
Xiaoyan Shi et al. [1] investigated the emission reduction potential of using ethanol-biodiesel-diesel
blend on a heavy-duty diesel engine. They studied the emission characteristics of a three-compound
oxygenated diesel fuel blend (BE-diesel), on a Cummins-4B diesel engine. BE-diesel is a new form
of oxygenated diesel fuel blend which consists of ethanol, methyl soyate and petroleum diesel fuel.
The blend ratio used in this study was 5:20:75 (ethanol: methyl soyate: diesel fuel) by volume. The
emissions were compared to that of diesel. BE-diesel showed a reduction in particulate matter (PM)
emissions by 30% on an average. However, BE-diesel did lead to a slight increase of NOx emissions
in a range of 5.6–11.4% at tested conditions. Carbon Monoxide (CO) emissions varied with engine
operating conditions and were not conclusive. A general reduction in total hydrocarbon (THC)
emissions was obtained under the operation conditions. In summary, BE-diesel can be directly used
on a diesel engine for lower PM and THC emissions.
Nithin Samuel et al. [5] studied the Performance and Emission Characteristics of a Compression
Ignition Engine with Cerium Oxide Nanoparticles as additive to diesel. The experimental setup
consisted of a four stroke four-cylinder diesel engine and a brake drum dynamometer to load the
engine. Standard constant speed load tests were conducted on the engine with both pure diesel and
nanoparticle added diesel fuel. The Specific fuel consumption decreased by 0.5 kg/kw.hr for diesel
mixed with cerium oxide at 30 ppm. There was a 20% increase in Mechanical Efficiency of the
engine while using fuel added with 30 ppm cerium oxide. However thermal efficiency was higher for
neat diesel than the fuel mixed with nanoparticle. There was a significant improvement in the
exhaust emissions while using diesel mixed with cerium oxide nanoparticle.
Krzysztof Gorski et al. [8] studied the impact of ether/ethanol and biodiesel blends on combustion
process of compression ignition engine. The research was carried out on a three-cylinder, four stroke,
water cooled, 16.5:1 compression ratio engine. The maximum torque was 160 Nm at 1200 rpm, and
the maximum engine power was 31 kW at 2000 rpm. The engine was coupled to a brake and
equipped with the instrumentation to its control and for the measurement of the main parameters
(pressure in combustion chamber, fuel injector needle lift, pressure in fuel delivery pipe). In this
study, three kinds of fuels were used: diesel fuel (DF) as the baseline fuel, 30 % ethanol blending
with 70 % biodiesel and 30 % ETBE blending with 70 % biodiesel (denoted as ETB30B). Ethanol
molecules contain polarized OH- group and for this reason their miscibility with also polarized water
molecules is perfect, but significantly limited with diesel fuel. It is known, that miscibility of ethanol
with diesel fuel depends on temperature variations and presence of water in the mixture. In low
temperature phase separation of ethanol/diesel fuel blends can be observed. Addition of ethanol
reduces the viscosity of the blend which affects the atomization and vaporisation. Ethanol fuel blends
also promote higher combustion pressure and therefore better combustion and lower amount of
exhaust components.
Zunquing Zheng et al. [14] studied the combustion and emission fuelling biodiesel/n-butanol,
biodiesel/ethanol, and biodiesel/2,5-dimethylfuran on a diesel engine. The experiments were carried
out on a single cylinder, 4-stroke, 4-valve diesel engine. In their study, n-butanol, ethanol and
dimethylfuran(DMF) were blende with base biodiesel separately to investigate their effect on
combustion and emissions. Two blending ratios, i.e., 20% and 50% volume ratios were selected. The
fuel blends of n-butanol/biodiesel, ethanol/biodiesel, DMF/biodiesel with two blending ratios were
referred as Bu20/Bu50, E20/E50, DMF20/DMF50, respectively. The experiments were conducted at
an engine speed of 1500rpm and three equivalent fuel consumptions were set, which corresponded to
20 mg/cycle, 40 mg/cycle 60 mg/cycle diesel fuel mass conditions, respectively. Three EGR rates of
0%, 30% and 50% were selected in the experiment, which represented no EGR, medium EGR and
high EGR conditions. At low load conditions the indicated thermal efficiency (ITE) of pure biodiesel
and three fuel blends were lower when compared to diesel. With increase in load, pure biodiesel and
the three fuel blends present higher ITE than that of diesel fuel especially at high EGR rates. Smoke
emissions of pure biodiesel and the three blends were lower than that of diesel fuel at different loads
and EGR rates. NOX emissions of pure biodiesel, Bu20 and DMF20 were higher than that of diesel,
while E20 had lower NOX emissions than diesel. The hydrocarbon (HC) and carbon monoxide (CO)
emissions of biodiesel are similar to diesel fuel. When compared to diesel the HC and CO emissions
of the three fuel blends were higher at low loads and lower at high loads.
