Biodiesel Introduction

8/12/2019 Biodiesel Introduction

1/50

11/13/20

Biodiesel Development and

Characterization for Use As a Fuel inCom ression I nition En ine

Avinash Kumar Agarwal

Assistant ProfessorDepartment of Mechanical Engineering

Indian Institute of Technology, Delhi, India

What are Biofuels ?

Include

Ethanol

Biodiesel

Bio-h dro en

Biogases


2/50

11/13/20

WHY BIOFUELS?

SUSTAINABILITY

POLLUTION THREAT

REDUCTION OF GREEN HOUSE GAS EMISSIONS

REGIONAL (RURAL) DEVELOPMENT

SECURITY OF SUPPLY

FIRST USE OF PEANUT OIL IN1895 BY DR RUDOLF DIESEL

oils for engine fuelsoils for engine fuelsmay seem insignificantmay seem insignificanttodaytoday. But such oils. But such oilsmay become in coursemay become in courseof time as important asof time as important asetroleum and the coaletroleum and the coal

tar products of thetar products of thepresent time.present time.""

(1858 1913) 1912


3/50

11/13/20

WORLD EXPERIENCE ONBIODIESEL

Biodiesel has been roduced on an industrial scale in EU

BIODIESEL IN EUROPE

since 1992, largely in response to positive signals from the EU

institutions.

In 2001, it is estimated that some twenty plants producedaround 1 million tonnes, mainly in

Austria,

Belgium,

France,Germany,

Italy,

Sweden.


4/50

11/13/20

Total biodiesel production in 2000 (mt)

France 328,000

Germany 246,000

Ital 78 000

Austria 27,600

Belgium 20,000

Total 700,600

The German biodiesel sectorsaw the biggest productionincrease of the five countries in2000. Its growth rate was 31%with total production of

246,000mt compared with171,000mt in 1999.

EU TARGETS FOR BIOFUELBiofuel Year Market

Biodiesel 2003 2.3MMT

Biodiesel 2010 8.3MMT

Biodiesel 2000 504 M$

Biodiesel 2007 2.4 B$

Ethanol 2003 8.3 MMT

.Biodiesel growth : 25%/ Year

Germany/Austria-no tax, UK 20% lower tax

Other Countries 0-10% of diesel Tax


5/50

11/13/20

US Lead A Senate Report

Analyze the agricul tural sector and macroeconomic impacts ofthe Hagel-Johnson renewable energy bill (S.1006)

Requires a minimum percentage of moto r vehicle fuel sold in theU.S. must be renewable fuel.

0.8% in 2002 to 5% by 2012 ( NOW MAY BE 8% )

Renewable fuels are biodiesel, ethanol or o ther fuel p roducedfrom biomass and biogas.

JMU-07/01

Biodiesel Production

300

400500

600

700

800900

,

Milgal

0

100

2001 2003 2005 2007 2009 2011 2013 2015

Soybeans Other Oils


6/50

11/13/20

What US people pay for in a gallon of diesel(Dec, 2002)

Retail Price: 1.29 / gallonRetail Price Rs.16.85 / L

BIODIESEL vs OTHER ALTERNATE FUELSDIESEL CNG LNG METHANOL ETHANOL BIODIESEL

___________________________________________________________________________

Vehicle cost 10 5 5 5 5 10

Infrastructure 10 2 5 5 5 10Safety 7 4 3 1 3 8

Operating range 10 5 10 10 10 10

Operating cost 10 5 7 5 5 7

Reliability 10 7 5 3 3 10

Customeracceptance 5 8 8 8 9 8

un ngassistance 1 10 2 0 2 2Training cost 10 5 5 5 5 10Fuel availability 10 10 5 5 5 6Fuel quality 9 5 10 8 8 9Fuel price

stability 6 8 8 6 6 6

TOTAL 98 74 73 61 66 96 __


7/50

11/13/20

WHAT IS BIODIESEL ?

