AIM: - Production of Biodiesel from Jatropha Curcus Oil and determine its Specific gravity and Kinematic viscosity.

APPARATUS:- Measuring cylinder, Three necked round-bottomed flask, Electric mental, Separating funnel. CHEMICALS REQUIRED: - Jatropha oil, Methanol or Ethanol, Warm water, Phosphoric acid. THEORY:- THE depletion of world petroleum reserves and the increased environmental concerns have stimulated the search for alternative sources for petroleum-based fuel, including diesel fuels. Because of the closer properties, biodiesel fuel (fatty acid methyl ester) from vegetable oil is considered as the best candidate for diesel fuel substitute in diesel engines. The harmful exhaust emissions from the engines, rapid increase in the prices of petroleum products and uncertainties of their supply have jointly created renewed interest among the researchers to search for suitable alternative fuels. Compressed natural gas, propane, hydrogen, and alcohol-based substances (gasohol, ethanol, methanol, and other neat alcohol) all have their proponent. Biodiesel extracted from vegetable oil is one such renewable alternative under consideration. The production of biodiesel would be cheap as it could be extracted from nonedible oil sources. Jatropha curcas (Linaeus), a non-edible oilbearing and drought-hardy shrub with ecological advantages, belonging to the Euphorbiaceae family, was found to be the most appropriate renewable alternative source of biodiesel. The extracted oil could not be used directly in diesel engines because of its high viscosity. High viscosity of purevegetable oils would reduce the fuel atomization and increase fuel spray penetration, which would be responsible for high engine deposits and thickening of lubricating oil. Pure biodiesel (B100) can be used in any petroleum diesel engine, though it is more commonly used in lower concentrations. Fuel which meets the standards and engine parts that can withstand the greater solvent properties of biodiesel are expected to and in reported cases does run without any additional problems than the use of compared to petroleum diesel. Chemistry of biodiesel production Biodiesel is produced by transesterification of large, branched triglycerides in to smaller, straight chain molecules of methyl esters, using an alkali or acid or enzyme as catalyst. There are three stepwise reactions with intermediate formation of di glycerides and mono glycerides resulting in the production of three moles of methyl esters and one mole of glycerol from triglycerides. The overall reaction is: CH-OOC-R1 R-COO-R1 CH2-OH | Catalyst | | CH-OOC-R2 + 3ROH R2-COO-R2 + CH-OH | | | CH2-OOC-R3 R3-COO-R3 CH2-OH BAIPL (Glyceride) (Alcohol) (Ester) (Glycerol) Alcohols such as methanol, ethanol, propanol, butanol and amyl alcohol are used in the transesterification process. Methanol and ethanol are used most frequently, especially methanol because of its low cost, and physical and chemical advantages. They can quickly react with triglycerides and sodium hydroxide is easily dissolved in these alcohols. Stoichiometric molar ratio of alcohol to triglycerides required for transesterification reaction is 3:1. In practice, the ratio needs to be higher to drive the equilibrium to a maximum ester yield. SPECIFIC GRAVITY:- It is the ratio of the density (mass of a unit volume) of a substance to the density (mass of the same unit volume) of a reference substance.

KINEMATIC VISCOSTY:- It is the ratio of the inertial force to the viscous force (i.e. the Reynolds number, Re = VD / ), the former characterized by the fluid density .

PROCEDURE:- Preparation of Biodiesel from Jatropha Oil in Laboratory Scale Biodiesel was prepared with methanol and ethanol each with different reaction conditions. With methanol, the experiment was conducted with optimum molar ratio (6:1) keeping the catalyst concentration (1% NaOH), reaction temperature (65C) and reaction time (1 Hour). With ethanol, the experiment was conducted with optimum molar ratio (8:1) keeping the catalyst concentration (1% KOH), reaction temperature (70C) and reaction time (3

Hour). The required amount of jatropha oil was filtered, measured with measuring cylinder and then it was poured into the three necked round-bottomed flask. The jatropha oil was heated to the required temperature by using the electric mental. Alkoxide solution was prepared while the jatropha oil was Heated. The prepared alkoxide solution was introduced into the reaction vessel and it was mixed vigorously during the reaction. When the required reaction period reached, the reaction was stopped, and the mixture was settled in the separating funnel for 12 hours or overnight. After the mixture was settled for 12 hours, the mixture was separated into two layers. The bottom layer is crude glycerine and it can be drawn off simply from the bottom of the separating funnel. The biodiesel layer was purified by washing with warm water to remove methanol, residual catalyst and soaps. Before washing process, the pH of the biodiesel layer was measured and phosphoric acid was added to the biodiesel layer to neutralize the catalyst residue. After neutralization process, the washing process of biodiesel was started. During the Washing process, gentle agitation is required to avoid the emulsion. After separation of the layer for 30 minutes, the wash water layer was drained off from the bottom of the separating funnel. The washing process was repeated until the ester layer became clear. After the washing process, it was required to measure the pH of the biodiesel layer. When the pH of the biodiesel layer reached 7, the washing process was completed. After washing process, the biodiesel was introduced to the sand filter and salt filter. The end product, biodiesel was obtained as a clear amber-yellow liquid with a viscosity similar to that of petro diesel. ADVANTAGES:- 1. Produced from sustainable / renewable biological sources 2. Ecofriendly and oxygenated fuel. 3. Sulphur free, less CO, HC, particulate matter and aromatic compounds emissions. 4. Income to rural community. 5. Fuel properties similar to the conventional fuel. 6. Used in existing unmodified diesel engines. 7. Reduce expenditure on oil imports. 8. Non toxic, biodegradable and safety to handle. DISADVANTAGES:-1. High viscosity of raw oil, incomplete combustion of fuel. Poor combustion at part loads with raw oil. 2. Biodisel gels in cold weather. 3. Biodisel provides less horse power than normal diesel. 4. Biodiesel gives higher NOX emissions. RESULT:- (1)The Specific gravity of biodiesel obtained from Jatropha curcus is ........................... (2) The kinematic viscosity is.................... .

AIM: To study basic principles of CNG kit and CNG fuelled multi-cylinder engine. CNG KIT COMPRESSED NATURAL GAS (CNG) kit is installed at the conversion center or shop by skilled technicians (CNG components to your existing vehicle). These components make CNG the primary fuel for your vehicle with gasoline as the back-up fuel. A fuel selection switch is installed (usually on the dashboard) that allows the driver to manually select either CNG or gasoline. CNG storage cylinders are also installed underneath the vehicle for vans and pickup trucks, or in the trunk for cabs and other cars. Stainless steel tubes and lines transport the CNG to the regulator in the vehicles engine compartment to reduce the pressure. The CNG then pass through a fuel-air mixer on its way to the intake manifold to be introduced for combustion. Having a dual fuel system ensures adequate fuel reserves in between natural gas fills. Compared to having only a gasoline engine, this additional fuel reserve extends the vehicles driving range. Drivers can switch from CNG to gasoline even while driving, idling or parked. Some CNG systems automatically switch to gasoline when the natural gas level reaches a preset low pressure setting.

CNG FUELLED ENGINES Here are the step by step details on how a CNG/gasoline bi-fuel system works:

CNG is fed into the high pressure cylinders through the natural gas receptacle. When the engine needs natural gas, CNG leaves the storage cylinders and passes through the master manual shut-off valve. CNG enters the engine chamber via the stainless steel high pressure line. The regulator accepts the CNG and reduces its pressure from 3,000 psi to approximate atmospheric pressure. The natural gas solenoid valve lets the natural gas flow from the regulator into the gas mixer or fuel injectors. This same solenoid valve also shuts off the natural gas when the engine is stopped. CNG mixes with air and flows down through the carburettor or fuel injection system and enters the engines combustion chambers.

ADVANTAGES: 1. 2. 3. 4. 5. 6. 7. Due to the absence of any lead or benzene content in CNG, the lead fouling of spark plugs is eliminated. CNG-powered vehicles have lower maintenance costs when compared with other fuel-powered vehicles. CNG fuel systems are sealed, which prevents any spill or evaporation losses. Increased life of lubricating oils, as CNG does not contaminate and dilute the crankcase oil. CNG mixes easily and evenly in air being a gaseous fuel. CNG is less likely to auto-ignite on hot surfaces, since it has a high auto-ignition temperature (540 C) and a narrow range (5%-15%) of flammability. Less pollution and more efficiency: CNG emits significantly less pollutants such as carbon dioxide (CO2), unburned hydrocarbons (UHC), carbon monoxide (CO), nitrogen oxides (NOx),sulfur oxides (SOx) and particulate matter (PM), compared to petrol. For example, an engine running on petrol for 100 km emits 22,000 grams of CO2, while covering the same distance on CNG emits only 16,275 grams of CO2. CNG is essentially methane, i.e. CH4 with a calorific value of 900 kJ/mol. This burns with oxygen to produce 1 mol of CO2 and 2 mol of H2O. By comparison, petrol can be regarded as essentially benzene or similar, C6H6 with a calorific value of about 3,300 kJ/mol and this burns to produce 6 mol of CO2 and 3 mol of H2O. From this it can be seen that per mol of CO2 produced, CNG releases over 1.6 times as much energy as that released from petrol

(or for the same amount of energy, CNG produces nearly 40% less CO2).] The corresponding figures are 78 and 25.8 grams respectively, for nitrogen oxides. Carbon monoxide emissions are reduced even further. Due to lower carbon dioxide and nitrogen oxides emissions, switching to CNG can help mitigategreenhouse gas emissions. The ability of CNG to reduce greenhouse gas emissions over the entire fuel lifecycle will depend on the source of the natural gas and the fuel it is replacing. The lifecycle greenhouse gas emissions for CNG compressed from California's pipeline natural gas is given a value of 67.70 grams of CO2-equivalent per megajoule (gCO2e/MJ) by the California Air Resources Board (CARB), approximately 28% lower than the average gasoline fuel in that market (95.86 gCO2e/MJ). CNG produced from landfill biogas was found by CARB to have the lowest greenhouse gas emissions of any fuel analyzed, with a value of 11.26 gCO2e/MJ (over 88% lower than conventional gasoline) in the low-carbon fuel standard that went into effect on January 12, 2010.

DISADVANTAGES: 1. 2. Compressed natural gas vehicles require a greater amount of space for fuel storage than conventional gasoline powered vehicles. Since it is a compressed gas, rather than a liquid like gasoline, CNG takes up more space for each gasoline gallon equivalent (GGE). Therefore, the tanks used to store the CNG usually take up additional space in the trunk of a car or bed of a pickup truck which runs on CNG. This problem is solved in factory-built CNG vehicles that install the tanks under the body of the vehicle, leaving the trunk free (e.g. Fiat Multipla, New Fiat Panda,Volkswagen Touran Ecofuel, Volkswagen Caddy Ecofuel, Chevy Taxi - which sold in countries such as Peru). Another option is installation on roof (typical on buses), requiring, however, solution of structural strength issues. CNGpowered vehicles are considered to be safer than gasoline-powered vehicles.

Experiment No-5 AIM:Evaluation of performance characteristics of a diesel engine on biodiesel-blend and compare the results with baseline data of diesel APPARATUS:Diesel,ethanol,biodiesel,4 stroke 4cylinder diesel engine,RME,flue gas analyser THEORY: The biggest problem of the 21st century is linked with increasing prices of mineral fuels, eventual depletion of fossil reserves and growing society concern about global warming. In spite of high prices of the diesel fuel its demand for transportation and agricultural purposes increases year by year and overcomes production possibilities. Increased fuel consumption leads to climate changes because of air pollution by harmful NO, NOx, CO, CO2 and HC emissions that all together lead to frequent hurricanes, heavy rains and deadly floods. In order to reduce the demand of fossil fuels and alleviate emerging environmental problems.On aside lands grown bioethanol is indigenous and locally available, environment friendly and renewable, sustainable and reliable, safe to store and easy to handle, non-polluting and sulphur-free material, and is one of the cleaner-burning alternatives to mineral fuels. Several methods can be used to employ a certain amount of ethanol for diesel engine fuelling, which are known as alcohol fumigation , application of dual injection systems , using of the alcohol-diesel fuel micro-emulsions and preparation of the alcohol-diesel fuel blends. The addition of 15 vol % of ethanol and 5 vol % of RME (rapeseed methyl ester)into diesel fuel does not change greatlythe density of biofuel blend B5E15 and its kinematic viscosity relative to the corresponding values of a neat diesel fuel because the lower density(790.0kgm-3) and viscosity (1.40 mm2s-1) of ethanol is compensated by 1.12 times higher density(884.7kgm-3) at temperature of 20 C and by 3.42 times higher viscosity(4.79mm2s-1) at temperature of 40 C of RME portion premixed. BRAKE SPECIFIC FUEL CONSUMPTION The bigger biofuel mass content consumed for the same amount of energy produced by the engine can be attributed primarily to lower, on average by 6.18 %, net heating value (39.52MJkg-1) of blend B5E15 comparing with that of the diesel fuel (42.55 MJkg-1). However, the difference in the heating values of the tested fuels is probably not the main reason that leads to higher ethanol-diesel-biodiesel blend consumption in grams per unit energy developed. To compensate both lower net heating valueof ethanol-dieselbiodiesel blend and its a little bit worse energy conversion efficiency and restore the effective power of the engine bigger fuel delivery per plunger active stroke must be adjusted. In the case of substitution diesel fuel with blendB5E15 the brake thermal efficiency is lower by 5.56 %, 2.86 % and 2.86 % relative to its values given from the diesel fuel at respective speeds. The lower thermal efficiency can be attributed to the changes occurring in the combustion process . The extremely low cetane number of ethanol, its low calorific value (26.82 MJkg-1) and significant cooling effect of the fuel sprays caused by high latent heat for evaporation (910 kJkg-1) may lead to retarded start of combustion, relocate maximum cylinder gas pressure and temperature points towards the expansion stroke and increase incomplete diffusion burning of fuel reach portions . Twice as much higher autoignition temperature (420 C) of ethanol relative to that of diesel fuel (230 C) aggravates autoignition and provokes misfiring cycles at easy loads and sharp knocking under heavy loads for bigger than 15 vol % ethanol additions , the biodiesel operates on oxygenated (6.1 % oxygen) and less (by 6.18 %) calorific blend B5E15 under air-to-fuel equivalence ratios lower, on average, by 2.07 %, 3.52 % and 1.34 % at 1400, 1800 and 2200 min-1 speeds. This may be the main reason as to why the brake thermal efficiency is relatively lower for biodiesel than that of a normal diesel and the brake specific fuel consumption is considerably higher in the case of operating on blend B5E15. Worsening in the performance efficiency of biodiesel is evidently demonstrated by corresponding NOx, CO and HC emissions behaviour under the considered loading conditions. The amounts of NO and NOx emissions depend on the performance conditions of the engine, the feedstock oil used for engine fuelling and iodine number, the composition and chemical structure of the fatty acids as well as on variations in actual fuel injection timing advance and autoignition delay caused by changes in physical properties, such as the effect of bulk modulus, viscosity and density of the biofuel.

The experiments in a steel combustion chamber with 5 vol %, 10 vol % and 20 vol % ethanoldiesel blends showed that blending diesel fuel with additives having considerably higher H/C ratios improves the combustion process, reducing pollutants and soot mass concentration in the exhausts . In the case of running a fully loaded engine on ethanol-diesel-biodiesel blend B5E15 the smoke opacity of the exhausts is reduced by 13.2 %, 1.5 % and 2.7 % at speeds of 1400, 1800 and 2200 min-1comparing with its baseline 61.3 %, 66.0 % and 69.6 % values measured from neat diesel fuel . Having in mind that comparison of all emissions generated from blend B5E15 is performed under diminished air-to-fuel equivalence ratios , such result is acceptable and matches well with lower NOx amounts and bigger both HC and CO emissions at higherspeeds. PROCEDURE: 1. The fuel was delivered by an in line fuel injection pump thorough five holes injection nozzles with the initial fuel delivery starting at 25 before the top dead centre (TDC). 2. The load characteristics were taken at 1400, 1800 and 2200 min-1 speeds (arbitarary numbers are taken)when operating alternately on neat DF and ethanol-diesel-biodiesel blend B515E prepared by pouring anhydrous ethanol (15 vol %), diesel fuel (80 vol %) and RME (5 vol %) into the container and mixing them to keep the blend in homogeneous conditions. 3. Addition of a small (5 vol %) amount of RME into ethanol (15 vol %) and diesel (80 vol %) blend improves both the phase stability and lubricity of the biofuel that has sense at a higher blending ratios. Blend B5E15 distinguishes itself as having the fuel bond oxygen mass content 6.1 % 4. The torque of the diesel engine was measured with 110 kW electrical AC stand dynamometer and the revolution frequency of the crankshaft was determined by using the universal ferrite-dynamic stand tachometer TSFU-1 and its counter ITE-1 that guarantees the accuracy of 0.2 %. The fuel mass consumption was measured by weighting it on the electronic scale SK-1000 with a definition rate of 0.05 g and the volumetric air consumption was determined by means of the rotor type gas counter RG-400-1-1.5 installed at the air tank for reducing pressure pulsations. 5. The amounts of carbon monoxide CO (ppm), dioxide CO2 (vol %), nitric oxide NO (ppm) and nitrogen dioxide NO2 (ppm), unburned hydrocarbons HC (ppm vol %) and the residual oxygen O2(vol %) content in the exhaust manifold were measured with flue gas analyser. RESULT: 1. In the case of substitution diesel fuel by oxygenated blend B5E15 the brake thermal efficiency of a fully loaded engine is lower by 5.56 %, 2.86 % and 2.86 % comparing with its baseline parameters obtained from diesel fuel at respective 1400, 1800 and 2200 min-1speeds. 2. Carbon monoxide, CO, emissions are lower by 6.0 % at a low 1400 min-1 speed and by 20.1 % and 28.2 % bigger at a higher 1800 and 2200 min-1 speeds relative to that measured from diesel fuel. 3. The test results indicate that when operating of a fully loaded engine on blend B5E15 the brake specific fuel mass consumption is higher by 10.30 %, 10.71 % and 9.65 % comparing with that of neat diesel fuel at corresponding speeds of 1400, 1800 and 2200 min-1 PRECAUTION: 1.Fuel should not be wasted while doing experiment 2.Measurement should be taken carefully 3.Mix the additives cautiously