S.P. Venkatesan et.al.[6]were carried out at different dosing levels of the nanoparticles to study the
effects of n-Al2O3 on engine performance and its emissions. The main observations and inferences
are the brake thermal efficiency of diesel engine fuelled with n-Al2O3 blended fuels is marginally
improved as compared to that of diesel, the addition of n-Al2O3 decreases the HC emission compared
to diesel n-Al2O3 blended fuels showing better reduction in NOx, Smoke emission is considerably
reduced with n-Al2O3, Reduction in CO emission is observed with n-Al2O3 blends.
Dhiraj darunde et.al.[2] discusses fuel production, fuel properties, environmental effects including
exhaust emissions and co-products. This also describes the use of glycerol which is the by-product in
esterification process along with biodiesel. The impact of blending of biodiesel with ethanol and
diesel on the diesel engine has described. Mainly animal fats and vegetable oils are used for the
production of biodiesel. Several types of fuels can be derived from triacylglycerol-containing
feedstock. Biodiesel is produced by transesterifying the oil or fat with an alcohol (methanol/ethanol)
under mild conditions in the presence of a base catalyst.
1. China (3,860,000,000)
2. United States (1,970,000,000)
3. Indonesia (1,200,000,000)
4. Brazil (1,100,000,000)
5. India (729,209,000)
6. Pakistan (691,948,000)
7. Mexico (540,000,000)
8. Russia (340,000,000)
9. Japan (286,000,000)
10. Iran (280,000,000)
11. Turkey (250,000,000)
12. Bangladesh (172,630,000)
13. Nigeria (143,500,000)
In 2009 the annual number of chicken raised was estimated at 50 billion, with 6 billion raised in the
European Union, over 9 billion raised in the United States and more than 7 billion in China.
In 1950, the average American consumed 20 pounds of chicken per year, but it is predicted
that the average consumption will be 89 pounds in 2015. Additionally, in 1980 most chickens were
sold whole, and by 2000 almost 90 percent of chickens were sold after being processed into parts.
This increase in consumption and processing has led to many occupation-related illnesses.
2.3 SUMMARY
The published works have revealed promising results through series of ASTM standard fuel tests.
The combustion and performance characteristics of CI engine with biodiesel are comparable or better
than neat diesel operation. There is a need to improve the efficiency and reduce the emissions of the
biodiesel and diesel blend. The results from the use of nanoparticles and ethanol as additives are
promising. Most researchers have focused on using edible and non-edible vegetable oil as a source
for biodiesel. This comes with its own social and economic problems. Vast use and dependence on
agriculture industry for the production of oils can disturb the food chain and economics of the
country. To resolve this problem, the alternative fuels can be derived from the animal industry
namely poultry litter. The research work on poultry litter oil is minimal up till now and demands
more attention. Disposal of this oil is a problem and using it as an alternative fuel is a great way to
recycle waste.
• The fossil fuels are depleting at faster rate, there is a need to search for alternative fuels and
the performance improvement methods.
• Project aims at the performance analysis of biodiesel with influence of nanoparticles and
ethanol in CI engine.