Biodiesel is vegetable oil processed toresemble Diesel Fuel

High Cetane

High lubricity

Comparable BTU content

Readily mixes with diesel

Ready to use in diesel run engines

IMPORTANCE OF BIODIESEL

Clean burning Renewable fuel

No engine modification Increase in engine life

- Easy to handle and store


8/50

11/13/20

BIODIESEL

Made by chemically combining any natural oil or fat with an alcohol

Most of the oils, edible & non-edible are suitable

Selection o f feed stock based on

* Availability

* Price

* Policy

,

RAW MATERIALS

Rapeseed, the major source (>80%)

Sunflower oi l (10%, Italy and Southern France)

Soybean oil (USA & Brazil)

Palm oil (Malaysia)

,

Cottonseed oi l (Greece)

Beef tallow (Ireland), lard, used frying o il (Austri a), Jatropha (Nicaragua &South Ameri cas), Guang-Pi (China)


9/50

11/13/20

BASIC REACTION

CH2COOR

|

CH2OH

|

R'COOR

+

CHCOOR

|

CH2COOR

3 ROH Catalyst CHOH

|

CH2OH

R''COOR

+

R'''COOR

60 K 6.78 K 0.60K 6.5 K 58 K

Oil Alcohol NaOH Glycerin Biodiesel

PROPERTIES UNIT DIN 51606(1997)

ASTM(2001)6751

Density g/cm3 0.875-0.90 --

Carbon Residue % mass Max 0.05 Max 0.050

BIODIESEL SPECIFICATIONS

(100%)

Ash Content % mass Max 0.02 Max 0.020

Total Sulfur % mass Max 0.01 Max 0.05

Cetane No. -- Min 49 Min 40

Flash Point 0C Min 110 Min 100

Copper Corrosion degree 1 No. 3b max

Viscosity, 40 C mm s cSt 3.5-5.0 1.9-6.0Neutralization Value mg Max 0.5 Max 0.8

Free Glycerin % mass Max 0.02 Max 0.02

Total Glycerin % mass Max 0.25 Max 0.24

CFPP Summer (0C) Max 0.0 --

Winter (0C) Max -15 --


10/50

11/13/20

BIODIESEL-Why Lower Emissions ?

Biodiesel has high cetane

In built Oxygen content

Burns fully

Has no Sulphur

No Aromatics

Complete CO2 cycle

Emissions Reductions

B20 emissions reductions compared to petroleumese :

Carbon monoxide -20%

Unburned hydrocarbons -30%

Particulate matter -22%

-

NPAH -50%

Mutagenicity -20%


11/50


12/50

11/13/20

BIODIESEL CO2 CYCLENo fossil CO2 Released ; No global warming

Renewable CO2

Biodiesel Production

Use in Cars and TrucksOil Crops

WIDE ACCEPTANCE

By diesel vehicle industry

Aud i BMW Case Claas

Deutz Iseki John Deere Kubota

Massey-Ferguson Mercedes-Benz Nissan

Puegot Renault Same Seat

Skoda Steyr Valmet Volkswagen

Volvo

. , , , ,

By the end-user bus companies, taxi fleets, forestry enterprises,railroad,boat owners

A total o f 128 production s ites (capaci ty 500-120,000 tons/annum )


13/50

11/13/20

LUBRICITY-Major Benefit

LONG TERM ENGINE WEAR EXTENSIVELY STUDIED IN EUROPE & THE US

EXXON STUDY

B20 PROVIDE, SIGNIFICANT, QUANTIFIABLE IMPROVEMENTS IN WEAR

FILM FORMING ABILITY 93% FILM (B20); 32% FILM (DIESEL)

EPA RULE (JAN. 2001) TO BRING DOWN SULFUR CONTENT IN DIESEL

FROM 500 ppm TO 15 ppm BY 2006

LUBRICITY TEST HAVE SHOWN THAT UPTO 2% OF BIODIESEL ISENOUGH TO MAKE ANY DISTILLATE FUEL FULLY LUBRICIOUS;

FUEL CONSUMPTION

~

Brake-specific fuel consumption figures

Petrodiesel 0.43 lb/HP-hr

B20 0.44

B100 0.50


14/50

11/13/20

BIODIESEL IS REALITY NOW

Lar e number of surve s done

Variety of feed stocks tested

Transesterification developed on commercial scale

Biodiesel specs. By ASTM & others

About 40 mi ll ion mile tes ting

Approval by auto OEMs

Tax structure in place in several countries

Future projections firmed up

INDIA HAS TROPICAL ADVANTAGE

ENORMOUS WASTE LANDS & CHEAP FARM LABOUR

BIODIESEL IN INDIA CAN BE SUCCESS STORY

US RAILROAD BIODIESEL

,company

First to use biodiesel as fuel

1500 locos to be converted

3.5 lac acres of land farm

3000 additional jobs

Shall meet EPA norms for 2006


15/50


16/50

11/13/20

THE INDIAN SCENE

Annual growth rate ~6% com pared to world average o f 2%

Oil pool deficit & Subsidies Rs 16,000 crores , Rs 18,440 crores (1996-97)

Current per capita usage of petro leum is absymmaly low (0.1 ton/year)against 4.0 in Germany or 1.5 tons in Malaysia

Even Malaysias figure would be beyond our paying capacity

Our domestic produc tion would meet only 33% of demand at the end of

10th plan and only 27% by 2010-11

INVESTMENT IN BIOFUELS MAKE STRONG ECONOMIC SENSE

CAN BIODIESEL WORK IN INDIA?

