Coconut Bio-Diesel System

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE
1. INTRODUCTION
Due to the increase in scarcity of petroleum resources all over the world, we are driven to search for some alternative fuels to meet the demand of fuels among the various alternative fuels like LPG, bio diesel, hydrogen, ethanol, battery etc, bio diesel finds a remarkable and significant position. Bio diesel (fatty acid alkyl esters) is a cleaner burning diesel replacement fuel made from natural, renewable sources such as new and used vegetable oils and animal fats, just like petroleum diesel, bio diesel operates in compression-ignition engines. Blends of up to 20% bio diesel (mixed with petroleum diesel fuels) can be used in nearly all diesel equipment and are compatible with most storage and distribution equipment these low- level blends (20% and less) generally do not require any engine modification, however, users should consult their OEM (original equipment manufactures) and engine warranty statement. Bio diesel can provide the same payload capacity and as diesel. Bio diesel is simple to use, biodegradable, nontoxic, and essentially free of simpler and aromatics.
1.1 Vehicle performance:

Bio diesel powered engines have shown to deliver similar torque and horsepower as diesel powered engines. Bio diesel has a higher cetane rating, which can improve starting and reduce smoke emissions; bio diesel has slightly more energy per liter than No.1 diesel and slightly less energy than No.2 diesel. Major engine companies have confirmed that the use of blends up to 20% will not void their parts warranties. As bio diesel is more widely tested and used, manufactures will be in a better position to support the use of higher blends, including pure bio diesel. Like petroleum diesel, bio diesel can get in cold weather. Laboratory tests show that the bio diesel blend gets at a higher temperature than petroleum diesel would otherwise. Actual experience with cold weather had varied, B-20 blends are used in some very cold climates, such as in northern Minnesota and Wyoming, where temperatures can fall below -40 in winter , B-20 has been tested in buses in Montral determine how well it works in cold weather. Toronto hydro has used B-20 with no adverse affect on its fleet vehicles. It is important to clean storage tanks before using bio diesel blends of 30% or higher because bio diesel is a mild solvent.
Department of Mechanical Engg, S.I.T, TUMKUR.
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1.2 Emissions:
Using bio diesel in a conventional diesel engine substantly reduces emissions of unburnt hydrocarbons, carbon monoxide, sulfates, polycyclic aromatic hydrocarbons and particulate matter. These reductions increase as the amount of bio diesel blended into diesel fuel increases. The best emission reductions are seemed with B-100.
1.3 Safety:
Bio diesel is considerably less flammable than petroleum diesel, which burns at 50oC (120oF). Pure bio diesel (B-100) does not ignite until 150oc (300oF) the flash point (the temperature at which it will ignite when exposed to a spark or flame) of a bio diesel blend falls some where between these temperatures, depending on the mixture. Because bio diesel is a mild solvent, it is important to wipe up spills and dispose of rags safety. Bio diesel may deface some paints if left on painted surfaces for a long time.
1.4 Depleting source of energy:

This requires no introduction. So far our society has been reaping benefit of fossil fuel reserves of coal/lignite and petroleum oil/natural gas created in past million years. Whether reserves are still created is matter of debate, but it is beyond doubt that even if this is correct , the years to which these reserves would lost is again a matter of judgment and would lack precision owing to many factors involved including the major ones, the technological developments and the connected economics. Nevertheless their end is certain in spite of continued efforts in increasing efficiency both in production technology as well as in the end use. For a lasting substitute, two different potions are being pursued now; one to tap the renewable sources of energy and section one of harnessing the nuclear energy, especially that of fusion energy. Under the renewable sources the potential exists for hydal power, solar energy and wind power. Included in its bio mass which can be treated as storage of solar energy in the form of carbohydrates that cycles through the biosphere and forms the source of animal energy. Atomic energy has almost infinite potential to serve the humanity if the difficult problem associated with the task is solved. Energy of the fissile atoms is presently being utilized but there natural reserves are limited. Next is conversion of fertile material like thorium which are more in abundant than fissile ones. conversion of fertile fuel into fissile nuclear is best achieved in breeder reactor which promises doubling of fuel in 10 to 11.more and more countries that are short of natural gas/oil such as Japan, France, and Germany are
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having plans to set up fast breeder reactors. The final solutions of energy however rest with fusion reaction which would require operation of reactor at million degree temperature and million atmospheric pressure as available in the solar core. Such a condition however has been achieved, thanks to technological ingenuity and efforts. However the technology has not at reacted to a point of energy break even, more energy is required than produced.
1.5 Different types of bio-fuels being used:

A) Bio-diesel B) Methanol blend C) Ethanol blend Among all of them bio-diesel being the main let us study about it in details.
1.6 Bio-diesel is the main among bio-fuels:

Bio-diesel is the only alternative fuel that runs in any conventional, unmodified diesel engine. It can be stored anywhere that petroleum diesel fuel is stored. Bio-diesel can be used alone or mixed in any ratio with petroleum diesel fuel. The most common blend is a mix of 20% bio-diesel with 80% petroleum diesel, or B20. The lifecycle production and is of bio-diesel produces approximately 80% less carbon dioxide emission, and almost 100% less sulfur dioxide. Combustion of bio-diesel alone provides over a 90% reduction in total unburned hydrocarbons, and a 75-90% reduction in aromatic hydrocarbons. Bio-diesel further provides significant reduction in particulates and carbon monoxide than petroleum diesel fuel. Bio-diesel provides a slight increase or decrease in nitrogen oxide depending on engine family and testing procedures. Based on AMES mutagen city tests, bio-diesel provides a 90% reduction in cancer risks. Bio-diesel is 11% oxygen by weight and contains no sulfur. The use of bio-diesel can extend the life of diesel engines because it is more lubricating than petroleum diesel fuel, while fuel consumption, auto ignition, power output and engine torque are relatively unaffected by bio-diesel. Bio-diesel is safe to handle and transport because it is biodegradable as sugar, ten times less toxic than table salt, and has a high flash point of about 300 oF compared to petroleum diesel fuel, which has a flash point of 125oF . Bio-diesel is a proven fuel with 30 million successful road miles, and over 20 years of use in Europe. When burned in a diesel engine, bio-diesel replaces the exhaust odour of petroleum diesel with the pleasant smell of popcorn or French fries.
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1.7 Bio-diesel is better than petro-diesel including low sulfur diesel:

Diesel combustion in IC engine, how ever cause pollution by emitting acid gases, unburnt hydrocarbons (HC),particulate matter (PM) and especially PM below 2.5 micron that are Carcinogenic and carry health risk. There is growing awareness of the potential risk of petro-diesel used and the gradual tightening of the emission norms over the years reflects the society connection (table).Diesel carries sulphur and makes catalytic use of oxidation to remove HC or PAH through after burner difficult owing to SO2 poisoning. Bio-diesel on the other hand does no contain sulphur and also because lesser emission for having oxygen (11%) in it, the fuel-oxygen mixture is more homogenous in case of Bio-diesel so result into faster and nearly complete combustion in the engine with reduced amount of unburnt HC and CO. It allows use of catalytic converter to remove NOX then diesel. As the norms diesel driven automobile is tightened in Bharath 4, a blending of bio-diesel in the diesel would become essential, no commercial oxygenate is compatible with diesel.
1.8 Comparison with other forms of diesel:

Table below compares some typical properties of coconut oil derived by diesel to those of sulfur diesel fuel. Table 1.1 Properties of bio-diesel FUEL PROPERTY Flash point o C Fire point o C Relative density, 40oC BIO-DIESEL 96 110 0.80
When diesel engine can run on neat (100%) bio-diesel, most of the testing in this country has been done on blends of bio-diesel and low sulfur diesel. A blend of 20% biodiesel with 80% low sulfur diesel (some times called B20 or BD20) has been tested in city bus fleets across the country. Limited testing has shown that this fuel produces lower emission of particulate matter, hydrocarbons, and carbon monoxide than conventional diesel fuel: however, the emission reduction can also be achieved by installing a catalytic converter in the vehicle exhaust system. Emission of NOX can be slightly higher than with conventional diesel, unless the fuel system injection timing is optimized for the fuel.
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The energy content of neat bio-diesel is slightly lower than that of conventional biodiesel, but limited road testing has shown no appreciable loss in performance or mileage. Neat bio-diesel has good lubricity properties and contains essentially no sulfur or aromatics. However, it has a relatively high pour point, which could limit its use in cold weather. Bio-diesel is biodegradable but this property may lead to increased biological growth during storage. Bio-diesel is also suspect able to oxidative degradation than petroleum diesel. The main disadvantage of bio-diesel is its cost, which, as of this writing is two-thirds higher than that of conventional diesel fuel. Until the price comes down, its use will probably will be limited to situation where it is subsidized or where the potential environmental benefits offset the additional cost. For example, bio-diesel is more widely used in Europe where environmental regulations and tax subsidies make it practical.
1.9 Introduction to coconut oil:

Coconut oil is used in oil lamps, cooking, manufacturing, treatment for diseases. And research activities on the use of vegetable oil as fuel substitute have already been done as early as the 1970s using coconut oil in Philippines. Coconut water (also called coconut juice) is the liquid found in the center of the coconut. It is not called coconut milk, which is something different. Coconut water is very healthy. It is naturally filtered and sterile. It contains many of the beneficial nutrients of coconut oil, such as lauric acid. It gives a natural energy boost, and is one of the best energy/sports drinks you can get. Coconut water is one of the highest sources of electrolytes known to man, and can be used to prevent dehydration. Coconut milk is made by soaking the grated coconut meat in hot water or scalded milk, and then straining it. Coconut milk is classified as thick, thin, or coconut cream. Thick coconut milk is the result of the first soaking and squeezing. If this milk is refrigerated it separates, and the top layer is the cream. Thin coconut milk is what is produced when the coconut meat is soaked a second time and then strained and squeezed. The process to turn coconuts into biodiesel starts with the meat, or copra, of the coconuts. The meat is grated, dried and then pressed to extract the coconut oil. Many Tongans, who have entire marriage rituals involving coconuts, are expert extractors and could use hand presses instead of diesel-powered ones if they want to cut costs. The oil is then mixed with two chemicals, methanol and sodium hydroxide, in the reactor for two hours to transition the oil into clean-burning fuel. The byproduct of the process, glycerol, can be made
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into soap or compost and sold along with the rest of the coconut husk and meat. The lower iodine value of coconut oil compared to other vegetable oils works favorably for its lower carbon deposits, however not many successful experiences have been found .Especially deposits on the pistons, valves, combustion chambers and injectors can cause severe loss of output power, engine lubricant deterioration or even catastrophic failure to engines.
Fig 1.1 : coconut bio-diesel system
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2. LITERATURE REVIEW
2.1 Introduction:
Vast area of land (around 42%) in India is represented by arid and semi-arid condition. The oil can be used in place of kerosene and diesel and as a substitute for fuel. It has been promoted to make rural areas self sufficient in fuel for cooking, lighting andmotive power. Biofuels can tolerate high temperature and grows very well under low fertility and moisture conditions. The availability of oil in a sustained manner with an added advantage of less green house gases emission is the ideal option. The bio-fuel has both these advantages. Bio-fuel is being looked at as an important alternative fuel in the over all energy security world over. Among the important sources of bio fuel, has received special mention in India. Bio fuel has been introduced by the Portuguese. It has been naturalized well in the country and also some introductions from centers of diversity have been made in early and mid 1980s. Bio fuel has the adaptability to perform well in marginal soils in semi-arid tropics, its oil is suitable as a diesel substitute and it has other multiple uses. India with its diverse agro-ecological regions and climatic conditions offers a good opportunity for propagating variation, systematic collection and investigation of genetic distinctness in the regions. The importance of a ecogeographic data base in providing information on conservation priorities of the biofuel has already established. Hence, four explorations were undertaken in four distinct ecogeographic zones of Andrapradesh and Chattisgarh states of India during 2005. In general, many researchers agree that bio-diesel, derived from different sources, causes a decrease of unburned HC, CO and PM emissions, even when different engines are used. Furthermore, higher bulk modulus of bio-diesel, which results in higher sound velocity, cause the pressure waves from the fuel pump to the hydraulically actuated fuel injector to travel faster. In general, this increases the NOx emission. The fuel injection system plays an important role in the efforts to achieve the reduction of engine emissions and fuel consumption, while keeping other engine performance at an acceptable level. Namely, the engine characteristics depend to a great extent on the injection characteristics: injection pressure, injection duration, injection timing, fuelling and injection rate history. In general, pressure squareness (ratio of mean to maximum injection has to be relatively small to reduce Nox of injection has to be relatively to reduce smoke emissions.
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Biomass the name to the plant matter is created by photosynthesis includes firewood plantation, forestry residues, animal wastes, agricultural residues, etc... Biomass which has been used as a source of energy throughout history remains as an important component of national energy supplies in many countries today. It is estimated that biomass accounts for 43% of energy consumption in developing counties and for about one seventh of total world energy consumption. Used edible oils and fates are considered a problematic waste product contributing to the pollution of the environment. On the other hand, in a search for new energy sources, attentions is concentrated mainly on biomass as a reliable and permanently reliable source that is able to satisfy a significant part of the energy demands of the society . at present the methyl esters [ME] of vegetable oils and animals fats are considered a real alternative to liquid fossil fuels The Philippines first attempted to commercialize liquid bio-fuels for motor vehicles following the oil shocks of the 1970s; unfortunately, the ambitious program was abandoned during the political crisis of the mid 1980s. Today bio-fuels are receiving renewed interest in Philippines due to a combination of economic and environmental factors. The principal economic incentive is the reduction of dependence on imported Petroleum. This issue is particularly true for the transport sector which is almost entirely dependent and on oil. Reduction of carbon dioxide emissions resulting from fossil fuels is uses is one of the primary environmental considerations. In light of commitments as signatory to the Kyoto Protocol, the Philippines recently scaled down its CO2 emissions projection for the year 2010 by about 30% relative to corresponding projections made in 1996 for the same year. this target is expected to be achieved in part through intensified use of renewable energy sources which are projected to meet close to one fourth of countrys primary energy demand by the end of decade . Part of the long term strategy is the establishment of national bio-energy laboratory.
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3. BIO-DIESEL
Anybody can make bio-diesel. Its easy, you can make it in our kitchen-and its better than the petrol-diesel fuel the big oil companies sell you. Our diesel motor will run better and last longer on your home made fuel and its much cleaner better for the environment and better for health. If we make it from used cooking oil its not only cheap but we will be recycled a troublesome waste product.
3.1 Transesterification process:

Plant oils and animal fats are triglycerides, containing glycerin. The bio-diesel process turns the oil into esters, separating out the glycerin. The glycerin sinks to the bottom and the bio-diesel floats on the top and can be siphoned off. The process is called Transesterification, which substitutes alcohol for the glycerin in a chemical reaction, using ethanol and NaOH as a catalyst. We use methanol to make methyl esters. Wed rather use ethanol because most methanol comes from fossil fuels (through it can also be made from biomass, such as wood), while ethanol is plant based and you can distill it your self, but the bio-diesel process is more complicated than ethanol. Ethanol (or ethyl alcohol, grain alcohol EtOH, C2H5OH) Methanol is also called methyl alcohol, wood naphtha, wood spirits, methyl hydrate (or stove fuel), carbinol, colonial spirits, Columbian spirits etc The catalyst can be either sodium hydroxide (caustic soda, NaOH) or potassium hydroxide (KOH) which is easier to use, and it can provide a potash fertilizer as a by-product. Sodium hydroxide is often easier to get and its cheaper to use. If you use potassium hydroxide, the process is the same, but you need to use 1.4 times as much.
3.2 Bio-diesel Production:

The production processes for bio-diesel are well known. There are three basic routes to bio-diesel production.
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From oils and fats: * Base catalyzed transesterification of the oil. * Direct acid catalyzed transesterification of the oil. * Conversion of the oil to its fatty acids and then to bio-diesel. Most of the bio-diesel produced today is done with the base catalyzed for several reasons: * It is low temperature and pressure. * It yields high conversion (98%) with minimal side reactions and reaction time. * It is direct conversion to bio-diesel with no intermediate compounds. * No toxic materials of construction are needed.
3.3 Bio-diesel reaction:

CHOCOR + 3ROH CH2OH + RCOOR Where, R indicates fatty acids chains associated with oil or fat. ROH is alcohol normally methanol or ethanol. RCOOR indicates the Bio-diesel CH2OH indicates the glycerin The reaction is carried out 65C, with vigorous stirring to obtain good results.
3.4 Transesterification:
It is familiar process and industrially used since long for making soaps from vegetable oils. Vegetable oils are fats are triglycerides of fatty acids and readily transesterified in the presence of alkaline media (NaOH) and metal oxides for (fats splitting). Production of soap is carried in two steps, hydrolysis with hot water at a temperature of 230-2500C and a pressure of 40-45 Atm and separation of soap solution and purification. Bio-diesel production does not require high pressure or temperature. Reaction is carried out at normal pressure and temperature (60-70C). The reaction is fast and achieve conversion over 90% within a short time if excess methanol/ethanol (60%) is used glycerol is produced as a by product in the reaction and is a high valued item if its purity is high glycerol being heavier settles in the bottom of the reaction vessel where as transesterified fatty acids occupying upper layer. While Production can be achieved in batch process, continues process provides better quality and reduced loss of inputs. Department of Mechanical Engg, S.I.T, TUMKUR. - 10 -
The engineering problems associated with the transesterification are to recover excess methanol/ethanol and to purify glycerol (to render it of industrial grade quantity) and biodiesel which contains other products (to reduce glycerol to below 0.002%, no polymer, low acid number below 2% and no soap, methanol etc) and all at a low input of energy and material loss. The conventional process of recovery as well as purification is distillation. A typical flow chart can be seen in figure, however this process suffers from few short comings, high energy consumption content of free glycerin over 0.22%, lower oxidation stability, 4-5% loss of product etc.., alternative to distillation a new process, CD process has been patented which carries the separation through centrifuges and uses counter current water cycle for the extraction of glycerol and washing of ester, and achieving better quality product at lower steam/power requirement. Other major problem associated with die process is free acid and moisture content in the feed. Most of the processes allow a maximum of 2% free acid in the feed. Higher contents of free acid cause increased consumption of alkali and production of soaps decides increased consumption it results into foaming etc.. Presenting operational problem vegetable oils as a rule has low oxidation stability with the result that the acid content tends to increase on storage. To reduce the amount of fatty acids in it, there should be a lower time allowed between oil extracted from oil seeds and the transesterification or
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alternatively vegetable oil should be stored in tanks under nitrogen atmosphere.
Economics of production however depend mainly on the relative cost between feed (which is turn as copra minus cake) and glycerol. Presently, glycerol market is saturated and an increased production may lead to fall in prices unless it finds an increased utilization (glycerin has a use in making plastic, explosive, cosmetics and pharmaceuticals products). For one ton of bio-diesel, around 3.5 ton dried oil seed is required, so that cut is very positive.
Oil content is around 30% and 2.5 ton of cake is left over in oil extraction of the coconut which is sold as animal feed if the seed is edible or as a fertilizer if non edible The country, short of edible vegetable oil, cannot divert them for bio-diesel conversion nor will it like to sacrifice good agricultural land for raising such an energy crop..
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3.5 Transesterification of vegetable oil to bio-diesel:
(Catalyst) Coconut Oil + Methanol Bio-diesel + Glycerin
R is typically 16 or 18 carbons and may contain One to three carbon-carbon double bounds. The resulting mixture of fatty acid methyl esters has chemical and physical properties to that of conventional diesel fuel.
3.6 Bio-diesel properties: 3.6.1 Power: One of the major advantages is the fact that it can be used in existing engines
and fuel injection equipment (no modification required) without negative impacts to operating performances.
3.6.2 Fuel availability/economy: Virtually the same MPG rating as petro-diesel and
the only alternative fuel for heavy weight vehicles is requiring no special dispensing and storage equipment
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3.6.3 Storage: Readily blends and stays blends with petro-diesel so it can be stored and
dispensed whenever diesel is stored or sold .Bio-diesel has a very high flash point (300F) making it one of the safest of all alternative fuels.
3.6.4 Lubricity: The only alternative fuel that can actually extend engine life because of
its superior lubricating properties.
3.6.5 Environmental impact: His only renewable alternative diesel fuel that actually
reduces a major greenhouse gas component in the atmosphere. The use of bio-diesel will also reduces the following emissions Carbon monoxide Ozone-forming-hydrocarbons Hazardous diesel particulate Acid rain-causing sulfur dioxide Lifecycle carbon dioxide 3.6.6 Emissions: Many researchers have studied the exhaust emission of character of diesel engines. The review reveals that with the use of vegetable oil based fuels, the harmful exhaust emissions, particularly sulfur and CO are considerable as compared to diesel. Further, the net effect on addition of greenhouse gases, particularly CO2 which is mainly responsible for global warming, may be expected nearly zero with the use of vegetable oils as fuels.
3.7 Process variables in transesterification:

The most important variables that influence transesterification reaction time and conversion are: a) Oil temperature b) Reaction temperature c) Ratio of alcohol to oil d) Type of catalyst and concentration e) Intensity of mixing f) Purity of reactions
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3.7.1 Oil Temperature:

The temperature to which the oil is heated before mixing with catalyst and alcohol, affect the reaction. It was observed that increase in oil temperature marginally increases the percentage oil to bio-diesel conversion as well as the bio-diesel recovery. 3.7.2 Reaction temperature: The ratio of reaction is strongly influenced by the reaction temperature. Generally the reaction is conducted close to the boiling point of alcohol used at atmospheric pressure. The maximum yield of esters occur at temperature ranging from 60-80C at a molar ratio (alcohol to oil) of 6:1 further increase in temperature is reported to have a negative effect on the conversion.
3.7.3 Ratio of alcohol to oil:

Another important variable affecting the yield of esters is the molar ratio of alcohol to oil. A molar ratio of 6:1 is used in industrial processes to obtain ester yields higher than 98% by weight. Higher molar ratio of alcohol to oil interfaces in the separation of diesel. It was observed that lower molar ratios required more reaction time.
3.7.4 Catalyst type and concentration:

Alkali metals alkoxides are the most effective transesterification catalyst compare to the acidic catalyst. Sodium alkoxides are among the most efficient catalyst use for this purpose. Although potassium hydroxide and sodium hydroxide can also be used.
3.7.5 Mixing intensity:

The mixing effect is most significant during the slow rate region of the transesterification reaction. As the single face is established, mixing becomes significant. Hence the vigorous of the mixture is needed.
3.7.6 Purity of reactants:

Impurities present in the oil affect conversion levels. Under the same conditions, 6784% conversion into esters can be obtained using crude vegetable oils, compared with
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94-97% when using refined oils. It was observed that crude oils where equally good to refined oils for the production of bio-diesel. However, the oil should be properly filtered.
3.8 Bottle Experiments:

As it is known that the molecular weight of coconut oil a problem arises what exact proportions of ethyl alcohol has to be mixed with coconut oil to get bio-diesel and hence the trial and error method has been conducted using various proportions of ethyl alcohol to get maximum and good quality bio-diesel known as bottle experiment.
Fig 3.2 composition Coconut oil=100m, Ethanol=12 ml NaOH=1 gm
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Fig 3.3 composition Coconut oil=100 ml Ethanol=16 ml NaOH=1gm
Fig 3.4 composition Coconut oil=100 ml Ethanol=20 ml NaOH=1 gm
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Fig 3.5 composition Coconut oil=100 ml Ethanol=25 ml NaOH=1 gm
3.9 Bottle experimental results

Sodium hydroxide taken is 1% of oil weight Coconut oil=100 ml
Table 3.1 Bottle experimental results SI NO ETHANOL ml 1 2 3 4 12 16 20 25 GLYCERIN ml 21 26 33 31 BIO-DESEL ml 86 90 87 90
4. EXPERIMENTAL SETUP
Department of Mechanical Engg, S.I.T, TUMKUR. - 18 -
4.1 Introduction:
The model consists of two steel containers of different diameters. The outer tank acts as water bath and consists of inlet and outlet valves for supply and removal of water. This water bath is provided with a heater and a thermostat to maintain constant temperature for the reaction to occur. The inner acts as a reaction container, where all the ingredients are mixed. It is provided with two valves one beside and another at the bottom. The side valve is used to remove the bio-diesel and the bottom one in used for removal of glycerin. The mixing action is done by the stirrer which in turn attached to the motor for providing stirring action.
4.2 Principle of test setup:

The ingredients such as Ethyl alcohol and sodium hydroxide are initially mixed inside the inner tank until NaOH pillets gets dissolved into the ethyl alcohol. Next the required quantity of coconut is added to the solution and the mixture is vigorously stirred using the stirrer run by the motor. As mentioned above the outer tank acts as the water bath and heater is provided with a thermostat to maintain the required constant temperature, at which the mixture should be stirred continuously for a period of 2 to 2.5 hours. The glycerin is separated from coconut oil by the process of transesterification and this mixture is to settle down for 8-12 hours. Because of chemical reaction the heavy fatty acids (glycerin) settles down and bio-diesel floats up.
A-Motor B-stirrer C-Inner tank D-Bio-diesel outlet E-Water outlet F-Water inlet G-outer tank H-Glycerin outlet I-Thermostat J-Heater coil
Fig 4.1 schematic representation of bio-diesel plant
4.3 Water washing of bio-diesel:

Once the bio-diesel separated from glycerin, the bio-diesel is sometimes purified by washing gently with water to remove residual catalyst, soaps and the remaining glycerin content. This is normally the end of production process resulting in a clear amber-yellow liquid with a viscosity similar to petro-diesel. In some systems the bio-diesel is distilled in an additional step to remove small amount of color bodies to produce a colorless bio-diesel. Bio-diesel should be washed to remove soap, catalyst and other impurities. Some people insist and others dont and argue that the small amounts of impurities cause no engine damage. Good quality bio-diesel should be washed. Here we designed a plant to wash the bio-diesel, the schematic diagram is as shown in the figure below. It contains a nozzle which sprays water with high pressure on bio-diesel. This resulting in the removal of residual catalyst, soap and glycerin.
BIODIESEL GLYCERIN E
Fig. 4.2: Water washing of bio-diesel
Table 4.1:
Physico-chemical Properties of coconut oil and diesel
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Properties State Colour Net calorific Value KJ/kg Density kg/m3 Flash point 0 C Fire point 0 C
Coconut oil Liquid yellowish 338947 860 96 110
Diesel Liquid Light Brown 45500 850 57 68
Table 4.2: Specification of the diesel Engine Name of the engine Type of engine Number of cylinders Compression ratio Recommended fuel Specification Method of cooling : Ganga Diesel Engine : Vertical, four stroke, CI engine : 01 : 16:1 : Diesel : Cooling water
5. READINGS, DATA LOGGING AND CALULATIONS
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Table 5.1: Tabulation for Petro Diesel: Particulars Speed of the engine N in RPM Time taken for consumption of 10 cc of fuel in t sec Dynamometer readings F kgf Rate of flow mw1, kg/min Engine cooling water Inlet temperature T10 C Outlet Temperature T20 C Exhaust gas temperature Tg0 C Difference in manometer reading hw in mm Trials 1 1480 46 3 2 28 37 250 1 2 1460 40 6 2 28 42 280 2 3 1440 34 9 2 28 44 340 4 4 1420 28 12 2 28 46 410 6
Table 5.2: Tabulation for 10% Bio - Diesel: Particulars Speed of the engine N in RPM Time taken for consumption of 10 cc of fuel in t sec Dynamometer readings F kgf Rate of flow mw1, kg/min Engine cooling water Inlet temperature T10 C Outlet Temperature T20 C Exhaust gas temperature Tg0 C Difference in manometer reading hw in mm Trials 1 1480 52 3 2 28 37 240 1 2 1460 43 6 2 28 40 290 2 3 1440 38 9 2 28 41 340 4 4 1420 36 12 2 28 42 350 5
Table 5.3: Tabulation for 20%Bio - Diesel: Particulars Speed of the engine N in RPM Time taken for consumption of 10 cc of fuel in t sec Dynamometer readings F kgf Rate of flow mw1, kg/min Engine cooling water Inlet temperature T10 C Outlet Temperature T20 C Exhaust gas temperature Tg0 C Difference in manometer reading hw in mm Trials 1 1480 51 3 2 28 39 270 0.5 2 1460 41 6 2 28 41 290 1 3 1440 32 9 2 28 42 370 3 4 1420 26 12 2 28 43 440 5
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5.1 Calculations:
Engine Specifications Single cylinder Four stroke vertical Water cooled Diesel cycle Compression ignition Coupled to rope brake Technical Data B.H.P = 5 R.P.M = 1500 Bore = 80 mm Stroke = 110 mm Brake drum dia = 300 mm
5.1.1 Rated Load Calculation
Brake Power:
BP =
( 2NT )
60000
5 0.735 =
T = 23.39 N-m T=F x Re x 9.81
( 2 1500
60000
T )
Re= r + ( tb/2) r = radius of brake drum r = 150 mm. tb= thickness of the belt = 20 mm
23.39 = F x 0.16 x 9.81 F = 14.90 kgf
5.1.2: For Petro - Diesel (For 3 kg load)
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a) Torque: T= F x Re x 9.81 T =3 x 0.16 x 9.81 T = 4.7 N-m.
b) Brake power: BP = (2 N T)/ 60000 = (2 x x 1480 x 4.7)/60000 BP = 0.728 KW c) Fuel consumption: mf = vf x 10-6 x (f/t) where: f = density of fuel = 850 kg/m3
= 10 x 10-6 x (850/46) mf = 1.847 x 10-4 kg/sec d) Brake thermal efficiency: BT = (BP x 100)/ (mf x CV) where, cv = 45500 kj/kg
= (0.728 x 100)/ (1.847 x 10-4 x 45500) BT = 8.66 %
e) Specific fuel consumption: SFC = (mf x 3600)/ BP = (1.847 x 10-4 x 3600)/ 0.728 SFC = 0.913kg/kw-hr.
f) Density of air: a = Pa/(R x Ta) where: Ta = atmospheric temperature in K
= 101.287/ (0.287 x 306) Department of Mechanical Engg, S.I.T, TUMKUR. - 24 -
a = 1.153 kg/m3
g) Air head causing flow: ha = (w x hw)/ a = (1000 x 1 x 10-3 xsin30)/ 1.153 ha = 0.433 meters of water.
h) Area of orifice: Ao = ( x d02)/4 mm = ( x 0.022)/4 A0 = 3.142 x 10-4 m where: d0 = dia of orifice = 20
i) Actual consumption of air: Where: Cd = co efficient of Va = Cd x A0 x (2 g ha) x 60 discharge = 0.62
= 0.62 x 3.142 x 10-4 x (2 x 9.81 x 0.433) x 60 Va = 0.034 m3/min
j)
Theoretical consumption of air: where: Nc = N/2 = 1480/2 = 740 Vt = (L A Nc) = (0.11 x 5.026 x10-3 x 740) Vt = 0.409 m3/min No. of cycles per min L = stroke = 110 mm A = Area of bore D = 80mm
k) Volumetric efficiency: Department of Mechanical Engg, S.I.T, TUMKUR. - 25 -
v = (Va/Vt) x 100 = (0.034/0.409) x 100 v = 8.31 % l) Indicated Power: IP = BP + FP = 0.728 + 3.0 IP = 3.728 KW m) Indicated Thermal Efficiency: ind = IP/ (mf x cv) x 100 = 3.728/ (1.847 x 10-4 x 45500) x 100 ind = 44.36 % FP = Friction Power = 3.0 (from graph)
n) Mechanical efficiency: mech = (BP/IP) x 100 = (0.728/3.728) x 100 mech = 19.52 %
5.1.3: For Bio-Diesel (B-20) (For 9 kg load)