• Poultry litter oil is taken as the base oil (Biodiesel)
• Alumina nanoparticles are used as Nano additives
• Ethanol is used as an additive
CHAPTER 3
BIODIESEL:
AN OVERVIEW
3.1 BIODIESEL
Biodiesel is defined as mono-alkyl esters of long chain fatty acid derived from vegetable oils
or animal fats which confirm to ASTM D675 specifications for use in diesel engines. It can be used
in conventional compression ignition engines.Moreover, it can maintain payload capacity and range
of conventional diesel. Biodiesel can be used alone or blended with petrodiesel in any proportionsin
unmodified diesel-engine vehicles. Feasibility studies on the use of different renewable liquid fuels
have been studied throughout the world. In recent years, biodiesel has gained international attention
as a source of alternative fuel due to characteristics like biodegradable, no toxicity and low emission
of carbon monoxide, particulate matter and unburned hydrocarbons. Also, physical and combustible
characteristics are close to diesel fuel. It may stand as immediate candidate substitute for diesel fuel.
The use of vegetable oils for engine fuels may seem not noticeable today. But such oil may in the
course of time become as important as petroleum and the coal tar products of present time.
In India, however, continuing research work on renewable energy sources, including vegetable
oils, is underway in various laboratories starting from the classic work of Prof. H.A. Javemann and
his associates at the Indian Institute of Science from the early 1940’s. Now national mission for
biodiesel is proposed and in this regard planning commission has taken decision to blend 5% ethanol
with petrol effective in eight major cities from 01.01.2003 as per phase I and has decided that this
ratio gradually be increased to 10% and 20% over a period of time upto 2012-2013 in phase II.
Daimler Chrysler India Ltd. has declared the commercial launch of biodiesel cars in five to ten years
as a part of its biodiesel project. The National Oilseeds and Vegetable Oil Development (NOVOD)
board has prepared Rs. 1,430 crore project for biodiesel production from Jatropha seeds and state
governments are providing various incentives to promote integrated Jatropha oil extraction in their
state e.g. Tamil Nadu. The southern railway adopted a three pronged strategy of large scale plantation
of these trees, processing the oil into biodiesel and making use of it for its large fleet of road vehicles
and locomotives. Awareness in India is only now giving shape to projects. In Andhra Pradesh four
companies viz. Southern Online Biotechnology (SBT), Tree Oils Ltrs (Zaheerabad) Natural Bio
Energy and the GMR group have seriously entered into this project. Others include Vrideshwar SSK
Ltd. (Ahmednagar, Maharashtra) the Simbhioly Sugar Mills (Ghaziabad, Uttar Pradesh), Mewar
Sugar Mills (Jaipur) SM Dyechem (Thane, Maharashtra) R.S. Petrochemicals (Punjab) and
Progressive Petroleum (Mumbai).
Flashpoint 0
C ≥100
3.6 TRANSESTERIFICATION
Animal and plant fats and oils are composed of triglycerides, which are esters formed by the
reactions of three free fatty acids and the trihydric alcohol, glycerol. In the transesterification
process, the added alcohol (commonly, methanol or ethanol) is deprotonated with a base to make it a
stronger nucleophile. As can be seen, the reaction has no other inputs than the triglyceride and the
alcohol. Under normal conditions, this reaction will proceed either exceedingly slowly or not at all,
so heat, as well as catalysts (acid and/or base) are used to speed the reaction. It is important to note
that the acid or base are not consumed by the transesterification reaction, thus they are not reactants,
but catalysts. Common catalysts for transesterification include sodium hydroxide, potassium
hydroxide, and sodium methoxide.
Almost all biodiesel is produced from virgin vegetable oils using the base-catalyzed technique as
it is the most economical process for treating virgin vegetable oils, requiring only low temperatures
and pressures and producing over 98% conversion yield (provided the starting oil is low in moisture
and free fatty acids). However, biodiesel produced from other sources or by other methods may
require acid catalysis, which is much slower. Since it is the predominant method for commercial-
scale production, only the base-catalyzed transesterification process is shown below.
atmosphere ; burning plant products in an engine release the CO2uptake back in to the
atmosphere to be taken up again by others plants. The CO2is recycled, atmosphere CO2 is
remains constant. Thus, bio fuels do not increase the greenhouse effect unlike fossil fuels,
which release large amount of new CO2 that has been locked away from the atmosphere.
CHAPTER 4
NANOPARTICLES:
AN OVERVIEW
4.1 INTRODUCTION
Nanoparticles are particles between 1 and 100 nanometers in size. In nanotechnology, a particle is
defined as a small object that behaves as a whole unit with respect to its transport and
properties. Particles are further classified according to diameter. Ultrafine particles are the same as
nanoparticles and between 1 and 100 nanometers in size, fine particles are sized between 100 and
2,500 nanometers, and coarse particles cover a range between 2,500 and 10,000 nanometers.