India with just 2.4% of global area supports more than 16% of the humanpopulation and 17% of the cattle population

India is one of the largest importers of edible oil

Where do we find the oil for biodiesel?

A sustainable source of vegetable oi l i s to be found before we can t hink ofbiodiesel


17/50

11/13/20

JATROPHA MAY BE THE ANSWER?

According to the Economic Survey (1995-96), Govt of India, o f theculti vable land area about 100-150 million hectares are classified as wasteor degraded land

Jatropha (Jatropha curcas, Ratanjyot, wild castor) thrives on any type ofsoil

Needs minimal i nputs or management

Has no insect ,pests& not br owsed by cattle or sheep

Can survive long periods of drought

Propagation is easy

Yield from the 3rd ear onwards and continues for 25-30 ears

25% oil from seeds by expelling; 30% by solvent extraction

The meal after extraction an excellent organic manure (38% protein, N:P:K ratio

2.7:1.2:1)

Jatropha PlantationStudy by Agro-Forestry Federation Maharashtra (1991)

Jatropha is a hardy plant.

Well adopted to arid, semi-arid conditions.

Low fertility and moisture demand.

Grow on stony, shallow or even calcareoussoil.

Propagated through seed or cuttings. Tolerate to scanty to heavy rainfall.


18/50

11/13/20

Jatropha Plantation 5-6Kg seed / hectare, 2500 plants / hectare EXPECTED YIELDS

Year after planting Expected yield per ha.Rainfed Crop (Kg.)

Expected yield per ha.Irrigated Crop (Kg.)

1st -- 250

2nd 250 1000

3rd 1000 2500

4th 2000 5000

5th 3000 8000

6th & onwards 4000 12000

BIODIESEL FROM JATROPHA

IF

10 MILLION HECATRES OF WASTE LAND IS BROUGHT UNDERJATROPHA CULTIVATION

Can yield 15 million tons of seed (@1.5 Tons / Hectare )

4.0 million tons of oil

An equi valent amount of biodiesel, almost one ten th requirement ofdiesel in the country

Enormous employment generation potential in rural areas

If only 1 person/family is employed per 5 hectares for jatropha cultivation,

additional 2 million new jobs 200 new extraction units of 250 tpd capacity to cru sh the seeds

11 Million tons of excellent organic manure

0.4 million tons of technical grade glycerol


19/50

11/13/20

Effect on Rural Economy . .

Seed yield 3000Kg / hectare.

5 hectare plantation / family.

60,000 Rs / year income.

Additionally :

Waste lands converted to roductive national assets.

Creation of jobs in downstream processing.

GAINFUL employment in rural sector. Contribution to national energy pool.

INDIAN INITIATIVE ON BIODIESEL

.

Planning Commission has set up committees on ;

Product development

Engine studies

Legal regulations

Plantations

pec ca ons Marketing

Environmental issues


20/50

11/13/20

Biodiesel

Diesel Like Substances From Bio-origin, MoreSpecifically Vegetable Oil Derivatives

fossil fuel depletion and environmental degradation

Objective

To develop an alternative fuel for compressionignition engines from bio-origin

Develop an alternative fuel, which has aharmonious correlation with sustainabledevelopment, energy conservation, management,efficiency and environmental preservation

Environmental Implications of Using Fossil Fuels

Reduction in underground based carbon energysources

Serious modifications in earths surface layer

Subsidence of surface ground after extraction ofminerals

Increase in CO2 levels in atmosphere from 280 PPMin pre-industrial era to 350 PPM now

CO2 levels are still climbing as a function of fuel burnt

Green house effect

Acid rains, smog and change of climate


21/50

11/13/20

Advantage of Vegetable Oils As Fuels

Liquid fuels from renewable sources

on over ur en e env ronmen w em ss ons

Potential for making marginal lands productive

Lesser energy input in production

Higher energy content than other energy crops

Cleaner emission spectra

But

Not economically feasible yet

Need further R & D work for development of on-farmprocessing technology

Alternative Fuel Factors

Investment costs for developinginfrastructure for processing alternative fuels

Environmental compatibility compared toconventional fuels

ona cos o e user n erms o rou nemaintenance, engine wear and lubricating oillife


22/50

11/13/20

Problems in Using Vegetable Oils

Operational problems Durability problems

ar ng a y

Ignition

Combustion parameters

Performance parameters

epos orma on

Carbonization of injector tip

Piston ring sticking

Lube oil dilution

Fuel filter plugging

attributed to

High viscosity Extremely low volatility

Polyunsaturated character

handled by

Heating Blending

Transesterification

How High Viscosity Affects?

Viscosity affects the handling of the fuels by pump

Shape of fuel spray, poor atomization, largerdroplets, and high jet penetration

Jet tends to be a solid stream instead of spray ofsmall droplets hence the fuel doesnt get mixed withair required for burning

Poor combustion and loss of power and economy In small engines, the fuel spray may even impinge

upon the cylinder walls, washing away the lubricatingoil film and causing the dilution of crank case oilleading to excessive wear


23/50

11/13/20

Vegetable Oil and Diesel Fuel: A Comparison

ea ese ue mo ecu es are saturate non-branched hydrocarbon molecules with carbonnumber ranging between 12 to 18

Vegetable oil molecules are triglyceridesgenerally with no branched chains, of

Saturation

Vegetable oils also contain substantial amountof Oxygen in their molecular structure

Fuel Properties

Physical properties: Viscosity, Density, Pour point, Flashpoint, Boiling range, Freezing point, Refractive index

Chemical properties: Chemical structure, Acid value,Saponification value, Iodine value, Peroxide value,Hydroxyl value, Acetyl value, Overall heating value, Ashand Sulfur content, Sulfur and copper corrosion, Water

, ,and thermal degradation products.

Thermal properties: Distillation temperature, Thermaldegradation point, Carbon residue, Specific heatingcontent and thermal conductivity.


24/50

11/13/20

Linseed oil

-plenty in India

Obtained from dried ripe seed of flex plant Linumusitaissimum

Viscosity is lower than many vegetable oils

High linoleic acid content [C17H29COOH]

Three double bonds at 9-10, 12-13, and 15-16carbon locations

Highly unsaturated in nature

Comparison of Properties ofLinseed Oil With Diesel Oil

Properties Diesel oil Linseedoil

Specific gravity 0.835 0.935

Net calorific value (MJ/Kg) 45.158 39.75

37.8C (cSt) . .

Colour Lightbrown

Paleyellow

Stoichiometric air fuel ratio 14.9 12.08


25/50

11/13/20

Transesterification

with vegetable oils

Catalysts: NaOH, KOH and their alkoxides

Reaction mixture is stirred continuously at 70C

Saponification reaction also takes place simultaneously

Soap formation is not a major problem if presence ofwater is less than 1%

Excess of alcohol is required to force the reaction tocompletion

Process of Transesterification

CH2-O-C-R1 CH2-OH O O O OCH-O-C-R2+ 3R4OH CH-OH + R4-O-CR1+ R4-O-CR2+ R4-O-CR3 OCH2-O-CR3 CH2-OH

Triglyceride Alcohol Glycerol Esters


26/50

11/13/20

Base Catalyzed Transesterification

Low temperature [70C] and pressure processing

High conversion [98%] with minimal sidereactions and reaction times

Direct conversion of methyl ester with nointermediate steps

Exotic materials of construction are not necessary

xcess o a co o : o orce s equ r umreaction in forward direction

Phase separation of precious by-product Glycerol

Very cheap catalyst like NaOH and KOH

Engine Selection

Indian economy is largely based on agriculture

Emp oys a out 10 mi ion iese pump sets, w icconsume 20-25% of total diesel output

Irrigation is bound to increase with population andliberalization

Electricity finds better use in industry

Ma orit of en ines used in a riculture um sets and

farm machinery such as tractors, thrashers, are singlecylinder, direct injection, compression ignition type

Its extremely unwise to discard millions of diesel enginesand initiate design effort for a biodiesel specific system


27/50

11/13/20

Engine Specifications

Manufacturers Perry Engines Ltd, India

Model Single ver tical cyl inder, water cooled,

DI engine

BHP 6.5 hp Displacement 661.7 cm3

Bore 87.5 mm Stroke 110 mm

Maximum speed 2000 rpm Minimum speed 1200 rpm Nozzle pressure 200 bar Compression ratio 17: 1

Electrical dynamometer [4KW] coupled to it.