a) Torque: T= F x Re x 9.81 T =9 x 0.16x 9.81 T = 14.12 N-m. b) Brake power: BP = (2 N T)/ 60000 = (2 x x 1440 x 14.12)/60000
- 26 -
BP = 2.129 KW c) Fuel consumption: mf = vf x 10-6 x (f/t) = 10 x 10-6 x (800/32) mf = 2.5 x 10-4 kg/sec where: f = density of fuel = 800kg/m3
d) Brake thermal efficiency: BT = (BP x 100)/ (mf x cv) = (2.129 x 100)/ (2.5 x 10-4 x 36252) BT = 23.49 % where, cv = 36252 kj/kg
e) Specific fuel consumption: SFC = (mf x 3600)/ BP = (2.5 x 10-4 x 3600)/ 2.129 SFC = 0.422 kg/kw-hr.
f) Density of air: a = Pa/(R x Ta) where: Ta = atmospheric temperature in K
= 101.287/ (0.287 x 306) a = 1.153 kg/m3
g) Air head causing flow: ha = (w x hw)/ a = (1000 x 3x 10-3 xsin30)/ 1.153 ha = 1.3 meters of water. Department of Mechanical Engg, S.I.T, TUMKUR. - 27 -
h) Area of orifice: Ao = ( x d02)/4 = ( x 0.022)/4 A0 = 3.142 x 10-4 m2 where: d0 = dia of orifice = 20 mm
i) Actual consumption of air: where: Cd = co efficient of discharge=0.62 Va = Cd x A0 x (2 g ha) x 60 = 0.62 x 3.142 x 10-4 x (2 x 9.81 x 1.3) x 60 Va = 0.058 m3/min j) Theoretical consumption of air: where: Nc = N/2 = 1440/2 = 720 rpm Vt = (L A Nc) = (0.11 x 5.026 x 10-3 x 720) Vt = 0.403 m3/min No. of cycles per min L = stroke = 110 mm A = Area of bore D = 80mm
k) Volumetric efficiency: v = (Va/Vt) x 100 = (0.058/0.403) x 100 v = 14.39 % l) Indicated Power:
IP = BP + FP = 2.129 + 1.4 IP = 3.529 KW
FP = Friction Power = 1.4
- 28 -
m) Indicated Thermal Efficiency: ind = IP/ (mf x cv) x 100 = 3.529/ (2.5 x 10-4 x 36252) x 100 ind = 38.93 %
n) Mechanical efficiency: Mech = (BP/IP) x 100 = (2.129/3.529) x 100 Mech = 60.32 %
5.2: Calculation of calorific value for coconut oil