Scientific research on nanoparticles is intense as they have many potential applications in medicine,
physics, optics, and electronics. Nano particles promote better combustion by improved atomization
because of their high surface to volume ratio. During combustion IT assists the air-fuel mixing and
leads to cleaner and more efficient combustion.
The term "nanoparticle" is not usually applied to individual molecules; it usually refers to
inorganic materials. The reason for the synonymous definition of nanoparticles and ultrafine particles
is that, during the 1970s and 80s, when the first thorough fundamental studies with "nanoparticles"
were underway in the USA (by Granqvist and Buhrman) and Japan, they were called "ultrafine
particles" (UFP). However, during the 1990s before the National Nanotechnology Initiative was
launched in the USA, the new name, "nanoparticle," had become more common. Nanoparticles can
exhibit size-related properties significantly different from those of either fine particles or bulk
materials.
Fuel properties like viscosity, flash point, fire point, cloud point and pour point etc., are
varied by using additives to better combustion and scale down the pollutant emissions. The principle
of this additive action consists of a catalytic effect on the combustion of hydrocarbons, metal
additive either reacts with water to produce hydroxyl radicals, which enhance soot oxidation or react
directly with carbon atoms in the soot thereby lowering the oxidation temperature. Micron or
millimeter sized additives create plentiful side effects during combustion process like period of
ignition delay, slow burn rates, and incomplete combustion due to broad metal particles.
4.2 NANOPARTICLES
4.2.1 Alumina Nanoparticles (Alumina, Al2O3)
Nanoparticles promote better combustion by improved atomization because of their high surface
to volume ratio. During combustion, nanoaluminium in suspension has more conducive to the
formation of micro-explosions, which assists the air-fuel mixing and leads to cleaner, more efficient
combustion.
4.3 SUMMARY
As alumina nanoparticles have high surface to volume ratio which promotes for complete
combustion by improved atomization. To improve the quality of diesel and reduce pollutants, metal
additives are used. Fuel additives have distinguishing characteristics to upgrade the engine
performance and to degrade pollutant emissions. From this review, we came to know that, fuel
additives can change physiochemical properties of fuel like flash, fire and cloud point. Also improve
performance, combustion and emissions of fuel.
CHAPTER 5
ETHANOL:
AN OVERVIEW
Denatured ethanol (98% ethanol) contains about 30% less energy than gasoline per gallon. Ethanol’s
impact on fuel economy is dependent on the ethanol content in the fuel. Ethanol is a bio-based
renewable and oxygenated fuel, thereby providing potential to reduce the PM emission in diesel
engine and to provide reduction in life cycle of carbon di-oxide. So that reduces ozone layer
depletion. There are several studies which reports improvement in the engine performance and
emission by using ethanol blend fuels. Many researches going on in the area of ethanol as alternate
fuel, the commercialization of this fuel is not achieved in the Indian automobile scenario. It is mainly
because of installation of refilling stations and the problems encountered in the engine while ethanol
is used as a fuel.
CHAPTER 6
OBJECTIVES AND
METHODOLOGY
6.1 OBJECTIVES
It is seen from the literature survey that very few progress has been made in the concept of
poultry litter oil used as alternative fuel for I C engines. However, using of non-edible oil as
substitute for diesel remains largely unexplored. In this research, non-edible oil like poultry litter oil
is used for investigation.
The following objectives were drawn up for this project work:
1. To prepare the biodiesel from poultry litter oil and chemically modifying the structure of
poultry litter oil by transesterification which reduces the viscosity.
2. To study and compare the properties of poultry litter oil methyl esters and its blends with
diesel oil. For comparison, the same properties of the diesel oil were to be determined.
3. To find the percentage of yield of biodiesel from raw poultry litter waste.
4. To run a diesel engine on a B20PLOME.
5. To the optimized blend of Poultry litter oil methyl ester with diesel, nano-particles are added
in required concentration.
6. To the blend of B20PLOME with nano-particles, ethanol is added in required concentration.
7. To check the performance, combustion and emissions characteristics of poultry litter oil
methyl esters blended with Alumina (B20PLOME15AL) nanoparticles.
8. To check the performance, combustion and emissions characteristics of poultry litter oil
methyl esters blended with Alumina (B20PLOME15AL) nanoparticles and ethanol
(B20PLOME15AL30E).
9. To run a typical diesel engine in order to evaluate their performance in regard to BTE and
emissions such as NOx, UBHC, CO, Smoke density etc. For comparison, the same parameters
were to be determined for engine operation with conventional diesel oil also.
The above objectives have been largely achieved during the course of this project, even though
considerable difficulty was experienced in getting the methyl ester of poultry litter oil.
6.2 METHODOLOGY
To achieve the above, mentioned objectives, following methodology is adopted and followed
carefully so as to get the accurate and reliable results.
• Raw oil collected from the available sources and according to our requirements for the
experimentation.
• Transesterification of the crude poultry litter oil is done to get the low viscous and glycerol
free biodiesel.
• Fuel is prepared according to the required concentration. Biodiesel is added blended with
alumina nanoparticles.
• The experiments are conducted at no load, 25%, 50%, 75 % and 100% of full load condition
with methyl esters of poultry litter oil (PLOME).
• The experiments are conducted and studied the performance, emission and combustion
parameters for diesel, B20PLOME, B20PLOME15AL AND B20PLOME15AL30E.
• Standard exhaust emission tester is used to measure the emissions and are tabulated and
plotted and compared with standard diesel fuel performance.
• Check the performance and emissions characteristics of all blends with diesel.
• Graphs are plotted for performance and emissions characteristics against required conditions.
And the conclusions are drawn based the results obtained.
CHAPTER 7
PREPARATION OF
BIODIESEL
Base-catalyzed transesterification is most commonly used for production of biodiesel. This path has
lower reaction times and catalyst cost than those posed by acid catalysis. For this reason, only this
process will be described in this report.
In most production process, methanol or ethanol is the alcohol used and is base catalysed by either
potassium or sodium hydroxide. Potassium hydroxide has been found to be more suitable for the
ethyl ester biodiesel production; either base can be used for the methyl ester.
Transesterification Reaction:
The reaction between the fat or oil and the alcohol is a reversible reaction and so the alcohol is added
in excess to drive the reaction towards the right and ensure complete conversion. The products of the
reaction are the biodiesel itself and glycerol. A successful transesterification reaction is signified by
the separation of the ester and glycerol layers after the reaction time. The heavier, co-product,
glycerol settles out.
AV = 56.1*N*V/M
where, AV is acid value in mg KOH per gm of oil, N is 0.05 (normality of KOH solution)
V is titre volume in ml
M is weight of sample oil in gm
The FFA levels of rubber seed oil is 47.685mg of KOH/gm of oil. The mixture is prepared to
reduce the FFA level of rubber seed oil as it has high FFA.
7.6 DRYING
Drying is done in order to remove the residual moisture present in biodiesel. The biodiesel is pre-
heated and exposed to open air to remove the moisture. The are several ways to speed up the process
of drying, some of which are:
• Increases the amount of air contact with the biodiesel.This can be done by using a large
open-topped vessel.
• Increases the movement of air around the container with the help of a fan.
Table 7.1: Requirements for Biodiesel (B100) Blend Stock and Biodiesel B20
Kinematic Viscosity: Viscosity is defined as the resistance to shear or flow; it is highly dependent on
temperature and it describes the behaviour of a liquid in motion near a solid boundary like the walls
of a pipe. The kinematic viscosity test calls for a glass capillary viscometer with a calibration
constant (c) given in mm2/s. The kinematic viscosity determination requires the measurement of the
time (t) the fluid takes to go from point A to point B inside the viscometer. The kinematic viscosity
(ν) is calculated by means of the following equation:
γ= c · t
ASTM D445, Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids
(and Calculation of Dynamic Viscosity) is used. The units of kinematic viscosity are centistokes
(cSt) or cm2/s.
Flash Point: Flash point of a fuel is the temperature at which it will ignite when exposed to a flame
or spark. The flash point of biodiesel is higher than mineral diesel, which is safe for transport
purpose. All fuel samples are tested to determine the flash points by closed cup tester as per ASTM
Method D93-90. Flash point measures the tendency of the sample to form a flammable mixture with
air under controlled laboratory conditions. Flash point can indicate the possible presence of highly
volatile and flammable materials in relatively non-volatile or non-flammable material.
Cetane Number: Cetane number is indicative of its ignition characteristics. The cetane number is a
measure of how easily ignition occurs and the smoothness of combustion. The higher the cetane
number the better are its ignition properties. Cetane number affects a number of engine performance
parameters like combustion, stability, white smoke, noise and emissions of CO and HC.
Calorific value: Calorific Value is a measure of the energy available in a fuel, which is determined
by ASTM D240-92. Calorific value of all fuels is determined by the adiabatic oxygen bomb
calorimeter with differential thermometer measurement.
Water and Sediment: Water and sediment testing is done using 100 mL of biodiesel and centrifuging
it at 1870 rpm for 11 minutes. If the water and sediment level is below 0.005 % by volume (vol),
the result is reported as <0.005 % vol. Water and sediment tests are done as per ASTM D2709
Standard Test Method for Water and Sediment in Middle Distillate Fuels by Centrifuge.
Sulphated Ash: ASTM D874 measures sulphated ash that may come from abrasive solids, soluble
metallic soaps, and unremoved catalysts. The biodiesel is ignited and burned and then treated with
sulfuric acid to determine the percentage of sulphated ash present in the biodiesel. The sulphated ash
determination of biodiesel samples in this study is done following ASTM D874, Standard Test
Method for Sulphated Ash from Lubricating Oils and Additives.
Carbon Residue: Carbon residue of the fuel is indicative of carbon depositing tendencies of the fuel.
Carbon Residue for biodiesel is more important than that in diesel fuel because it shows a high
correlation with presence of free fatty acids, glycerides, soaps, polymers, higher unsaturated fatty
acids and inorganic impurities. The presence of high level of alcohol in biodiesel causes accelerated
deterioration of natural rubber seals and gaskets. Therefore, control of alcohol content is required.
The carbon residue test indicates the extent of deposits that result from the combustion of a fuel.
Carbon residue which is formed by decomposition and subsequent pyrolysis of the fuel components
can clog the fuel injectors. ASTM D6751 includes carbon residue as a standard for biodiesel. The
maximum allowable carbon residue for biodiesel is 0.050 % by mass.
Free Fatty Acid Content in the Oil: The interaction of FFA in the feedstock and sodium methoxide
catalyst may form emulsions which make separation of the biodiesel more difficult; possibly leading
to yield loss. Emulsions can also increase cost by introducing extra cleaning steps and replacement
of filters. To minimize the generation of soaps during the reaction, the target reduction for FFA in the
feedstock is 0.5 wt % or less. The FFA determination is performed following two methods. ASTM
D664, Standard Test Method for Acid Number of Petroleum Products by Potentiometric Titration,
Method A, is first used to determine TAN in the samples, after this, the FFA values are calculated
using the mathematical formulas found in the American Oil Chemists’ Society. Sodium hydroxide
solution (0.1N) is prepared by mixing 4grams of NaOH crystal with 1liter water. 25ml of 0.1N
NaOH solution is taken in a clean and dry burette and also 50 ml of Isopropyl alcohol is taken in a
clean and dry 250 ml conical flask. Few drops of NaOH and 10grams of oil is added to the flask and
stirred well. Then the mixture is heated above 600C after which the mixture is allowed to cool for
some time and few drops of phenolphthalein indicator are added. Now, this mixture is titrated against
0.1N NaOH from burette. Titration is continued till colour persists for at least one minute and the
burette readings are noted.
Saponification Value: The saponification value is defined as the amount of potassium hydroxide
(KOH) in milligrams required to saponify one gram of fat or oil under the conditions specified.
Based on the length of the fatty acids present in the triacylglycerol molecule, the weight of the
triacylglycerol molecule changes which in turn affects the amount of KOH required to saponify the
molecule. An American Standard for Testing Material (ASTM) method- (D 5558-95) is used for the
determination of the Saponification Value. The method includes refluxing the known amount of fat
or oil with a fixed but excess amount of alcoholic KOH. The amount of KOH remaining after
hydrolysis is determined by back titrating with standardized 0.5 N HCl and the amount of KOH
consumed during saponification is calculated.
Acid Number: The TAN (total acid number) determination is an important test to assess the quality
of a particular biodiesel. It can indicate the degree of hydrolysis of the methyl ester, a particularly
important aspect when considering storage and transportation as large quantities of free fatty acids
can cause corrosion in tanks. The TAN determination in the biodiesel samples is performed
following ASTM D664 Standard Test Method for Acid Number of Petroleum Products by
Potentiometric Titration, Method.
Iodine Value: Iodine number is a measure of the degree of un-saturation of the fuel, which can lead
to deposit formation and storage stability problems with fuels. The maximum acceptable limit is 115
to 135 according to ASTM standards.0.5g of oils is weighed into conical flask and 20ml of carbon
tetrachloride is added to dissolve the oil. 25ml of Wig’s reagent is added to the flask using a
measuring cylinder in a fume chamber. Stopper is then inserted and the content of the flask is
vigorously swirled. The flask is then placed in the dark for 35minutes. At the end of this period, 20ml
of 10% aqueous potassium iodide and 100ml of water are added using a measuring cylinder. The
content is titrated with 0.1M sodium thiosulphate solution. Few drops of 1% starch indicator are
added and the titration continued by adding the sodium thiosulphate drop wise until coloration
disappeared after vigorously shaking. The same procedure is used for the blank test. The Iodine
Value (I.V) is given by the expression:
Where
M = mass of sample
ASTM Limits
Sl. No. Property Units Diesel PLOME
Method (B100)
Pale
1 Colour - - - Orange
Yellow
Kinematic
3 D445 1.9-6 mm²/s 2.5 5.48
Viscosity, 40°C
130
6 Flash Point D93 °C 50 154
min.
CHAPTER 8
EXPERIMENTATION
Weight 25g
The AVL437C smoke meter used to measure the opacity of the exhaust gases. Opacity is the
extinction of light between light sources and receiver. Opacity is measured in percentage.The
Exhaust gas analyzer and smoke meter are shown in Fig 8.4
Table 8.4: Specifications of Multifuel Engine (Lab View 5.1) Software used for Measurement of
Combustion Parameters
Heat Release Rate (HRR) 0-100 kJ/ 0CA 0.01 kJ/ 0CA
the engine from no-load to full load in four steps. The experiments were conducted at no load, 25%,
50%, 75% and 100% of full load. The engine test rig was computerized and both the engine and
dynamometer were interfaced to a control panel in a computer. The computer had ‘Engine Analysis
Software’ which recorded test parameters such as temperature, air flow rate, fuel flow rate, load etc.
It also plotted the engine performance characteristics such as brake thermal efficiency, heat release
rate etc. The engine was run with B20PLOME, B20PLOME30A and B20PLOM30A15E keeping all
the above conditions constant. The performance, combustion and emission test were carried out.
Fig. 8.6 shows Bosch fuel injection system, which is used to get desirable injection
depending on the turbulence in the combustion chamber and engine speed.
Experiments are carried out with optimum biodiesel blend. The engine is run at the rated
injection pressure of 180 bar and injection timing of 270 bTDC for B20PLOME and Diesel fuel.
CHAPTER 9
9.1 INTRODUCTION
The engine was run with pure diesel, B20PLOME, B20PLOME30A, and B20PLOME30A15E at an
injection pressure of 180 bar. The performance, combustion and emission characteristics of
B20PLOME, B20PLOME30A and B20PLOME30A15E were compared to that of diesel, the results
were tabulated and graphs were plotted.
9.3 SUMMARY
From the above discussions, it is clear that addition of nanoparticles and ethanol has remarkable
effect on performance of B20PLOME fueled Diesel engine. The biodiesel has slightly higher
viscosity and density than the Diesel. These are the main properties of the fuel which influence the
spray characteristics and hence the combustion is greatly affected.
𝑑𝑄𝑛 𝛾 𝑑𝑉 1 𝑑𝑃
= [(𝛾−1 ×𝑃× 𝑑𝜃 ) + (𝛾−1 ×𝑉× 𝑑𝜃 )]J/0CA
𝑑𝜃
Where dQn/dθ is the heat release rate in J/0CA, γ= ratio of specific heats,
P=instantaneous cylinder pressure in N/m2 and V= Cylinder volume in m3, dV/dθ = change of
volume per unit change of crank angle, dP/dθ = Change of pressure per unit change of crank angle.
Figure 9.3 shows the variation of HRR for various crank angles. B20PLOME shows marginal
increase in HRR when compared to diesel. At full load, HRR is slightly greater than diesel due to
more oxygen molecules present in molecular structure of B20PLOME than diesel. B20PLOME30A
shows marginal increase in HRR compared to diesel because of better combustion improved
atomization and rapid evaporation [9]. The HRR of B20PLOME30A is slightly lower than
B20PLOME because the addition of nanoparticles causes advancement in combustion.
B20PLOME30A15E shows higher HRR than B20PLOME30A because the longer ignition delay due
to addition of ethanol causes rapid combustion in premixed phase and results in increase of HRR [9].
9.5 SUMMARY
From the above discussions, it can be observed that addition of ethanol increases the heat release rate
and peak cylinder pressure, thereby increasing the thermal efficiency and lowering emissions.
Figure 9.5 shows the variation of CO emissions for various loads. CO emissions decreased at part
load and again increased at full load condition for all fuels. B20PLOME blend showed a decrease in
CO emissions when compared to diesel. This can be attributed to the higher oxygen content in the
methyl esters. The catalytic behaviour of nanoparticles, improved ignition characteristics of alumina
nanoparticles and the shortening of ignition delay further decreased the CO emissions of
B20PLOME30A blend when compared to B20PLOME blend. The higher oxygen content of
B20PLOME30A15E blend further promoted the oxidation of CO to CO2 and decreased CO
emissions when compared to B20PLOME blend [10].
9.7 SUMMARY
From the above discussions, it is clear that addition of nanoparticles and ethanol has remarkable
effect on emissions of B20PLOME fuelled Diesel engine. The biodiesel has slightly higher viscosity
and density than the Diesel. These are the main properties of the fuel which influence the spray
characteristics and hence the combustion is greatly affected. Addition of nanoparticles will result in
fine atomization by better air-fuel mixture leading to better combustion and reduced emission.
Addition of ethanol increases the oxygen content and volatility of the mixture leading to better
combustion and reduced emission.
CHAPTER 10
10.1 CONCLUSION
The engine tests were conducted with B20PLOME, B20PLOME30A and B20PLOME30A15E from
no load to full load conditions and the corresponding performance, combustion and emission
characteristics were studied in comparison with diesel. The following results were observed.
1. Upon transesterification of poultry litter oil, it is observed that there is a reduction in
kinematic viscosity and density whereas the calorific value is observed to increase.
2. All the three blends showed increased BTE when compared to diesel. B20PLOME30A15E
showed a 10.7% increase in BTE when compared to diesel.
3. The cylinder pressure was found maximum for B20PLOME30A15E.
4. The addition of ethanol increases the volatility and oxygen content which promotes
combustion, as a result a further reduction in CO emissions and smoke opacity were observed
when compared to B20PLOME and B20PLOME30A.
5. Addition of ethanol increases the ignition delay period, as a result B20PLOME30A15E
shows maximum peak cylinder pressure and hence the NOx emissions of
B20PLOME30A15E were marginally higher than that of B20PLOME30A.
6. At load of 50%, the UBHC emissions of B20PLOME30A15E were marginally higher than
that of B20PLOME30A, this is due to higher latent heat of vaporisation of ethanol which
reduces the combustion temperature.
7. This proves that Poultry litter oil biodiesel with alumina nanoparticles and ethanol as additive
can be used as a renewable and environment friendly fuel, minimising the use of mineral
diesel. Also, Poultry litter oil can be utilized as fuel through this waste management
technique.
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APPENDIX
Interfacing Computerized
PROCEEDINGS
The paper written on partial part of this thesis has been presented in the following conferences-
International Conference on
P.E.S. College of Engineering,
Advances in Mechanical Participation
Mandya, Karnataka
Engineering Sciences 2017
The paper written on partial part of this thesis is under review in-
• Journal of Environmental Science and Pollution Research by Springer