Biodiesel Characterization

oil oil Biodiesel blend(20%)Density 0.935 0.855 0.874 0.85APIGravity

19.833 33.99 30.399 33.226

Viscosity 23.93 3.06 3.59 3.20

(40C)Viscosity(100C)

6.00 1.05 1.32 1.16


28/50

11/13/20

Biodiesel Characterization

Properties Linseedoil

Dieseloil

LOMEBiodiesel

Biodieselblend(20%)

Flash point (C) 186 76 172 128

Pour point (C) -- -16 -15 -16

Aniline Point -- 69 83 73Cetane number -- 50 52 51Calorific Value[MJ/Kg]

-- 43.8 40.37 43.2

Important Observations

Drastic change in density of linseed oil

o ese s o a y m sc e w ese o n anyproportion

Biodiesel viscosity comes very close to diesel oilhence no handling problems in existing fuel system

Flash point gets lowered after esterification

Even lower concentrations of biodiesel act ascetane number improver for diesel fuel

Calorific value of biodiesel is also very close todiesel oil


29/50

11/13/20

Engine Tests

Using diesel and biodiesel blends as test fuels at 1500RPM

Biodiesel blend concentration varies from 5% to100%

Data analysis for power output, thermal efficiency,torque, specific fuel consumption, specific energyconsumption

Smoke opacity and NOx emission

Selection of optimum blend based on maximumthermal efficiency and smoke opacity

Thermal Efficiency Vs BMEP for LowerConcentrations of Biodiesel

10

20

30

alefficiency(%)

Diesel Oil

5% Biodiesel

10%Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

Ther

o ese

20% Biodiesel

25% Biodiesel


30/50

11/13/20

3

BSEC Vs. BMEP for Lower Concentrations of

Biodiesel

10

20

30

EC(MJ/kWh)

Diesel Oil

5% Biodiesel

10%Biodiesel

15% Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

B i i l

20% Biodiesel

25% Biodiesel

BSFC Vs. BMEP for lower concentrations ofbiodiesel blend

0.3

0.4

0.5

0.6

0.7

FC(kg/kwh)

Diesel Oil

5% Biodiesel

10%Biodiesel

15% Biodiesel

0

0.1

.

0 1 2 3 4 5 6 7

BMEP (104N/M2)

B

i i l

20% Biodiesel

25% Biodiesel


31/50

11/13/20

3

Smoke Opacity Vs. BMEP for Lower Concentrations

of Biodiesel Blend

40

60

80

eopacity(HSU) Diesel Oil

5% Biodiesel

10%Biodiesel

15% Biodiesel

20% Biodiesel

25% Biodiesel

0

20

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

Smo

Exhaust Temperatures Vs. BMEP for LowerConcentrations of Biodiesel

350

450

550

sttemperature(C)

Diesel Oil

5% Biodiesel

10%Biodiesel

15% Biodiesel

20% Biodiesel

25% Biodiesel

150

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

Exhau


32/50

11/13/20

3

Thermal Efficiency Vs. BMEP for Higher

Concentrations of Biodiesel Blend

10

20

30

lefficiency(%)

Diesel Oil30% Biodiesel40% Biodiesel50% Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

Th

erm 75% Biodiesel!00% Biodiesel

BSEC Vs. BMEP for Higher Concentrations ofBiodiesel Blend

10

20

30

C(MJ/kWh)

Diesel Oil

30% Biodiesel

40% Biodiesel

50% Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

BS

75% Biodiesel!00% Biodiesel


33/50

11/13/20

3

BSFC Vs. BMEP for Higher Concentration of

Biodiesel Blend

0.4

0.6

0.8

C(kg/kWh)

Diesel Oil

30% Biodiesel

40% Biodiesel

0

0.2

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

BS50% Biodiesel

75% Biodiesel

!00% Biodiesel

Smoke Opacity Vs. BMEP for Higher Concentrations ofBiodiesel Blend

40

60

80

eopacity(HSU) Diesel Oil

30% Biodiesel

40%Biodiesel

50% Biodiesel

75% Biodiesel

100% Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104N/M

2)

Smo


34/50

11/13/20

3

Smoke Temperature Vs. BMEP for Higher

Concentrations of Biodiesel Blend

350

450

550

650

ttemperature(C)

Diesel Oil

30% Biodiesel

40% Biodiesel

50% Biodiesel

75% Biodiesel

!00% Biodiesel

150

250

0 1 2 3 4 5 6 7

BMEP (104N/M2)

Exhau

Typical Observations

Thermal efficiency generally improved

Cooling losses & Exhaust gas temperature increased

Smoke opacity generally gets lowered for biodieselblends

Possible reason may be additional lubricity propertiesof the biodiesel hence reduced FHP

The energy thus saved goes in increases thermalefficiency, cooling losses and exhaust losses

The thermal efficiency start reducing after a certainextent


35/50

11/13/20

3

Peak Thermal Efficiency Vs. Concentration of

Biodiesel Blend

24

26

28

30

efficiency(%)

20

0 10 20 30 40 50 60 70 80 90 100

Biodiesel in fuel (%)

Peak

Concentration of Oxides of Nitrogen Vs. BMEP

400

800

1200

ofNitrogen(ppm)

Diesel Oil

20% Biodiesel

0

0 1 2 3 4 5 6 7

BMEP (104*N/M

2)

Oxide


36/50

11/13/20

3

Motivation

Most of the short term engine tests conducted on

alternative fuels suggest that these fuels are

environment friendly and can be adopted readily

however these fuels fail to meet the expectations,

while used for long-duration engine operations. Any

fuel, which is efficient at the cost of engine hardware

.

chemistry on wear of moving parts becomes an

important area of investigation, while recommending

any new alternative fuel.


37/50

11/13/20

3

Objective

Biodiesel prepared from linseed oil and methanol is subjected tolong duration engine tests. The optimum blend of 20% biodiesel

and neat biodiesel fuels are used to run two identical diesel

engines under similar operating conditions. The effect of both

fuels on the deposit formations on piston, cylinder head and

injector was investigated. Physical wear of both the engine parts

were measured. The wear debris generated by wear gets

accumulated in lube oil sump. Oil samples drawn from both

engnes a er a xe nerva are su ec e o aomc a sorp on

spectroscopy. The effect of fuel chemistry on the physical wear

of various engine components and material compatibility of the

fuel was also investigated.

Engine Tests

Performance and Emission test

Long-Term Endurance Test

Procedure Followed [IS:10000-1980]

Wear Measurements


38/50

11/13/20

3

Preliminary Run To make the new engines trouble free

To subject the moving parts to run-in period Seven non-stop cycles of seven hours each

Test C cleLoad (% of rated load) Running time (Hours)

25 1.5

50 2

75 1.5

100 2

Fuel Consumption Test

Same fuel consumption pattern

Both engines were subjected to same fuel. Specific fuel consumption observed at no load, 20%, 40%, 60%,

80%, full load and 10% overload conditions

Performance and Emission Test

To select the optimum blend concentration for best performance and

Several blends ranging from 0%, 5%, 10%, 15%, 20%, 25%, 30%,

40%, 50%, 75% and 100% biodiesel were investigated

Performance data analyzed for power output, thermal efficiency,

torque, specific fuel consumption, smoke density etc. for all blends.

20% blend was found optimum based on maximum thermal

e cency an smo e opac y cons era ons.


39/50

11/13/20

3

Long-Term Endurance Test

to find out the material compatibility and long-term suitability of the

Completely disassembly and inspection before starting the test

Dimensioning of various moving parts e.g. cylinder head, cylinder

bore, piston, rings, gudgeon pin, valves, valve seats, valve springs,

con rod, bearings, camshaft etc.

Assembly and run for 12 hours

Lube oil replacement with fresh SAE 30 oil

Long-term test with different fuels for both the engines 32 Cycles of 16 Hours each were executed

Long-Term Endurance Test Loading CycleLoad (% of rated load) Running time (Hours)

100 4

50 4

No load (Idling) 0.5

100 3

50 3.5

Quantities of lube oil consumed were recorded After completion of test, the engines were completely disassembled

a ain for h sical ins ection of condition of various arts and

carbon deposits. The dimensions of these parts were againmeasured to find out about the physical wear taken place during thelong-term endurance test.

Carbon deposits on various parts like piston, cylinder head, injectoretc. were inspected


40/50

11/13/20

4

Fig 1: Carbon deposits on the diesel cylinder head

Fig 2: Carbon deposits on the biodiesel cylinder head

Fig 3: Carbon deposits on the diesel piston top

Fig 4: Carbon deposits on the biodiesel piston top


41/50

11/13/20

4

Fig 5: Carbon deposits on the diesel injector tip

Fig 6: Carbon deposits on the biodiesel injector tip

Carbon deposits on the cylinder head of biodiesel operatedengines are substantially lower and piston top

Injector coking was substantially lower for biodiesel injector

After 512 hours of o eration com ared to diesel inector 200

hours of operation)

Similar observation were also noticed for piston ring grooves,

intake and exhaust valves.

Problem of carbon deposition and injector coking completely

disa eared after transesterification of ve etable oil

Pressure_Crank angle diagram followed almost similar trend of

cylinder pressure variation except that the biodiesel-fuelled

engine showed slightly lower peak pressure and rate of

combustion suggesting relatively smoother operation


42/50

11/13/20

4

Wear Measurement Sliding contact between metallic parts in any mechanical system leads

to wear Wear debris generates in the process

in lubricated s stem debris et washed awa b lube oil and remain

suspended in the oil

By analysing the lubricating oil for wear debris composition, sufficient

information about wear rates, source of metallic species and engine

conditions can be predicted

Physical Wear Measurement

o engnes were operae un er en ca opera ng con ons w

the only difference in fuel.

Any marked difference in wear pattern is expected to be because of

different fuel chemistry.

Physical wear = Initial - Final dimensions

Figureof the movingpart Dimensions

%lowerwear for

biodiesel

Distance of valve headfrommountingflangeface 30

Diameter of piston atposition 33

Measurements of cylinder

bore/ cylinder liner 31

Measurements for pistonrings 34

Measurements 0fgudgeon pin, pin bore,

and small end bush ofconnecting rod

40

Measurements ofconnecting rod bearing 36ore

Measurements of big end

bearing (crank pindiameter

35

Measurements of end float25

Table 4: Comparative physical wear measurements of vital parts for 20% biodiesel-fuelled engine vis--vis diesel-fuelled engineparts


43/50

11/13/20

4

Wear Debris Transport and Analysis Oil used for lubrication picks up the wear debris from their origin

and carry them to the lube oil sump.

Quantitative evaluation of wear metals present in the oil givesthe indication about the engine components deterioration

eraure revew reveas a ou source componens o varouswear metals

Element Typical sourcesAluminum(Al) Pistons, Bearings, Dirt,Additives, Turbochargers

Chromium(Cr) Compression rings, Coolant, Crankshaft,

Gears, Bearings, Platingof cylinder liner

Cobalt (Co) Bearings

opper cu earngs, ronze us ngs

Iron(Fe) Cylinder liner, Piston, Rings, Valves, Valve

guides, Gears, Shafts, Anti-frictionbearings, Rust, Crankshaft.Lead(Pb) Bearings, Greases, andPaint

Magnesium(Mg) Bearings, Additives, Supercharger, Gear box

Zinc (Zn) Additives, Bearings, Plating, Brass components,Neopreneseals

Ash Content

Lube oil samples drawn after a fixed interval of 128 hours wereburnt in furnace at 450C for 4 hours and then at 600C for 2hours.

Residual ash contains the wear metals primaril

0.6

0.8

1

1.2

Ashcontent[wt.%]

Biodiesel

Diesel

Ash content was found to be approximately 15% lower forbiodiesel operated engine

0.4

0 100 200 300 400 500 600

Hours of lube oil usage


44/50

11/13/20

4

Atomic absorption Spectroscopy

AAS is used for quantitative and qualitative analysis of wear debris.

AAS works on the principal of absorption interaction.

The ash prepared in furnace was acid digested and their solutions

were ma e.

Standard solution of various metals to be investigated were also

prepared [5-20 PPM].

The data can be correlated with the extent of wear of engine parts

HOLLOW

CATHODE

LAMP

CHOPPER

OXIDANT

FLAME

FUEL

MONOCHROMATOR

SAMPLE

DETECTOR

AMPLIFIER

READOUT

AAS was done to evaluate the concentration of various metals

present in lubricating oil samples.

The metals investigated were F, Cu, Zn, Cr, Mg, Co, and Pb

The experimental results are shown graphically.


45/50

11/13/20

4

Iron

200

300

400

nc.

[PPM]

Source: Cylinder liner, Piston, Rings, Valve guides, Gears, Shafts,Bearings, Rust, Crankshaft etc.

0

100

0 100 200 300 400 500 600

Hours of lube oi l usage

FeCo

Diesel

Biodiesel

ron ncrease a a g er rae upo rs ours o owe y aslower increase.

Oil from the biodiesel fuelled engine indicated lower increase in ironconcentration hence lower wear of all these components.

Results supporting physical wear measurements

Copper

60

80

100

.[PPM]

0

20

40

0 100 200 300 400 500 600


CuConc

Diesel

Biodiesel

Source: Bearings, and Bushings etc.

For both systems, Cu concentration increases at a constant rate.

Cu Concentration was approximately 25% lower for biodiesel-fuelledengine


46/50

11/13/20

4

Zinc

26

27

28

Conc.

[PPM]

Source: Additive depletion, Bearings, Brass components, Neopreneseals etc.

24

25

0 100 200 300 400 500 600


Zn

Diesel

Biodiesel

ncreases a a sower rae n a y o owe y a aser ncrease, ncase of diesel-fuelled system, while biodiesel-fuelled system

showed steady rate of increase. Rate of Zn concentration increase was 65% lower for biodiesel-

fuelled engine.

Suggests lower lube oil consumption

Chromium

10

15

20

25

onc.

[PPM]

Source: Cylinder liner, Compression rings, Crankshaft and Bearings

0

5

0 100 200 300 400 500 600

Hours of lube o i l usage

CrC

Diesel

Biodiesel

etc. Cr concentration was detected after 128 hours for diesel fuelled

system, while it was detected after 256 hours for biodiesel fuelledengine.

Approximately 20% lower Cr Concentration for biodiesel-fuelledengine system.


47/50

11/13/20

4

Magnesium

15

20

25

30

onc.

[PPM]

0

5

10

0 100 200 300 400 500 600

Hours of lube oi l usage

MgC

Diese l

Biod iese l

Source: Additive depletion, Bearings, Gear box housing etc.

For both systems, Mg concentration increases at a higher rate up to128 hours followed by a slow increase

Approximately 10% lower Mg concentration for biodiesel operated

system

Cobalt

15

20

25

30

nc.

[PPM]

0

5

10

0 100 200 300 400 500 600


CoCo

Diesel

Biodiesel

Source: Bearings

For both systems, Co concentration increases at a steady rate

Approximately 40% lower increase in Cobalt concentration forbiodiesel operated engine system


48/50

11/13/20

4

Lead

40

60

c.

[PPM]

0

20

0 100 200 300 400 500 600

Hours o f lube o i l usage

PbCon

Diese l

Biod iese l

Source: Bearings, Paint, Grease addition etc.

For both systems, Lead concentration increases at a steady rate Approximately 50% lower increase in Pb concentration for biodiesel

operated engine system

Conclusions

Esterification is an effective process to alter themo ecu ar s ruc ure o vege a e o s

Effective process for viscosity reduction

flash point, density, pour point, cetane number ,calorific value of the biodiesel comes in veryclose range to that of mineral diesel oil

run on biodiesel without any hardwaremodifications

20% biodiesel: optimum concentration forbiodiesel blend with improved performance


49/50

11/13/20

4

Conclusions

2.5% improvement in peak thermal efficiency

, .

Increase in exhaust temperature, leading to increasedNOx emissions

Exhaust gas temperature increased as a function ofbiodiesel concentration

Esterification is found to be an effective process fore iminating t e ong-term pro ems associate witutilisation of vegetable oils

Biodiesel proved to be potential candidate for partialsubstitution of mineral diesel oil

Conclusions Biodiesel can be adopted readily as an alternative fuel for

the existing diesel engines

Biodiesel is a suitable fuel for long term engine operationw ou any arware mo ca ons n e engnes

Esterification has been found to be an effective techniqueof eliminating all the long term problems associated withvegetable oils as diesel fuel

No undesirable combustion features were observed forbiodiesel combustion

Physical wear measurements suggested up to 30% lowerwear for biodiesel fuelled engine system

Ash content was found to be about 15% lower for biodieselsystem


50/50

11/13/20

AAS tests suggest that various wear metals had lower

concentrations for biodiesel operated engine system, confirmingresults of physical wear measurements

the biodiesel fuels, which needs further investigations.

Based on all these observations, it can be concluded that biodiesel

fuels are superior in wear performance and do not add to the global

warming and environmental pollution. They can be adopted readily

as a substitute for the existing system hardware.

Documents

Biodiesel Introduction