Calorific value = (W x .4.187 x (T2-T1)) + ((w/1000) x ( T2-T1)) P Where: Mass of the wire P (gm) Mass of water W (gm) Water equivalent w (gm) = 2gms = 2000 gms = 9775 J/oC
Initial temperature of T1 (oC) = 32.07 Final temperature of T2 (oC) = 42.29
(W x .4.187 x (T2-T1)) + ((w/1000) x ( T2-T1)) CV = P
(2000 x 4.187 x (42.29-32.07)) + ((9775/1000) x(42.29-32.07)) 2
- 29 -
Calorific value= 38947 KJ/Kg
Table 5.4: Comparison of coconut oil with petro diesel: Properties Flash point oC Fire point oC Kinematic viscosity at 40 oC X 10-6 m2/sec Absolute viscosity at 40 oC 0.132 X 10-3 Pa sec 2.934 Bio diesel Petro-diesel 96 110 0.159 57 68 3.578
Table 5.5: Properties of bio diesel (coconut oil) at different blends:
Kinematic Bio Diesel Viscosity X 10 M /Sec At 40 C 0.582 3.18 8.17

o -6 2
Absolute Calorific Viscosity X 10 Pa. Sec At 40 C 0.465 2.54 6.53

o -3
Flash Point
0
Fire Point Value

0
c KJ/Kg
10 % 20 % 30 %
63 69 70 96
71 75 78 110
38142 36252 34956 38947 - 30 -
100 % 0.159 0.132 Department of Mechanical Engg, S.I.T, TUMKUR.
PARTICULARS Load in kg Indicated Power (I.P) in kw Brake Power (B.P) in kw Fuel Consumption (mf) in kg/sec. 10-4 Indicated Thermal Efficiency % Brake Thermal Efficiency % Specific Fuel Consumption (SFC) kg/kw-hr Volumetric Efficiency % Mechanical Efficiency %
1 3 3.728 0.728 1.847 44.36 8.66 0.913 8.31 19.52
2 6 4.439 1.439 2.128 45.9 14.88 0.531 11.95 32.41
3 9 5.129 2.129 2.5 45.09 18.71 0.422 17.08 41.5
4 12 5.8 2.80 3.035 42.0 20.27 0.3902 21.2 48.27
6. RESULTS
Table 6.1: Test results for Petro-diesel: Table 6.2: Test results for bio-fuel B-10: PARTICULARS Load in kg Indicated Power (I.P) in kw Brake Power (B.P) in kw Fuel Consumption (mf) in kg/sec. x10-4 Indicated Thermal Efficiency % Brake Thermal Efficiency % Specific Fuel Consumption (SFC) kg/kw-hr Volumetric Efficiency % Mechanical Efficiency % 1 3 3.728 0.728 1.53 63.28 12.42 0.756 8.31 19.52 2 6 4.49 1.49 1.86 63.88 21.00 0.44 11.93 33.18 3 9 5.129 2.129 2.10 64.03 26.46 0.355 17.00 41.50 4 12 5.80 2.80 2.20 69.11 33.36 0.282 19.38 48.27
- 31 -
Table 6.3: Test results for bio-fuel B-20: PARTICULARS Load in kg Indicated Power (I.P) in kw Brake Power (B.P) in kw Fuel Consumption (mf) in kg/sec. x10-4 Indicated Thermal Efficiency % Brake Thermal Efficiency % Specific Fuel Consumption (SFC) kg/kw-hr Volumetric Efficiency % Mechanical Efficiency % 1 3 2.128 0.728 1.56 37.62 12.87 0.77 5.86 34.20 2 6 2.78 1.438 1.95 39.32 20.34 0.488 8.4 51.72 3 9 3.529 2.128 2.5 38.93 23.49 0.422 14.39 60.32 4 12 4.2 2.80 3.09 37.73 25.19 0.394 19.38 66.66
- 32 -
SPECIFIC FUEL CONSUMPTION V/S BRAKE POWER

1 SFC IN Kg/Kw-hr 0.8 0.6 0.4 0.2 0 0 1 2 3 BRAKE POWER IN KW PETRO-DIESEL BIO-DIESEL(B-10) BIO-DIESEL(B-20)
Fig 6.1 : SFC V/S BP
MECHANICAL EFFICIENCY V/S BRAKE POWER

MECH. EFFICIENCY IN % 80 70 60 50 40 30 20 10 0 0 1 2 3 BRAKE POWER IN KW PETRO-DIESEL BIO-DIESEL(B-10) BIO-DIESEL(B-20)
Fig 6.2 :Mech efficiency v/s BP
- 33 -
INDICATED THERMAL EFFICIENCY V/S BRAKE POWER

80 70 60 50 40 30 20 10 0 0 1 2 3 BRAKE POWER IN KW INDICATED THERMAL EFFICIENCY IN %
PETRO-DIESEL BIO-DIESEL(B-10) BIO-DIESEL(B-20)
Fig 6.3 : Indicated thermal efficiency v/s BP
FUEL CONSUMPTION V/S BRAKE POWER

FUEL CONSUMPTION IN X10e-4 Kg/Sec 3.5 3 2.5 2 1.5 1 0.5 0 0 1 2 3 BRAKE POWER IN KW PETRO-DIESEL BIO-DIESEL(B-10) BIO-DIESEL(B-20)
Fig 6.4 : Fuel consumption v/s BP
- 34 -
BRAKE THERMAL EFFICIENCY V/S BRAKE POWER

40 BRAKE THERMAL EFFICIENCY IN % 35 30 25 20 15 10 5 0 0 1 2 3 BRAKE POWER IN KW PETRO-DIESEL BIO-DIESEL(B-10) BIO-DIESEL(B-20)
Fig 6.5: Brake thermal efficiency v/s BP
7. CONCLUSION
- 35 -
The experimental results show that the properties of coconut-diesel blend are comparable with those of pure diesel. The exhaust emissions of bio-diesel tested produced lower exhaust emissions. The resulted mechanical efficiency for bio-diesel is higher than the petro-diesel comparatively and it is observed that B-10 bio-diesel was very much near to petro-diesel result. The results of indicated thermal efficiency for B-10 is near to petro-diesel and B-20 is little higher comparatively. From the experiment it is observed that Specific fuel consumption of bio-diesel is less than the petro-diesel. The brake thermal efficiency of the tested bio-diesel is higher than petro-diesel . Finally it can be concluded that bio-diesel is an excellent fuel that replaces the petrodiesel in all ways. Hence the time has come to use bio-diesel to mainly protect our environment and also reduce the import of petro-diesel which greatly helps our Indian economy. And makes India self relied in fuel sector. Bio-Diesel has many properties similar to fossil fuel, which makes it easier for use in the modern diesel engine without any major engine modification and with better engine performance at a desirable cost.
SCOPE FOR FUTURE DEVELOPMENT
- 36 -
For testing of fuel we can use computerized machine rather than the conventional machine for accurate results. Exhaust gas analysis can be done for better engine performance for different Blends. For better results electrical loading can be used instead of Mechanical loading. It can be tested for regular engine on road conditions on trial basis.
BIO-DIESEL BENEFITS
1) Bio-diesel runs in any conventional, unmodified diesel engine. 2) Bio-diesel can be stored anywhere that petroleum diesel fuel is stored. 3) All diesels fueling infrastructure including pumps, tanks and transport trucks can use bio-diesel without modification. 4) Bio-diesel reduces carbon dioxide emissions, the primary cause of greenhouse effect, by up to 100%. 5) Bio-diesel can be used alone or mixed in any amount in any amount with petroleum diesel fuel. 6) Bio-diesel is more lubricating than diesel fuel, it increases the engine life and it can be used to replace sulfur, a lubricating agent that, when burned, produces sulfur dioxide. 7) Bio-diesel is safe to handle because it is biodegradable and non-toxic. According to the national bio-diesel board, neat bio-diesel is a biodegradable as sugar and les toxic than salt, 8) Bio-diesel is safe to transport. Bio-diesel has a high flash point. 9) Engines running on bio-diesel run normally and have similar fuel mileage to engines running on diesel fuel.
PHOTO GALLERY
- 37 -
Ganga Diesel Engine
- 38 -
Stirrer
Separators
- 39 -
PROJECT GUIDE AND ASSOCIATES
BIBLIOGRAPHY
1. Clements, D.L.1996. Blending rules for formulating bio-diesel fuel, liquid and industrial products from renewable resources-proceeding of the third liquid fuel confersnce, Nashville,TN,pp.44-53. 2. Graboski. M.S. and R.L. McCormick.1998.combustion of fat and vegetable oil derived fuels in diesel engines. Prog. energy combusts 24:125-164. 3. Carbon balance implications of coconut bio-diesel utilization in the Philippine automotive transport sector. RAYMOND .R.TAN , ALVIN B (I.I.S.C, Bangalore) www.sciencedirect.com 4. NBB.2002. biodiesel production and quality. available online at http://www.biodiesel.org/pdf_files/prod_quality.pdf. Accessed 20 Oct.2003 5. www.elsevier.com/locate/biombioe
Photos and Address Sheet MOHAMMED ILYAS (1SI05ME410) S/o Sirajuddin Mullah, Department of Mechanical Engg, S.I.T, TUMKUR. - 41 -
D-no :10-2-101 C Jamia masjid compound, UDUPI- 576101 Email: ilyas_momin@yahoo.co.in Ph: 99863 75760 TILAK KUMAR.R (1SI04ME432) S/o Ramakrishna, Sri Manju Nivasa, Netaji Road, Vidyanagar, TUMKUR 572 102. Email: tlk_kumar@yahoo.com Ph: 0816 2284614/ 98445 31018 VEDAMURTHY.N.M (1SI04ME433) S/o N.Marulasiddeswar Narasapur Village, Donimalai Post, Tq: Sandur, Dist: Bellary Pin: 583 118. Email: vedamnm@rediffmail.com Ph: 08395 274848/ 99162 67068
NIRANJAN REDDY ( 1SI05ME414) S/o Mahipal reddy, Post : Motakapally, Taluk :Sedam, Dist :Gulbarga Pin- 585318 Email: niran_sit@rediffmail.com Mobile no : 98444 93084
- 42 -
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Coconut Bio-Diesel System

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EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

1.1 Vehicle performance:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

1.4 Depleting source of energy:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

1.5 Different types of bio-fuels being used:

1.6 Bio-diesel is the main among bio-fuels:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

1.7 Bio-diesel is better than petro-diesel including low sulfur diesel:

1.8 Comparison with other forms of diesel:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

1.9 Introduction to coconut oil:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Fig 1.1 : coconut bio-diesel system

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.1 Transesterification process:

3.2 Bio-diesel Production:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.3 Bio-diesel reaction:

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

alternatively vegetable oil should be stored in tanks under nitrogen atmosphere.

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.5 Transesterification of vegetable oil to bio-diesel:

(Catalyst) Coconut Oil + Methanol Bio-diesel + Glycerin

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.7 Process variables in transesterification:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.7.1 Oil Temperature:

3.7.3 Ratio of alcohol to oil:

3.7.4 Catalyst type and concentration:

3.7.5 Mixing intensity:

3.7.6 Purity of reactants:

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

3.8 Bottle Experiments:

Fig 3.2 composition Coconut oil=100m, Ethanol=12 ml NaOH=1 gm

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Fig 3.3 composition Coconut oil=100 ml Ethanol=16 ml NaOH=1gm

Fig 3.4 composition Coconut oil=100 ml Ethanol=20 ml NaOH=1 gm

Department of Mechanical Engg, S.I.T, TUMKUR.

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

Fig 3.5 composition Coconut oil=100 ml Ethanol=25 ml NaOH=1 gm

3.9 Bottle experimental results

Table 3.1 Bottle experimental results SI NO ETHANOL ml 1 2 3 4 12 16 20 25 GLYCERIN ml 21 26 33 31 BIO-DESEL ml 86 90 87 90

EXTRACTION AND PERFORMANCE EVALUATION OF BIO-DIESEL (Coconut oil) ON CI ENGINE

4.2 Principle of test setup: