Certificate

A
PROJECT REPORT
ON
“PRODUCIOTN & PERFORMANCE ANALYSIS OF BIODIESEL

BLEND USING DIESEL ENGINE”
SUBMITTED TO THE SAVITRIBAI PHULE PUNE UNIVERSITY, PUNE IN THE
PARTIAL FULFILLMENT FOR THE AWARD OF THE DEGREE
OF
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING
BY
Landge Shrikant S. ROLL NO: B150680815

Alawane Shivani S. ROLL NO: B150680801
Sable Gitesh B. ROLL NO: B150680819
UNDER THE GUIDANCE OF

Prof. Jadhav S.Z.
Department of Mechanical Engineering

Sharadchandra Pawar College of Engineering At-Dumbarwadi Post-
Khamundi, Tal-Junnar, Dist-Pune (410504)
(2020-2021)
CERTIFICATE
This is to certify that the project report entitled
“PRODUCIOTN & PERFORMANCE ANALYSIS OF BIODIESEL BLEND USING
DIESEL ENGINE”
Submitted by
Landge Shrikant S. ROLL NO: B150680815
Alawane Shivani S. ROLL NO: B150680801
Sable Gitesh B. ROLL NO: B150680819
Is a bona de work carried out by them under the supervision of Prof. Jadhav S.Z. and
is approved for the partial fulfilment of the requirement of Savitribai Phule Pune
University for the award of Bachelor of Engineering (Mechanical Engg.). This project
report has not been earlier submitted to any other Institute or University for the award
of any degree or diploma.
Date:-
Place:-Dumbarwadi
Prof. S.Z. Jadhav Prof. S.R. Gaikwad

(Internal Guide) (Project Co-ordinator)
Prof. S.Z. Jadhav Dr. G.U. Kharat

(Head of Department) (Principal) External Examiner
ACKNOWLEDGEMENT
We have taken efforts in this project. However, it would not have been possible without the kind
support and help of many individuals and organizations. We are especially indebted to Prof.
Jadhav S.Z. Head of Mechanical Engineering department & Prof. Jadhav S.Z. project
coordinator for inspiring to take this project report. We also express our sincere to him for this
valuable guidance successful completion of this project report. He always helps us to solve the
queries and motivated us through the project work to do in the possible manner. We would like to
extend our sincere thanks to all of them. We are highly indebted to Prof. Jadhav S.Z. for their
guidance and constant supervision as well as for providing necessary information regarding the
project & also for their support in completing the project. We would like to express our gratitude
towards staff member of mechanical engineering department for their kind co-operation and
encouragement which help us in completion of this project. Our thanks and appreciations also go
to people who have willingly helped us out with their abilities.
Mr. Landge Shrikant S.

Miss. Alawane Shivani S.
Mr. Sable Gitesh L.
BE ( Mechanical Engg.)
I
Abstract
The Economy of our nation is mainly dependent on the fuel price. All the product prices add
the transportation cost and which is directly related to fuel price. The Fuel is limited on the
earth which restricts the use of the fuel. Combustion of fuel results in the emission of carbon
dioxide (CO) and other harmful pollutants. This results in increasing the global CO2 level and
global warming. This topic leads to the use of Argemone Mexicana oil blends with diesel, and
tested on single cylinder, 4 strokes, water cooled, direct injection diesel engine. Such that it is
reduces the use of the petroleum products that is going to be extinct in future. It includes about
the emissions of harmful gases that can be reduced by the use of Argemone Mexicana oil with
their different blend with diesel. In this topic an experimental investigation is done to examine
the performance and emission of Argemone Mexicana oil with their different blend (B6, B12,
B18 and B24) with diesel fuel and it is compared with diesel fuel. Different performance
parameter like break specific fuel consumption, break power, break thermal efficiency etc of
CI engine are observed and compared with diesel engine performance parameter with the
same.
II
INDEX
Sr. No. CONTENTS PAGE
No
Acknowledgement I
Abstract II
Index III
List Of Figures IV
List Of Table V
List Of Graph VI
1 Introduction 1
1.1 Problem Statement 10
1.2 Problem Objective 10
1.3 Scope 11
1.4 Methodology 13
1.5 Organization Of Dissertation 14
2 Literature Review 15
2.1 Study On Biodiesel And Its Blends 16
2.2 Closure 19
3 Production Of Biodiesel Fuel And Its Blends 21
3.1 Argemone Mexicana As A Feedstock 22
3.2 Materials And Methods 23
3.2.1 Extraction Of Seed Oil 24
3.2.2 Selection Of Catalyst 25
3.2.3 Esterification Process 26
3.2.4 Transesterification process 28
3.2.5 Cleaning And Demonstration 30
3.3 Production Of Blends Of Biodiesel 32
4 Experimental Methodology 34
4.1 Engine And Dynamometer 35
4.2 Precautions 36
4.3 Experimental Procedure 37
4.4 Measurement of Parameters regarding Engine Performance 38
4.5 Performance Evaluation Process 39
4.6 Emission Measurement 43
4.6.1 Procedure Testing 44
5 Result And Discussion 45
5.1 Analysis Of Engine Performance Characteristics 46
5.1.1 Effects On Mechanical Efficiency 47
5.1.2 Effects On Brake Thermal Efficiency 50
5.1.3 Effects On Specific Fuel Consumption 52
5.1.4 Effects On Volumetric Efficiency 54
5.2 Analysis Of Engine Emission Parameters 56
5.2.1 HC Emission 60
5.2.2 CO Emission 63
5.2.3 NOx Emission 66
6 Conclusions, Scope For Future Work 70
6.1 Scope For Future Work 71
References 72
6.2
III
LIST OF FIGURES
Figure Name of Figure Page No.

No.
1.1 Biofuels Life cycle 12
3.1 Argemone Mexicana 22
3.2 Seeds of Argemone Mexicana 24
3.3 Soxhlet Extraction Apparatus 25
3.4 Apparatus For Process 26
3.5 Arrangement Of The Process With Transesterification 27
Apparatus
3.6 Transesterification Of Oil With Methanol 28
3.7 Separation of Impure Biodiesel And Glycerol 29
3.8 Blends Of Biodiesel 33
4.1 Compression Ignition Engine Set Up Used For 35
Experimental Purpose
4.2 AVL DIGAS 444 Exhaust Analyser 44
IV
LIST OF TABLES
Table No. Name of Table Page No.

3.1 American society for testing and materials (ASTM) 30
standards of maximum allowed quantities in diesel
and biodiesel
3.2 Physiochemical properties of Argemone Mexicana 31
seed oil
3.3 Properties of blends of biodiesel 32
4.1 Engines and Dynamometer Specifications 35
4.2 Observation table for Am36 at CR 16 42
4.3 Observation table for Am36 at CR 18 43
5.1 Mechanical efficiency (%) for CR 16 47
5.2 Mechanical efficiency (%) for CR 18 48
5.3 Brake thermal efficiency (%) for CR 16 50
5.4 Brake thermal efficiency (%) for CR 18 51
5.5 Specific fuel consumption (kg/kWh) for CR 16 52
5.6 Specific fuel consumption (kg/kWh) for CR 18 53
5.7 Volumetric efficiency (%) for CR 16 55
5.8 Volumetric efficiency (%) for CR 18 56
5.9 Result table of Am12 for CR 16 58
5.13 HC emission (ppm) for CR 16 60
5.14 HC emission (ppm) for CR 18 61
5.15 CO emission (%) for CR 16 63
5.16 CO emission (%) for CR 18 64
5.17 NOx emission (ppm) for CR 16 66
5.18 NOx emission (ppm) for CR 18 68
5.19 Emission result table of Am12 for CR 16 69
5.20 Emission result table of Am36 for CR 18 70
V
LIST OF GRAPH
Graph No. Name of Graph Page No.

5.1 Load v/s Mechanical efficiency 47
5.2 Load v/s Mechanical efficiency 49
5.3 Load v/s Brake thermal efficiency 50
5.4 Load v/s Brake thermal efficiency 51
5.5 Load v/s SFC 53
5.6 Load v/s SFC 54
5.7 Load v/s Volumetric efficiency 55
5.8 Load v/s Volumetric efficiency 57
5.9 Load v/s HC emission 61
5.10 Load v/s HC emission 62
5.11 Load v/s CO emission 63
5.12 Load v/s CO emission 65
5.13 Load v/s Nox emission 66
5.14 Load v/s Nox emission 68
VI
1. INTRODUCTION
The growing demand for fuel and increasing concern for the environment due to
the use of fossil fuel have led to the increasing popularity of bio-fuel as a useful
alternative and environmentally friendly energy resource. The increasing
population of both the developing nations of the world, their steady increasing in
the diesel consumption, the non renewability of the fossil fuels as well as their
environmental effects are some of the reasons that has made the bio-fuels as
alternative and attractive. Diesel engines are the major source of power generation
and transportation hence diesel is being used extensively ,but due to the gradual
impact of environmental pollution there is an urgent need for suitable alternate fuels
for use in diesel engine without any modification. There are different kinds of
vegetable oils and biodiesel have been tested in diesel engines its reducing
characteristic for greenhouse gas emissions.
Biodiesel (a mixture of fatty acid methyl esters) has become very attractive as a
bio-fuel because of its environmental benefits as it has less air pollutants per net
energy than diesel and is nontoxic and biodegradables because it is produced from
renewable sources with high energetic efficiency, biodiesel yields from an
estimated 90% to 40% more energy than the energy invested in producing it.
Biodiesel derived from a wide variety of sources can be used as a direct substitute
for petro-diesel fuels. They are several nonedible oil seed such as Karanja
(Pongomia Pinnate), Jatropha (Jatrophacurca), Neem (AzadirachtaIndica),
Argemone Mexicana, etc.
Implementation of biodiesel in India will lead to many advantages like green cover
to wasteland, support to agriculture and rural economy and reduction independence
on imported crude oil and reduction in air pollution. The tremendous increases in
number of automobile in recent years have resulted in greater demand of petroleum
products. The depletion of crude oil reserves are estimated for few decades,
SPCOE (Dumbarwadi) BE Mechanical 2021-22
7
therefore, efforts are on way to research now alternatives to diesel. Due to
increasing price of petroleum product and environment concern about emission
from the car exhaust, the biodiesel has become an area of high concern. The
biodiesel is an alternative feedstock for depletion of fossil fuel.
It has drived from renewable resources such as vegetable oil, which could either be
fresh or waste vegetable oil are find useful in Europe, America and Asia as a
feedstock in production of biodiesel, as a consequently, biodiesel derived from a
wide variety of sources can be used as a direct substitute for petro-diesel fuels.
They are several nonedible oil seed such as thevetia (thevetia peruviana), karanja
(pongomia pinnate), jatropha (jatropha curca), neem (azadirachta India), Argemone
Mexicana etc.
Energy is the chief mover of economic growth, and plays a vital role in sustaining
the modern economy and society. Energy crisis and environmental air pollution are
of alarming concern worldwide. Hence energy security is an important global
policy issue for more than four decades. Global energy markets have relied heavily
on fossil fuels like coal, crude oils and natural gas which provides most of the
world’s supply of primary energy needs. Being non-renewable, they brought with
them global destabilizing price shocks. The extensive worldwide use of fossil fuels
not only threatened to energy security but also resulted in serious environmental
concerns – particularly climate change. One of the key challenges facing the world
is how to meet the growing energy needs and sustain economic growth without
contributing to climate change. Cleaner renewable sources of energy are the
ultimate solution to the global energy crisis.
In recent times, the world is confronted with the twin crisis of fossil fuel depletion
and environmental degradations. The situations have led to the search for an
alternative fuel which should be not only sustainable but also environment friendly
without sacrificing the performance. The different sources for alternative fuels are
edible- and non-edible vegetable oils, animal fats and waste oil
(triglycerides).Vegetable oils, being renewable, are widely available from variety of
8
sources have low sulphur contents close to zero and hence cause less environmental
damage (lower greenhouse effect) than diesel. In the context of India, nonedible
vegetable oil can be the most viable alternative for petroleum fuels since there is
shortage of edible oils to meet the domestic requirements. It has been found that
neat vegetable oil can be used as a fuel in conventional diesel engines. However,
unmodified vegetable oils are glycerol esters, and when used in diesel engines the
glycerol poses engine wear and performance problems due to higher viscosity and
lower volatility. To mitigate these problems, a variety of processes have been
demonstrated for conversion of oil glycerides to molecular forms similar to
petroleum based diesel fuels. Biodiesel is chemically defined as monoalkyl esters of
FAME (Fatty Acid Methyl Ester) type derived from renewable lipid sources
obtained from transesterification.
The limited availability and fast retreating resources of petroleum fuels, increasing
day by day prices of crude oil, and environmental aspects are the reasons for the use
of biodiesel obtained from vegetable oils as alternative to petro diesel. Methyl/Ethyl
Esters of Vegetable oils offer almost the same output with slightly lower thermal
efficiency when used in diesel engines. Reduction of tailpipe emissions plays a
major role in the field of biodiesel application and also research aspect in engine
development. Shows the environmental protection and pollution norms of the
application of biodiesel. The use of neat vegetable oils posses some problems when
operated along run of the engines due to high viscosity, low volatility and poly-
unsaturated character of vegetable oils. The main problems are trumpet formation
on the injectors, carbon deposits, oil ring sticking and thickening and gelling of
lubricating oil as a result of contamination by the vegetable oils. In the present
work, bio-diesel (Methyl Ester) is prepared from Argemone Mexicana oil. The fuel
properties of the test bio-diesel were determined and their performance and
emission were studied on a four-stroke, single cylinder, and variable compression
ratio direct injection diesel engine to evaluate suitability as alternative to Diesel.
9
The need of energy is increasing continuously due to rapid increase in the number
of industries and vehicles owing to population explosion. The sources of this
energy are petroleum, natural gas coal, hydrocarbon and nuclear. The major
disadvantages of using petroleum based fuels are atmospheric pollution created by
the use of petroleum diesel. The petroleum diesel combustion emits several
greenhouse gases. Apart from these emissions, petroleum diesel is also major
source of these air containments including NOx, SOx, CO, particulate matter and
volatile organic compounds. Recently, there are several concerns about the
dependence on foreign controlled fuel sources to finite supply, reserves of
petroleum shortage and rinsing price of petroleum based fuels. These problems
have encouraged the development of alternative fuels obtained especially from
renewable sources. Biodiesel refers to a vegetable oil or animal fat based diesel fuel
consisting of long chain alkyl (methyl, propyl and ethyl) esters. Biodiesel is
typically made by chemically reacting lipids (e.g., vegetable oil, animal fat with an
alcohol producing fatty acid esters. Biodiesel is meant to be used in standard diesel
engines and is this distinct from the vegetable and waste oils used to fuel converted
diesel engines. Biodiesel can be used alone or blended with petro diesel. Biodiesel
can also be used as a carbon alternative to heating oil. The National Biodiesel
Board (USA) also has a technical definition of “biodiesel” as a mono-alkyl ester.
Research has been made to produce biodiesel by using alternative or greener oil
resources like edible oils and nonedible oils. The edible oils such as, Theobroma
cacao (palm oil), Cocos nucifera (coconut oil), Helianthus annusL. (Sunflower oil)
and Sesamum indicum (gingelly oil) and the non-edible oils includes Ricinus
communis (caster oil), Azadiracta indica (neem oil), Jatropha curcas (jatropha oil)
and Prunus dulcis (almond oil) were found to be suitable for biodiesel production
under the experimental conditions. Found that the yield of methyl ester from
karanja oil under the optimal condition was 97-
10
98%. Oil content in the Caster bean, Hemp and Pongame seed was around 50, 35
and 3040% respectively. Neem seed contains 30% oil content while Argemone
Mexicana contains 14% oil content. Biodiesel was the pure or 100%, biodiesel fuel.
The recent discovery of a variant of the fungus Rhizopus oryzae and Aspergillus
niger points toward the production of so called mica-biodiesel or fungal biodiesel
from cellulose. This organism was recently discovered in there is forests of
northern Patagonia and has the unique capability of converting cellulose into
medium length hydrocarbons typically found in diesel. The some work was
undertaken to collect and analyze the physicochemical characteristic of soil, isolate
and identify the test organisms, study the transesterification reaction of vegetable
oils, production and analysis of biodiesel characteristics.
India faces a dreadful challenge in meeting its energy needs and in providing
sufficient energy of preferred quality in various forms in a sustainable manner and
at competitive prices. Renewable energy sources in general and bio-fuel energy in
particular is capable of reducing our dependency on foreign import there by
increasing the security of energy supply. The ethanol and biodiesel are the two
liquid bio fuels that can replace/substitute gasoline /diesel respectively. The first
use of vegetable oil in a compression ignition engine was first demonstrated
through Rudolph Diesel who used peanut oil in his diesel engine. The long term use
of vegetable oils led to injector coking and the thickening of crankcase oil which
resulted in piston ring sticking. Therefore, vegetable oils are not used in SI engines
because of endurance issues. Production and utilization of the bio fuel would
generate the new economic opportunities in term of creation of job opportunities in
rural areas in addition to the protection of the environment. Different alternative
sources for oil-
Vegetable oil:
The use of vegetable oils and their derivatives was found to be one of the
reasonable solutions. However, the direct use of vegetable oils in diesel engines
11
was found impractical due to several factors, such as the high viscosity, acid
composition, and free fatty acid content. Accordingly, they require further
modifications for effective use.
Undergoing transesterification reaction is the most favourable for decreasing oil’s
viscosity and producing so-called “biodiesel fuel”. Biodiesels are monoalkyl esters
of long chain fatty acid derived from renewable lipid feedstock. The interest of this
alternative energy resource is that the fatty acid methyl esters, known as biodiesel,
have similar characteristics of petro diesel oil which allows its use in compression
motors without any engine modification. However, using vegetable oil to replace
fuel caused the food versus fuel issue all over the world. So the idea of using waste
vegetable oil (WVO) has been introduced as an economical solution which also
gives a waste management solution Coconut oil
Coconut oil is a widely used liquid biofuel that is clean, relatively cheap, easy to
extract, non-toxic and aromatic.
As engine fuel, coconut oil can be used in three ways.
• As a direct substitute for petroleum diesel.
• As an additive to petroleum diesel or bio-diesel.
• As the base ingredient of bio-diesel.
ii. Sunflower oil
Sunflower is a high oil content seed and average yields can produce 600 pounds of
oil per acre, considerably more than soybeans. There is a great deal of interest from
local areas for construction of small processing facilities for sunflower biodiesel
production. It is most important that processing equipment be analysed very
carefully for small 'press' only facilities. In most cases a portion of the oil is left in
the by-product meal thereby reducing economic-efficiency.
iii. Jatropha
Bio-fuel development in India centres mainly around cultivation and processing of
Jatropha plant seeds which are very rich in oil (40%). The drivers for this are
12
historic, functional, economic, environmental, moral and political. Jatropha oil has
been used in India for several decades as biodiesel for the diesel fuel requirements
of remote rural and forest communities; jatropha oil can be used directly after
extraction (i.e. without refining) in diesel generators and engines. Jatropha has the
potential to provide economic benefits at the local level since under suitable
management it has the potential to grow in dry marginal non-agricultural lands,
thereby allowing villagers and farmers to leverage nonfarm land for income
generation. As well, increased Jatropha oil production delivers economic benefits to
India on the macroeconomic or national level as it reduces the nation's fossil fuel
import bill for diesel production (the main transportation fuel used in the country);
minimising the expenditure of India's foreign-currency reserves for fuel allowing
India to increase its growing foreign currency reserves (which can be better spent
on capital expenditures for industrial inputs and production). And since Jatropha oil
is carbon-neutral, large-scale production will improve the country's carbon
emissions profile. Finally, since no food producing farmland is required for
producing this biofuel (unlike corn or sugar cane ethanol, or palm oil diesel), it is
considered the most politically and morally acceptable choice among India's current
biofuel options.
iv. Palm oil
Palm oil is naturally reddish in colour because of a high beta-carotene content. It is
not to be confused with palm kernel oil derived from the kernel of the same fruit, or
coconut oil derived from the kernel of the coconut palm (Cocosnucifera). The
differences are in colour (raw palm kernel oil lacks carotenoids and is not red), and
in saturated fat content: palm mesocarp oil is 41% saturated, while palm kernel oil
and coconut oil are 81% and 86% saturated fats, respectively.
v. Soybean oil
Soy biodiesel is better for the environment because it is made from renewable
resources and has lower emissions compared to petroleum diesel. The use of
13
biodiesel in a conventional diesel engine results in substantial reduction of
unburned hydrocarbons, carbon monoxide, and soot. The use of biodiesel does not
increase the CO2 level in the atmosphere, since growing soybeans consumes also
CO2. Biodiesel is also more biodegradable than conventional diesel. Studies at the
University of Idaho have illustrated biodiesel degraded for 95 percent after 28 days
compared to 40 percent for diesel fuel.
Animal oil/fats:
Animal fats and oils are lipid materials derived from animals. Physically, oils are
liquid at room temperature, and fats are solid. Chemically, both fats and oils are
composed of triglycerides. Although many animal parts and secretions may yield
oil, in commercial practice, oil is extracted primarily from rendered tissue fats
obtained from livestock animals like pigs, chickens and cows. Dairy products also
yield popular animal fat and oil products such as cheese, butter, and milk. Certain
substances such as goose fat produce a higher smoke point than other animal fats,
but are still lower than many vegetable oils such as olive or avocado. In consumer
meat products in the U.S., animal remains are found to be classified as Animal fats
when the particle size of bone solids is more than 3 percent, protein content is less
than 14 percent and or the product contains over 30 percent pure fat content.
Animal fats are commonly consumed as part of a western diet in their semi-solid
form as either milk, butter, lard, schmaltz, and dripping or more commonly as filler
in factory produced meat, pet food and fast food products. Dairy products are
animal secretions which contain varying levels of water, oils, fats and animal cells
from circulatory and lymphatic systems such as blood and mammary glands. Waste
fat from animal carcasses are removed and then made into oil using a rendering
process. Rendering consists of grinding the animal by products to a fine consistency
and cooking them until the liquid fat separates and pathogens are destroyed. The
solids are usually passed through a screw press to complete the removal of the fat
from the solid residue. The cooking process also removes water, which makes the
14
fat and solid material stable against rancidity. The end products are fat, and a high-
protein feed additive known as “meat and bone meal.”
Animal fats are highly saturated, which means that the fat solidifies at a relatively
high temperature. Therefore, biodiesel made from animal fat has a high cloud point.
For example, biodiesel made from beef tallow and pork lard has a cloud point in the
range of 55°F to 60°F. B100 (pure biodiesel) made from animal fat should only be
used in a very warm climate. However, animal fat biodiesel can be blended with
petro-diesel. At lower blends such as B5 (a blend of 5% biodiesel with 95% petro-
diesel), the high cloud point of the animal fat biodiesel does not have much effect
on the cloud point of the blend. The composition, or fatty acid profile, of various
animal fats. These data show how saturated the fat will be, which in turn determines
how readily it will solidify as the temperature decreases.
Beef tallow and pork lard are typically about 40% saturated (sum of meristic,
palmitic and stearic acids). Chicken fat is lower at about 30-33%. For comparison,
soybean oil is about 14% saturated and canola oil is only 6%. Thus, tallow and lard
are usually solid at room temperature and chicken fat, while usually still liquid, is
very viscous and nearly solid. When the animal fat is made into biodiesel, the
concern about solidification at lower temperatures continues.
15
1.1 Problem Statement
Continuously growing industrialization, motorization and civilization of the world

has led to a sudden increase in the demand of fossil fuels. Fossil fuels resources are
continuously depleting and these fixed reserves are very much concentrated in
definite regions of the world. Countries like India having limited resources of fossil
fuel are in front of energy crisis, because 70% the crude petroleum is improved
here. The rapid depletion of petroleum on the earth is resulting in the increasing
fuel prices, other effect as global warming which is indirectly impacting on human
health. So considering all this factors there is need of alternative factors.
1.2 Objective
Conventional energy sources such as oil, coal, natural gas have limited reserves that
are expected not to last for an extended period. World primary demand is projected
to increase by 1.7% per year from 2007 to 2030, from just over 12000 million tons
of oil equivalent to 16800 million tones overall increase of 40%. As world reserves
of fossil fuels and raw material are limited. It has stimulated active research interest
in nonpetroleum and non polluting fuels. Diesel engines are the major source of
power generation and transportation hence diesel is being used extensively but due
to gradual impact of environmental pollution there is urgent need for suitable
alternative fuels for use in diesel engine without any modification. So aim of this
project is to reduce dependency on conventional fuel by introducing biodiesel
derived from Argemone maxicana as alternative fuel and also check its
performance on any available IC engine with emission analysis. So objective
includes:
Extract oil from Argomone maxicana.

• Check standard characteristic of oil.
• Produce biodiesel from the oil by Transesterification process and its blends.
16
• Check properties of blends of biodiesel.
• Test different biodiesel blends on VCR engine.
Check emission norms and characteristics of engine efficiency.
1.3 Scope
The large increase in number of automobiles in recent years has resulted in great
demand for petroleum products. With crude oil reserves estimated for last for few
decades, there has been an active search for alternative fuels. The depletion of
crude oil would cause a major impact on the transportation sector. Of the various
alternative fuels under consideration, biodiesel, derived from vegetable oil, cooking
oil, is the most promising alternative fuel to diesel due to following reasons:
• Biodiesel can be used in the existing engine without any modifications.

• The energy content of biodiesel is about 90% that of petroleum diesel.
• The energy content of ethanol is about 50% that of gasoline.
• The energy content of butanol is about 80% that of gasoline.
• Bio-fuels burn cleaner than fossil fuels, resulting in fewer emissions of
greenhouse gases, particulate emissions and substances that causes acid
rain such as sulphur.
• Biodiesel is sulphur free.
• Biodiesel has fewer polycyclic aromatic hydrocarbons, which have been
linked to cancer.
• Additionally, bio-fuels are biodegradable, so if they do spill, less harm is
done compared to when fossil fuels spill.
17
Figure 1.1: Biofuels Life cycle
Why Argemone maxicana selected as feedstock for biodiesel?
Argemone maxicana is a widespread annual weed primarily associated with

agriculture crops and wastelands. It is a major weed of a number of crops in the
tropics and warm temperature regions and is persistent as it produces a seed bank.
In India in particular, the species is a health hazard and because of its prickliness, is
a nuisance to subsistence farmers. It is originally from Mexico but nowadays it is
found in Andhra Pradesh, Bihar, Maharashtra, MP, Karnataka, etc. in wide range.
In short it is found in all over India. So following factors are considered while
selecting it-
• It is Waste.
18
• It is Non-edible.
• It found in everywhere. So it can easily available.
• We just utilize the waste material. So overall efforts and cost is
moderately low.
1.4 Methodology
Selection of feedstock.
Preparation of biodiesel using selected

Feedstock.
Formation of various blends of biodiesel.
Checking of properties of blends of

Bio diesel.
Performance and emissions analysis using

Blends on VCR engine
19
20
2. LITERATURE REVIEW
In this chapter, literature survey on the topic of biodiesel is presented. A variety of
experiments, performances, analysis research work has been carried out on
Argemone Mexicana seeds. Relevant literature pertaining to study biodiesel blends
by introducing Argemone Mexicana as feedstock, reviewed from different points is
presented in this chapter.
2.1 Study on biodiesel and its blends.
Mrunay Jadhav et.al(4 April 2017), “In this paper, their aim was to investigate
new nonedible oil except Karanja, Jatropha, and Neem. Argemone Mexicana is a
weed crop and its seeds oil biodiesel is extracted by Transesterification process
with methanol. And tested on a single cylinder, four strokediesel engines connected
to eddy current dynamometer fuelled with Argemone biodiesel and blend with
diesel fuel under different load condition. The performance parameters like brake
power (BP), brake specific fuel consumption (BSFC), brake thermal efficiency
(BTHE), and emissions of CO and HC are compared and with diesel fuel. In this
work 5%, 10%, 15%, 20%, 25%, 30% and 50% Argemone
Mexicana blends are used”[1]
Rahul Krishnaji Bawane et.al (2016), “They have stated that the world is
confronted with serious problems like the fossil fuel depletion and environmental
degradation. Fossil fuels in near future will become rare due to its indiscriminate
extraction and consumption. Therefore, biodiesel is considered as a promising
option as they are clean renewable fuels and best substitute for diesel fuel in any
compression ignition engine. There is a best source as a raw material that is
calophyllum inophyllum (hone) oil for biodiesel production. As the oil yield of
various oil sources for biodiesel feedstock Palm oil has potential of high
productivity about 5950 liters per hectare, and followed by honne oil which have
21
productivity of about 4500 liters per hectare. Our study is focused on the production
of biodiesel by transesterification and by thermal cracking and comparing the
properties of these”[2]
Jo-Han Ng et.al(2015),“In this study, a 0D/1D gas dynamics numerical model of a

singlecylinder, 4-stroke diesel engine is used to simulate entire engine cycle from
air intake to exhaust product. The engine model is successfully validated against
experimental data of both palm biodiesel and fossil diesel for pertinent combustion
parameters such as pressure trace, rate of heat release and ignition delay period.
This allows rapid system-level thermodynamics simulation of the entire engine.
From it, 2000 cases generated from a combination of 13 engine parameters from
within the combustion chamber, fuel injector and engine gas flow path, each with
four levels were simulated and statistically analysed. Statistically significant
independent main effects for outputs such as NOx, soot, brake specific fuel
consumption and indicated power were identified using analysis of variance. Eight
predictor equations to correlate the engine parameters to the outputs for both palm
biodiesel and diesel were also formulated. In all, this study demonstrated the use of
a validated simulation model for large parametric studies of engine parameters
through the use of statistical analysis. The outcomes of this study can help in the
design and optimisation of biodiesel fuelled diesel engines.” [3]
Supriya B. Chavanet et.al (2015), “This study explores the emission of different
pollutants using different blends in a variable compression ratio (VCR) engine.
Biodiesel synthesized from Jatropha oil using a heterogeneous catalyst was
investigated for emission analysis on a single-cylinder VCR engine with various
blending ratios as well as load. Blends (biodiesel + diesel) of JB00, JB10, JB20,
JB30, andJB100 were prepared at 40 °C. The emission parameters, such as nitrogen
oxides (NOx), carbon monoxide (CO), and hydrocarbon (HC), were studied and
compared to diesel fuel. Results showed that, among the blends prepared from
22
methyl ester of Jatropha, JB30 shows reduction in emissions of CO and HC up to
43 and 50%, respectively, with an increment of NOx emission up to 20% at the
lowest load and compression ratio (CR) of 15. The optimum parameter for the
lowest pollutant emission for JB30 was found with a load of 6 kg at CR of 15.”[4]
Santosh Ranjan Paul et.al (2015), “Biofuels are liquid fuels produced from
biomass such as sugar cane, grains, agricultural residues, algae and household
waste. They are typically used to replace gasoline and diesel in transportation”. It is
an important source of alternative energy in these days. Biofuel is the fact that
multiple interests are at play for all the stake-holders and manufacturer present in
the development. The farmers who are interested in an increased market for their
products and increased prices, the ethanol industry in an increased ethanol demand,
the food industry in low commodity prices, the oil industry interested in protecting
their dominance on the energy market, the politicians interested in the next election,
and so forth. This paper provides insights into the complexity of biofuels based on
the best available scientific literature. We also hope it can contribute to an informed
discussion on present scenario.’’ [5]
C. Syed et.al (2015), “Experiments were conducted to determine engine

performance, exhaust emissions and combustion characteristics of a single cylinder,
common rail direct injection (CRDI) system assisted diesel engine using diesel with
25 percentage of zizipus jujube methyl ester blended fuel (ZJME25). Along with
this ZJME25 aluminium oxide nanoparticles were added as additive in mass
fractions of 25 ppm (AONP 25) and 50 ppm (AONP 50) with the help of a
mechanical Homogenizer and an ultrasonicator. It was observed that aluminium
oxide nanoparticles blended fuel exhibits a significant reduction in specific fuel
consumption and exhaust emissions at all operating loads. At the full load, the
magnitude of HC and smoke emission for the ZJME25 before the addition of
aluminium oxide nanoparticles was 13.459 g/kW h and 79 HSU, whereas it was
23
8.599 g/kW h and 49 HSU for the AONP 50 blended ZJME25 fuel respectively.
The results also showed a considerable enhancement in brake thermal efficiency
and heat release rate due to the influence of aluminium oxide nanoparticles addition
in biodiesel–diesel blend”[6]
Supriya B. Chavan et al (2015), “in this study of high purity calcium oxide (CaO)
was prepared from eggshell and used as a catalyst for the production of biodiesel.
Non-edible oil, Jatropha curcas was used as a feedstock for the synthesis of
biodiesel. High purity calcium oxide (CaO) was obtained when the eggshell was
subjected to calcination at 900 _C for _2.5 h. Confirmation of the catalyst was
carried out by X-ray diffraction, Fourier transform infrared spectrometry (FT-IR),
and differential thermal and thermogravimetric analysis (DTA-TGA). The
synthesized biodiesel was characterized using 1H NMR. Pure biodiesel was
obtained in high yield by taking into account various parameters such as a proper
methanol to oil molar ratio, reaction temperature and reaction time. Reusability of
the catalyst was observed and the catalyst worked efficiently up to six times
without significant loss of activity. Physical and chemical properties of biodiesel
such as density, kinematic viscosity, cloud point, etc. were studied.”[7]
S. Nagaraja et.al (2015), “The performance and emission characteristics of a direct

injection variable compression ratio engine when fuelled with preheated palm oil
and its 5%, 10%, 15%, 20% blends with diesel (on a volume basis) are investigated
and compared with standard diesel. The suitability of raw palm oil using pre-heated
in the temperature range of 90º C as a fuel has been presented in this study.
Experiments were conducted at constant speed of 1500 rpm, full load and at
compression ratios of 16:1, 17:1, 18:1, 19:1 and 20:1. The effects of compression
ratio on brake power, mechanical efficiency, indicated mean effective pressure and
24
emission characteristics has been investigated and presented. The blend O20 is
found to give maximum mechanical efficiency at higher compression ratio and it is
14.6% higher than diesel. Also the brake power of blend O20 is found to be 6%
higher than standard diesel at higher compression ratio and indicated mean
effective pressure of blend O20 is found to be lower than diesel at higher
compression ratio. Exhaust gas temperature is low for all the blends compared to
diesel. The emission of CO, HC dropped with an increase in blending ratio and
compression ratio of maximum load. Also CO2 emission found to be higher than
diesel. The engine performance was found to be optimum when using O20 as fuel
at
Compression ratio 20:1 during full load condition”[8]
V. N. Ariharan et.al (July 2014), “In this study of Argemone Mexicana is a

herbaceous medicinal plant belonging to the family Papaveraceae. It is indigenous
to Mexico. Nowadays it is distributed throughout the hotter parts of India, up to
1500 meters elevation as a weed. A. Mexicana seeds were collected from the
Agasthiyamalai Biosphere Reserve Forest of South Western Ghats regions. The
seeds were crushed by using a Mortar and Pestle. The oil was extracted with hexane
by using a Soxhlet apparatus. The oil was blended with the conventional diesel at
10% (B10) & 20% (B20) proportions for the physico chemical analysis. The
physical properties assessed includes, pH, viscosity, density, specific gravity, flash
point, fire point, cloud point, pour point, smoke point, carbon residue. The chemical
properties analysed were acid value, iodine value and saponification value. The
evaluation was carried out for its potential use as a biodiesel and the results were
discussed in the present communication.”[9]
Ashish Sithta et.al (2012), “In this research paper, our aim was to investigate some
new non edible oil except Jatropha, Karanja, and Neem etc. Argemone Mexicana, a
weed crop and its seed oil methyl ester have not been tested for performance
25
potential for diesel engine. An experimental study was conducted to determine the
performance and exhaust emissions characteristics of a single cylinder direct-
injection diesel engine operated on diesel biodiesel blends. The maximum brake
thermal efficiency was obtained to be 28.56% for B20, which was slightly higher
than that of diesel. The specific energy consumption for B20 was also observed
closer to the diesel. There is a significant decrease in the emission level with blends
of Argemone oil biodiesel as compared to diesel operation. It was observed that
biodiesel obtained is of good quality and is suitable for using in diesel engine.”[10]
2.2 Closure
As discussed above many investigations have worked on non edible oil. Argemone
Mexicana is weed crop and using its seeds, biodiesel is extracted with
transesterification process with alcohol. The present work concerned with biodiesel,
promising option as they are clean renewable fuels and best suitable for diesel fuels
in any compression ignition engine. Statistically significant, independent main
effect for output such as NOx, soot, BSFC, BTh efficiency and indicated power
were studied.
26
3. PRODUCTION OF BIODIESEL FUEL AND ITS BLENDS
27
28
3.1 Argemone Mexicana as a feedstock
Figure3.1:Argemone Mexicana
Argemone Mexicana (also called Mexican poppy) is a species of poppy originally

found in Mexico and at present widely distributed in many parts of the world. It is
an herb with pale yellow flower and a height of 0.3 to 0.6 meter. It grows
abundantly on dry soil and can tolerate drought. The seeds of this plant are blackish
brown, round and apparently have close resemblance with mustard (Brassica nigra)
seeds. As a result, mustard is often adulterated by Argemone seeds. However, there
are two major toxic alkaloids in Argemone oil, named Sanguinary and
dihydrosanguinarine rendering it poisonous. Several significant instances of
Argemone oil poisoning have been reported in India and some other countries such
as Fiji and South Africa. Even little (1%) adulteration of mustard oil with
Argemone oil has been shown to cause clinical disease. When mixed with mustard
oil, it causes the disease ‘dropsy’ with symptoms of swelling of the legs. As the
29
Argemone seeds are rich in oil (14% oil content) and its extraction from the seed is
easy and economical. An attempt has made in the present study to convert the oil to
Fatty Acid Methyl Ester (FAME) through transesterification and to explore the
potential for its use as a biodiesel.
3.2 Materials and Methods
3.2.1 Extraction of the seed oil
As the seeds often possess a hard outermost shell which bears no oil, it was
essential to dehusk the hard and woody part of the seeds before carrying out the
estimation of oil content. Then the seeds were dried at 105 0 C for 30 min in an
oven. The dried seeds were taken for further oil extraction by solvent extraction.
The extractability of oil was examined with three different solvents viz., petroleum
ether (40-600c), n-hexane and diethyl ether. The optimum time required for
maximum extractability was also examined. The optimum time required for
maximum extractability of oil was 3 hours. The extracted Mexicana oil was filtered
and used to investigate its physio-chemical properties as well as its fatty acids
content using gas chromatography mass spectrometry. The peaks were identified
using fatty acid standards.
30
Figure 3.2: Seeds of Argemone Mexicana
31
Figure 3.3: Soxhlet extraction apparatus
3.2.2 Selection of Catalyst
Sodium hydroxide (NaOH also called Caustic soda) and Potassium hydroxide
(KOH also called Caustic potash), both are commonly used to make biodiesel. We
selected KOH as catalyst for this project as it dissolves faster in methanol than
NaOH and it also easy to handle than NaOH
32
Figure 3.4: Apparatus for process
3.2.3 Esterification process

After extraction of seed oil, filtration and demoisturisation is carried out to remove
impurities and water particles. As Argemone Mexicana is Non edible, it contains
large amount of free fatty acid. So to reduce this large amount of free fatty acid and
obtain ASTM biodiesel condition, Esterification process carried out.
In Esterification process, we added 0.7% of sulphuric acid (H 2SO4) as Acid catalyst
and 10% methanol in extracted oil at 60-65 0c. Then this solution stirred at 600 rpm
in esterification apparatus for proper homogenization for 50 minutes. After
esterification process, we obtained the oil with somewhat low amount of free fatty
acid which results in low viscosity and density of oil.
33
Figure 3.5: Arrangement of the process with transesterification apparatus
34
3.2.4 Transesterification process
After esterification process, we obtained the oil with somewhat low amount of free
fatty acid which results in low viscosity and density of oil.
Fig 3.6: Transesterification of oil with methanol
In this process, we prepared the potassium methoxide solution as active reactant by

mixing 0.7% potassium hydroxide (KOH) i.e. our selected catalyst and 100ml
methanol.
KOH + CH3OH KOCH3 +H2O

Catalyst reaction
Then we added this active reactant in obtained oil at 60-65 0c and 600rpm in
apparatus for 50 minutes as like esterification for proper homogenization.
35
We allowed this solution for settling as we obtained glycerol with our biodiesel for
8-10 hours. In this period, glycerol settled down at the bottom because of its higher
density than that of biodiesel. So we separated glycerol from biodiesel easily
because of density difference.
Figure 3.7: Separation of impure biodiesel and glycerol
36
3.2.5 Cleaning and Demoisturisation
The oil obtained from transesterification process found in impure form

because of presence of catalyst which we are used. As H 2SO4 and KOH are soluble
in water, we cleaned this solution with water. Some water particles are present in
this solution so then we carried out demoisturisation. Thus we obtained pure
biodiesel of Argemone Mexicana. After this we checked out the characteristics of
obtained biodiesel and compared with to standard biodiesel such as Flash point,
Viscosity, Density, etc.
Table 3.1: American society for testing and materials (ASTM) standards of
maximum allowed quantities in diesel and biodiesel
Property Diesel Biodiesel

Standard ASTM D975 ASTM D6751
Composition HCa(c10-c21) FAMEb (c12-c22)
Kin. viscosity(mm2/s)at 40°c 1.9-1.4 1.9-6.0
Boiling point(°c) 188-343 182-338
Flash point (°c) 60-80 100-170
Cloud point(°c) -15 to 5 -3 to 12
Pour point(°c) -35 to -15 -15 to 16
Water (vol %) 0.05 0.05
Carbon (wt %) 87 77
Hydrogen (wt %) 13 12
Oxygen (wt %) 0 11
Sulphur (wt %) 0.05 0.05
Cetane number 40-55 48-60
Stoichiometric air/fuel ratio 15 13.8
37
HFRRc (Dm) 685 314
BOCLEd scuff (g) 3600 >7000
Life cycle energy balance 0.83/1 3.2/1
(energy units produced per
unit energy consumed)
The average oil content of the collected seeds will found to be 14% approx. The
physiochemical properties of the oil will study to determine its potential for use as a
biodiesel feedstock. The physiochemical parameters suggest the suitability of the
oil for conversion into biodiesel. However, the Free Fatty Acid (FEA) of the oil will
slightly high. It has been reported earlier that highly FEA content lowers the
biodiesel yield which may be due to formation of soap which makes the separation
of biodiesel difficult.
However, the yield will reportedly increase using homogeneous catalytic method.
The physiochemical parameters of FAME such as flash point, cetane number, etc.
are listed below.
Table 3.2: Physiochemical properties of Argemone Mexicana seed oil
Property Mexican poppy seed oil

Avg. oil content 14%
Specific gravity g/cc(35° c) 0.914
Kinematic viscosity mm²s-1 or cSt 28.2
Water content mg/g 0.45
Saponication number 202
Iodine value 127
pH 6.2
FFA,KOH mg/g 2.19
38
3.3 Production of blends of Biodiesel
The non-edible vegetable oils are preferred as potential low priced biodiesel
sources. Contribution of non-edible plant oil as a new source of biodiesel
production has the advantage of not comparing with edible oils produced from crop
plants. A lot of research work has already been carried out to use vegetable oil both
in a pure form and also in blended form. Studies have shown that the usage of
vegetable oils in its pure form is possible but not preferable.
The Argemone Mexicana oil mixed with conventional diesel in different

proportions namely at B6 (94% diesel and 6% A. Mexicana oil), B12 (88% diesel
and 12% A. Mexicana oil), B18 (82% diesel and 18% A. Mexicana oil), B24 (76%
diesel and 24% A. Mexicana oil), B30 (70% diesel and30% A. Mexicana oil), B36
(64% diesel and 36% A. Mexicana oil). This process is carried at 40 0c at 300 rpm
for 20 minutes for proper homogenization.
Table 3.3: properties of blends of biodiesel
Parameters Ref. Limit B00 B6% B12% B18% B24% B30% B36%
std. %
ASTM
6751
Density (gm/cc) D1448 0.800- 0.832 0.833 0.834 0.836 0.837 0.838 0.840
0.900
39
Calorific value D6751 34-45 42.50 42.40 42.22 42.09 41.90 41.77 41.55
(MJ/kg)
Cetane no. D613 41-55 49 49.45 49.73 49.90 50.13 50.29 50.51
Viscosity(mm2/s) D445 3-6 2.700 - - - 2.96 - -
Moisture (%) D2709 0.05% NA NA NA NA NA NA NA
Flash point (oc) D93 - 64 67 76 86 95 102 107
Fire point (oc) D93 - 71 - - - 102 - -
Cloud point (oc) D2500 - -4 - - - 2 - -
Pour point (oc) D2500 - -9 - - - -1 - -
Ash (%) D - 0.05 - - - 0.1 - -
Figure 3.7: Blends of biodiesel
4. EXPERIMENTAL METHODOLOGY
4.1 Engine and Dynamometer
40
The photographs of diesel engine with pressure thermocouple for sensing exhaust
gas temperature as shown in fig given below. It is of single cylinder, four stroke,
water cooled, and compression ignition engine with a bore of 87.5mm and stroke
110mm. Fuel is supplied to the fuel pump by gravity feed, through the fuel tank and
paper element filter. The engine can be started by hand cranking using
decomposition lever.
First the experimentation is performed with diesel (for getting the base line data of
the engine) and then with our blends as B6, B12, B18, B24, B30, B36 by setting
compression ratio as 16. The performance of the engine is evaluated in terms of
brake thermal efficiency, mechanical efficiency, Specific fuel consumption, and
emission of the engine is analyzed at different loads as 0, 3, 6, 9, 12.
After all this procedure same testing is carried out with compression ratio 18 and
analyzed the performance characteristics with emissions.
Figure 4.1: Compression Ignition Engine Set Up Used For Experimental Purpose
41
Table 4.1: Engines and Dynamometer Specifications
SR.NO. PARAMETERS SPECIFICATION
1 Type TV 1 (Kirloskar made)
2 Power 3.5 kW
3 Speed 1500 RPM
4 Nozzle opening pressure 200 bar
5 Number of cylinders Single cylinder
6 Number of strokes Four stroke
7 Fuel Diesel
8 Compression ratio 18:1
9 Cylinder diameter(Bore) 87.5mm
10 Stroke length 110mm
11 Dynamometer Arm Length 185mm
4.2 Precautions
1. Before starting the engine, check all nuts and bolt for are proper tightening
and ensure proper oil level in the engine.
2. During the experimentation, power failure may stop the cooling water
circulation pump. This will stop the cooling water for the engine, dynamometer
and piezo sensor. In such a case the engine should be stopped immediately.
Never leave the engine unattended from this point of view.
3. Use clean water as any suspended matter may clog piping and rotameter
float.
4. Pressure crank angle and other sensors are delicate instruments and
should be handled carefully.
42
4.3 Experimental Procedure
1. Check for all electrical connections and proper earthing for the equipment’s.
2. Ensure water in the main water supply tank.
3. Ensure selected fuel about 2 litre in quantity in the fuel supply tank and fuel
knob on regular position.
4. Maintain the water flow rate throughout the experiment.
5. Start electric-supply to the computer through the stabilizer and open the
engine software.
6. Start electric power supply to the 5-gas analyzer.
7. Start the engine by rotating the handle and operating the decompression
lever. Let the engine run on the minimum load and gas analyzer to get warmed
up simultaneously.
8. Change fuel properties (calorific value and specific gravity) in the software
in the reconfigure option as per the fuel selected for test.
9. Choose run option in the software. Run the engine for fifteen minutes so that
engine gets, stabilized. Ensure that gas analyzer have reached their default
display and then turn the fuel supply switch to metering position. Choose log
option of the software. After 1 minute the display changes to input mode then
enter the values of water flows in cooling jacket and calorimeter and then the
file name (applicable only for the first reading) in the software. The first
reading for the engine gets logged for the no load condition. Turn the fuel knob
back to regular position.
10. Open the handle of the exhaust connection for inserting the gas sample
probe of the 5Gas analyzer. Insert the probe. Choose NOx mode of the
instrument from the display. After the reading is stabilized get the print out by
43
choosing the print option. Note the fuel name and torque value on the print out
for future reference.
11. Change the torque gradually by rotating the loading knob and observing in
the monitor for torque value. Allow the engine to run for 10 minutes for
stabilization at new torque. After stabilization again turn the fuel knob to
metering position and choose the log option from software. After one minute
after the fuel logging is over, feed the cooling water and calorimeter flow rates
and turn back the fuel knob to regular position. Take
the reading of 5-gas analyzer as mentioned above. Also fuel flow rate for 10cc
of fuel is also noted down.
12. Repeat the procedure for different load values.
13. Reduce the torque to minimum position (no load condition) gradually
ensuring that the RPM should not shooting beyond 1500 RPM and allow the
engine to stabilize.
14. Save the files with appropriate names.
15. Put off the engine and computer.
16. Allow the water pumps to be on for 15 minutes so that engine gets cooled
down and then put off the water flowing valves.
17. Similar procedure is carried out by changing the compression ratio while
compression ratio should be changed by manually.
4.4 Measurement of parameters regarding engine performance and

exhaust emissions
The Computerised CI engine set up along with a high-speed digital data acquisition
system was supplied by Flow and force engineers, Bangalore, India. An eddy current
dynamometer, a piezoelectric transducer and digital type temperature sensor was
calibrated and used in the setup by Flow and Force engineers.
Following parameters will measure from the experimental CI engine setup.
44
1. Brake power
2. Fuel consumption
3. Exhaust gas temperature
4. Cooling water temperature (inlet and outlet)
5. Speed of the engine
6. Exhaust gas analysis.
4.5 Performance evaluation procedure
The performance parameters of four stroke diesel engine like Brake power, mass of
fuel consumption, brake thermal efficiency and brake specific fuel consumption are
measured as mentioned below:
Brake power (B.P)
The power available at the delivery point, at the engine crank shaft (drive shaft) is
interchangeably referred as brake power or shaft power or delivery power. The
brake power is usually measured by attaching a power absorption device to the
drive shaft of the engine. The brake power of the engine at different operating
conditions was determined using the following equation:
BP = kW.
Where,
BP = Brake power in kW.
n = speed in rpm. w = load applied
in kg. g = acceleration due to
gravity in m/s2.
l = dynamometer arm length in m.
45
• Mass of fuel consumed (mf)
The fuel consumption of an engine is measured by determining the time required
for consumption of a given volume of fuel. The mass of fuel consumed can be
determined by multiplication of the volumetric fuel consumption to its density. The
mass of fuel consumed by the engine at different operating conditions was
determined using the equation given below: Mass of fuel consumption
Mf= xcc*10-6*𝜌∗60---- kg/hr
Where, xcc = volume of fuel consumed in
cc/min.
𝜌 = density of fuel in kg/m3.
• Specific fuel consumption (SFC)
The specific fuel consumption of the engine is the ratio between the fuel consumed
per hour to the brake power. The brake specific fuel consumption of the engine at
different operating conditions was determined using the equation as given below:
SFC = mf /B.P ----- kg/kW – hr.
Where, mf= mass of fuel
consumed in kg/hr. B.P= brake
power in kW.
• Brake Thermal Efficiency (BThE)
The brake thermal efficiency of the engine gives an idea of the power output
generated by the engine with respect to the heat supplied in the form fuel. The
brake thermal efficiency of the engine at different operating conditions was
determined using the following equation:
BTE = 3600 / (CV × SFC)
Where,
BThE = Brake thermal efficiency in %
CV = Calorific value of fuel used in kJ/kg
SFC =specific fuel consumption in kg/kW – hr
46
As we obtained all this parameters like B.P, SFC directly from the IC engine
combustion analysis software version 9(Apex innovation Pvt Ltd), we calculated
one of the readings manually using theoretical formulae for comparing purpose.
• Calculations for Am12 at compression ratio 16 for load condition 3 kg
Required data- Load
(w) = 3 kg
Speed (n) = 1593 rpm
Volume of fuel consumed (xcc) = 18 cc/min
Dynamometer arm length (l) =
0.185 m Swept volume (vs) =
6.6145*10-4 m3 Fuel density ( ) =
840 kg/m3
Calorific value (CV) = 41550 KJ/kg

Acceleration due to gravity (g) = 9.81 m/s2
Calculation-
 BP =
BP = 0.9082520 KW
 Torque =
Torque = 5.44454 Nm
 BMEP =
BMEP = 51718.36855 N/m2 = 0.51718 bar
 mf = xcc*10-6*𝜌∗60 = 18*10-6*840∗60
mf= 0.9072 kg/hr
 BThE =
BThE = 0.0867430 = 0.0867430*100 = 8.67430%
47
 SFC =
SFC = 0.99884 kg/kW-hr
 From Willian’s Line Method, also known as fuel

rate extrapolation method.
In this method, a graph between the rate of fuel consumption (kg/hr) taken on Y
axis and BP (KW) on X axis drawn when engine runs at constant speed. But in
VCR system IP and
FP directly obtained from Indicator provided for system. From this method, we
calculated Friction power as FP = 1.67 kW IP = BP + IP = 0.9082520+1.67 =
2.578252 kW
 IMEP =
IMEP = 146812.7647 = 1.4681 bar
 IThE =
IThE = 0.246237 = 0.246237*100 = 24.6237%
 Mechanical efficiency =
Mechanical efficiency = 0.35227 = 0.35227*100 = 35.227%
In this way we can calculate all this parameters by using such formulae…
• Powers for Am 12 at CR 16 with various load conditions
Table 4.2: Observation table for Am12 at CR 16

Speed (rpm) Load (kg) IP (kW) BP (kW) FP (kW)
1596.00 0.00 3.16 0.00 3.16
1593.00 3.00 2.58 0.91 1.67
48
1574.00 6.00 4.77 1.79 2.97
1560.00 9.00 5.43 2.67 2.76
1545.00 12.00 5.85 3.52 2.33
With above powers we can calculate the efficiency and other required parameters
for Am12.
Table 4.3: Observation table for Am36 at CR 18

Speed (rpm) Load (kg) IP (kW) BP (kW) FP (kW)
1604.00 0.00 3.20 0.00 3.20
1586.00 3.00 4.73 0.90 3.83
1576.00 6.00 5.55 1.80 3.75
1570.00 9.00 6.24 2.69 3.55
1564.00 12.00 6.58 3.57 3.01
With above powers we can calculate the efficiency and other required parameters
for Am36.
4.6 Emission Measurements
Emission from the diesel engine can be classified into some categories as those
from the gasoline. But the level of emission in these categories varies considerably.
A sample of diesel exhaust may be free from smoke, smog and have no unburnt
hydrocarbons or they may be heavy smoke led and heavy concentration of
unburned hydrocarbons.
49
Figure No 4.2: AVL DIGAS 444 Exhaust analyser
Smoke is defined as visible product of combustion which is due to improper

burning of the Fuel. It originates in the combustion cycle in a localized volume of
rich fuel-air mixture, any amount of smoke formed, depends on the air-fuel ratio,
type of fuel and air pressure. In general, the smoke of diesel engine is of the two
types,
• Blue white smoke Black smoke
AVL Approach:
The AVL GAS PEMS features a robust design, high accuracy and wide operating
temperature range. The device is controlled via the AVL M.O.V.E System Control,
which is the central data logger, calculates the online mass emissions and provides
interfaces to access e. g. ECU/ CAN data and additional sensors. The AVL
M.O.V.E.
GAS PEMS is especially designed and optimized in weight and dimension for
mounting in trucks and off-road vehicles.
50
Benefits at a Glance:
• Internal temperature conditioning ensures high measurement accuracy and
low drift even at changing and extreme ambient conditions between -30°C and
+45°C
• High measurement accuracy due to the usage of approved test cell analyzers
optimized for mobile applications
• A dedicated heating circuit protects the device during start-up at low
temperatures
• Effective internal damping measures and external damping options allow the
usage in harsh testing environments
• Low maintenance effort and easy access to all consumables
4.6.1 Procedure of Testing:
The AVL DIGAS 444 smoke meter measures the opacity of polluted air in
particular diesel engine exhaust gases. The opacity is extension of light between
light source and receiver. The temperature of the gas should be between 70 degree
Celsius and 130 degree Celsius at each point in the measurement chamber. The
equipment has a microprocessor controlled program sequence to check the
measurement process and to store the valve such as pressure, temperature, opacity
and adsorption.
• Switch on the AVL DIGAS 444 smoke meter.
• Press the CAL button and wait till the reading display becomes zero.
• Check the temperature if it is less than 75 degree Celsius. Then switch on
the heater till it becomes 75 degree Celsius.
• Place the smoke tube inside the exhaust pipe of the engine at constant idling
speed.
• Repeat the experiment for different loads of diesel engine.
51
5. RESULTS AND DISCUSSION
In this research, it has been clear that non-edible oil called Argemone Mexicana oil,
a weed crop, has a potential to become a suitable alternative fuel for ever depleting
fossil fuels. Argemone maxicana seeds are probably the cheapest source from
which biodiesel may be produced. As the plant can withstand drought and other
adverse climatic conditions, no special care is required for its growth. The oil and
the FAME obtained therefore more or less meet the standard requirements of
biodiesel. The FAME composition reveals that it is roughly composed of 36%
saturated and 64% unsaturated fatty acid approximately which is ideal for excellent
flow properties. It has a high percentage of methyl oleate which is highly desirable
for good quality biodiesel. The study suggests a possible utilization of the
Argemone plants growing widely on roadsides and wastelands.
In this chapter the engine performance and emission characteristics were also
discuss and different graphs of showing the performance and emission
characteristics were drawn and those graphs are analyzed in detailed.
5.1. Analysis of Engine Performance Characteristics

First the experimentation is performed with diesel (for getting the base line data of
the engine) and then with our blends as B6, B12, B18, B24, B30, B36 by setting
compression ratio as 16. The performance of the engine is evaluated in terms of
brake thermal efficiency, mechanical efficiency, Specific fuel consumption, and
emission of the engine is analyzed at different loads as 0, 3, 6, 9, 12.
After all this procedure same testing is carried out with compression ratio 18 and
analyzed the performance characteristics with emissions.
Performance characteristics obtained from the testing on VCR are as follows. The
test carried out for the compression ratios 16 and 18. Loads are selected for the
testing are 0, 3, 6, 9, 12. for each blends so following characteristics obtained.
52
5.1.1 Effects on Mechanical efficiency
For Compression Ratio 16
Table 5.1: Mechanical efficiency (%) for CR 16
load in Am00 Am6 Am12 Am18 Am24 Am30 Am36
kg
0 0 0 0 0 0 0 0
3 18.23 18.81 20.21 20.77 20.96 21.27 21.47
6 31.65 32.87 37.64 36.55 35.24 36.92 35.58
9 41.14 44.55 49.17 47.8 45.35 48.28 44.8
12 50 58.9 60.23 49.35 52.35 50.1 52.15
Chart load v/s mechanical efficiency
Graph 5.1: load v/s mechanical efficiency

From the chart, it is indicated
that as load increases
mechanical efficiency also going
53
to increase. The highest efficiency is obtained for blend Am12 at full load i.e. at 12
kg load is 60.23%. Graph shows the nature of the performance of blends for CR 16.
Table 5.2: Mechanical efficiency (%) for CR 18

kg
0 0 0 0 0 0 0 0
3 18.84 18.7 18.55 19.23 20.6 19.23 19.1
6 32.37 32.23 34.21 32.92 31.75 33.35 32.38
9 41.9 42.89 45.73 41.91 41.44 41.11 43.06
12 50.01 49.84 49.58 49.62 48.99 49.57 54.22
Chart load v/s mechanical efficiency
54
Graph 5.2: load v/s mechanical
efficiency From the chart, it is
indicated that as load increases
mechanical efficiency also going
to increase. The highest
efficiency is obtained for
blend
Am 36 at full load i.e. at 12 kg load is
54.22%. Graph shows the nature of the
performance of blends for CR 18.
5.1.2 Effects on Brake thermal efficiency

Table 5.3: Brake thermal efficiency (%) for CR 16

kg
0 0 0 0 0 0 0 0
3 8.58 9.09 8.67 11.08 10.54 9.25 10.36
6 16.16 17.09 18.15 19.32 18.09 19.44 18.12
9 21.68 24.14 24.14 24.28 24.19 24.25 21.75
12 25 27.82 28.84 25.12 26.23 24.12 24.15
Chart load v/s brake thermal efficiency
55
Graph 5.3: load v/s brake thermal efficiency
From the chart, it is indicated that as
load increases brake thermal efficiency
also going to increase which is related
to output power. The highest efficiency
is obtained for blend Am12 at full load
i.e. at 12 kg load is 28.84%. Graph
shows the nature of the performance of
blends for CR 16.
Table 5.4: Brake thermal efficiency (%) for CR 18

kg
0 0 0 0 0 0 0 0
3 13 11.97 11.95 12.99 13 11.97 11.1
6 19.39 20.64 20.66 19.41 19.35 20.65 19.31
9 25.68 27.17 27.19 27 25.6 27.12 24.3
56
12 29.01 28.96 28.94 28.98 28.92 27.6 30.66
Chart load v/s brake thermal efficiency
57
Graph 5.4: load v/s brake thermal efficiency For Compression Ratio 16
From the chart, it is indicated that as

load increases brake thermal efficiency
also going to increase which is related
to output power. The highest efficiency
is obtained for blend Am36 at full load
i.e. at 12 kg load is 30.66%. Graph
5.1.3 Effects on Specific fuel consumption shows the nature of the performance of
blends for CR 18.
52
Table 5.5: Specific fuel consumption (kg/kWh) for CR 16

kg
0 0 0 0 0 0 0 0
3 1.01 0.95 1 0.78 0.82 0.94 0.84
6 0.54 0.51 0.48 0.45 0.48 0.45 0.48
9 0.4 0.36 0.36 0.36 0.36 0.36 0.4
12 0.3 0.31 0.3 0.34 0.33 0.36 0.36
Chart load v/s SFC
44
52
Graph 5.5: load v/s SFC
From the chart, it is indicated that as load
increases Specific fuel consumption going to
decrease which is related to ratio of fuel
consumption and brake power. The highest
brake thermal efficiency is obtained for blend
Am12 at full load i.e. at 12 kg load. So SFC
for such condition obtained as 0.3kg/kWh
Graph shows the nature of the performance of
blends for CR 16.
Table 5.6: Specific fuel consumption (kg/kWh) for CR 18

kg
0 0 0 0 0 0 0 0
3 0.67 0.72 0.73 0.67 0.67 0.72 0.78
6 0.45 0.42 0.42 0.45 0.45 0.42 0.45
9 0.34 0.32 0.32 0.28 0.34 0.32 0.36
12 0.3 0.3 0.3 0.3 0.3 0.31 0.28
60
Chart load v/s SFC
Graph 5.6: load v/s SFC

increases Specific fuel consumption going to
decrease which is related to ratio of fuel
consumption and brake power. The highest
brake thermal efficiency is obtained for blend
Am36 at full load i.e. at 12 kg load. So SFC
for such condition obtained as 0.28kg/kWh
Graph shows the nature of the performance
of blends for CR 18.
5.1.4 Effects on Volumetric efficiency
61
Table 5.7: Volumetric efficiency (%) for CR 16
kg
0 77.14 73.58 77.26 75.94 77.14 75.34 75.37
3 76.86 76.89 76.67 75.99 75.36 75.59 75.26
6 76.21 76.45 75.95 74.16 75.94 73.81 75.53
9 75.66 74.39 74.3 72.09 74.09 71.92 74.89
12 75.22 74.13 70.53 74.77 74.51 75.21 74.34
Chart load v/s volumetric efficiency
Graph 5.7: load v/s volumetric efficiency

increases volumetric efficiency going to
decrease. The highest brake thermal
efficiency is obtained for blend Am12 at
full load i.e. at 12 kg load. So volumetric
efficiency for such condition obtained as
70.53% Graph shows the nature of the
For Compression Ratio 1performance of
blends for CR 16.8
62
Table 5.8 Volumetric efficiency (%) for CR 18

kg
0 76.67 76.24 76.79 77.13 76.85 76.74 76.55
3 75.91 76.31 76.13 76.18 75.05 76.3 76
6 75.72 75.88 75.25 75.69 76.04 75.87 75.63
9 74.85 75.1 73.01 75.03 75.44 75.37 75.82
12 73.63 74.5 74.34 74.48 74.95 74.78 75.12
Chart load v/s volumetric efficiency
63
Graph 5.8: load v/s volumetric efficiency

increases volumetric efficiency going to
decrease. The highest brake thermal
efficiency is obtained for blend Am36 at
full load i.e. at 12 kg load. So volumetric
efficiency for such condition obtained as
75.12% Graph shows the nature of the
performance of blends for CR 18.
From the results obtained from performance testing, it is clearly seen that at CR 16,
Am12 gives higher efficiency and better results than that of others while for CR 18,
Am36 gives better results comparatively others. So result tables of respective blends are
given below.
For CR 16 - Am12 gives better results
64
Table 5.9: Result table of Am12 for CR 16
Torque BP FP IP BMEP IMEP BTHE ITHE Mech

(Nm) (kW) (kW) (kW) (bar) (bar) (%) (%) Eff.
(%)
0.00 0.00 3.16 3.16 0.00 3.65 0.00 32.00 0.00
5.44 0.91 1.67 2.58 1.03 2.93 8.67 24.64 35.21
10.89 1.79 2.97 4.77 2.07 5.43 18.15 48.22 37.64
16.33 2.67 2.76 5.43 3.10 6.25 24.14 49.10 49.17
21.78 3.52 2.33 5.85 4.14 6.80 28.84 47.89 60.23
Air Fuel SFC Vol. A/F HBP HJW H Gas H Rad

Flow Flow (kg/kW Eff. Ratio (%) (%) (%) (%)
(kg/h) (kg/h) h) (%)
28.72 0.86 0.00 77.26 33.52 0.00 0.00 16.45 83.55
28.45 0.91 1.00 76.67 31.36 8.67 0.00 18.71 72.62
27.85 0.86 0.48 75.95 32.50 18.15 0.00 21.50 60.35
27.00 0.96 0.36 74.30 28.20 24.14 0.00 20.75 55.10
25.39 1.06 0.30 70.53 23.98 28.84 0.00 20.65 50.50
65
For CR 18 – Am36 gives better results
Torque BP FP IP BMEP IMEP BTHE ITHE Mech

(Nm) (kW) (kW) (kW) (bar) (bar) (%) (%) Eff.
(%)
0.00 0.00 3.20 3.20 0.00 3.63 0.00 68.77 0.00
5.44 0.90 3.83 4.73 1.03 5.41 11.10 58.12 19.10
10.89 1.80 3.75 5.55 2.07 6.39 19.31 59.63 32.38
16.33 2.69 3.55 6.24 3.10 7.21 24.30 56.42 43.06
21.78 3.57 3.01 6.58 4.14 7.63 30.66 56.55 54.22
Table 5.12: result table of Am36 for CR 18
Air Fuel SFC Vol. A/F HBP HJW H Gas H Rad

Flow Flow (kg/kW Eff. Ratio (%) (%) (%) (%)
(kg/h) (kg/h) h) (%)
28.60 0.40 0.00 76.55 70.94 0.00 0.00 31.26 68.74
28.08 0.71 0.78 76.00 39.79 11.10 0.00 17.77 71.12
27.77 0.81 0.45 75.63 34.43 19.31 0.00 18.28 62.41
27.73 0.96 0.36 75.82 28.96 24.30 0.00 17.91 57.79
28.10 1.01 0.28 75.12 27.87 30.66 0.00 20.93 48.42
66
5.2 Analysis of Engine Emission Parameters
Emission characteristics obtained from the testing on VCR are as follows. The test
carried out for the compression ratios 16 and 18. Loads are selected for the testing are 0,
3, 6, 9, 12 for each blends so following characteristics obtained.
5.2.1 HC emissions
Table 5.13 HC emission (ppm) for CR 16

kg
0 9 3 8 2 4 9 5
3 19 14 15 8 16 12 14
6 25 21 18 22 28 14 21
9 36 29 24 31 30 35 27
12 46 32 41 34 45 28 35
Chart load v/s HC emission
67
Graph 5.9: load v/s HC emission
Hydrocarbons are raw fuel.
High hydrocarbons (HC) emissions
are always a sign of poor fuel ignition. So
for CR 16, Am 12 gives 41% value of
emission of HC at full load which is
average.

Table 5.14 HC emission (ppm) for CR 18

kg
0 7 6 8 3 5 5 6
3 15 9 11 14 12 10 8
6 20 12 15 20 24 13 18
9 31 22 20 23 27 21 19
12 39 31 37 29 40 26 30
Chart load v/s HC emission
68
Graph 5.10: load v/s HC emission
Hydrocarbons are raw fuel.

High hydrocarbons (HC)
emissions are always a sign of
poor fuel ignition. So
For CR 18, Am 36 gives 30% value of

emission of HC at full load which is
average.
69
5.2.2 CO emissions
Table 5.15 CO emission (%) for CR 16

kg
0 0.17 0.15 0.168 0.153 0.159 0.2 0.21
3 0.156 0.125 0.175 0.158 0.17 0.2 0.195
6 0.105 0.082 0.091 0.102 0.104 0.11 0.11
9 0.069 0.063 0.065 0.072 0.082 0.086 0.068
12 0.103 0.089 0.114 0.102 0.114 0.16 0.126
Chart load v/s CO emission
Graph 5.11: load v/s CO emission
70
Am24
Carbon monoxide (CO) is colourless,

odorless, tasteless and toxic air pollutant
which is produced due to incomplete
burning of carbon containing fuel. So for
CR 16, Am 12 gives 0.114% value of
emission of CO at full load which is
average.
Table 5.16 CO emission (%) for CR 18

kg
0 0.12 0.081 0.078 0.102 0.082 0.088 0.11
3 0.08 0.073 0.075 0.078 0.075 0.09 0.069
6 0.07 0.048 0.055 0.055 0.057 0.065 0.07
9 0.08 0.055 0.043 0.079 0.062 0.069 0.07
12 0.096 0.074 0.06 0.082 0.087 0.106 0.108
Chart load v/s CO emission
71
Am24
Graph 5.12: load v/s CO emission

Carbon monoxide (CO) is colourless,
odourless, tasteless and toxic air
pollutant which is produced due to
incomplete burning of carbon
containing fuel. So for CR 18, Am 36
gives 0.108% value of emission of CO at
full load which is average.
5.2.3 NOx emissions
72
Am24
Table 5.17: NOx emission (ppm) for CR 16

kg
0 20 25 28 27 26 40 29
3 110 72 75 84 50 65 98
6 547 492 468 412 431 371 490
9 1248 1246 1208 1250 1222 1136 1292
12 1864 1908 1933 2005 1982 1835 1890
Chart load v/s NOx emission
Graph 5.13: load v/s NOx emission
73
Am24
Very high temperatures in

combustion chamber, reduces
emission of soot but produces higher level
of NOx. So for CR 16, Am 12 gives 1933
ppm value of emission of
NOx at full load which is average.
Am24
74
Table 5.18 NOx emission (ppm) for CR 18

kg
0 94 112 117 140 110 63 93
3 319 382 364 351 343 378 358
6 846 886 923 940 924 869 972
9 1654 1635 1854 1802 1804 1783 1776
12 2416 2405 2565 2586 2578 2515 2519
Chart load v/s NOx emission
Graph 5.14: load v/s NOx emission

Very high temperatures in
combustion chamber, reduces
emission of soot but produces higher
level of NOx. So for CR 18, Am 36
gives 2519 ppm value of emission of
NOx at full load which is average.
75
From the results obtained from performance testing, it is clearly seen that at CR 16,
Am12 gives higher efficiency and better results than that of others while for CR 18,
Am36 gives better results comparatively others. So emission result tables of respective
blends are given below.
• For CR 16 - Am12 gives better results
Table 5.19: Emission result table of Am12 for CR 16
Load (kg) BP (kW) HC(ppm) CO (%) NOx (ppm)
0 0.00 8 0.168 28
3 0.91 15 0.175 75
6 1.79 18 0.091 468
9 2.67 24 0.065 1208
12 3.52 41 0.114 1933
• For CR 18 – Am36 gives better results

Table 5.20: Emission result table of Am36 for CR 18
Load (kg) BP (kW) HC(ppm) CO (%) NOx (ppm)
0 0.00 6 0.11 93
3 0.90 8 0.069 358
6 1.80 18 0.07 975
9 2.69 19 0.07 1776
12 3.57 30 0.108 2519
76
6. CONCLUSIONS, SCOPE FOR FUTURE WORK
6.1 Conclusions:
The overall studies based on the production, fuel characterization, engine performance
and exhaust emission of Argemone Mexicana biodiesel and its blends B6, B12, B18,
B24, B30, B36. were successfully carried out. The following conclusions can be drawn:
• The density of blends of biodieselAm6,Am12,Am18,Am24,Am30,Am36 are
obtained as0.833, 0.834,0.836,0.837,0.838,0.840 in gm/cc respectively and it is
more than fossil diesel which is 0.832gm/cc.
• The CV of blends of biodiesel Am6,Am12,Am18,Am24,Am30,Am36 are obtained
as 42.40, 42.22,42.09,41.90,41.77,41.55 in MJ/kg respectively and it is less than
fossil diesel which is 42.50 MJ/kg.
• The brake thermal efficiency slightly increases with increase in load. Among all
blends, Am12 indicated greater brake thermal efficiency in case of CR 16 while in
case of CR 18, Am 36 indicated greater than the other blends and diesel.
• The specific fuel consumption decreases with increase in load. Among all blends,
SFC of Am12 is obtained as 0.3kg/kWh in case of CR 16 while in case of CR 18,
SFC of Am 36 is obtained as 0.28kg/kWh at full load.
• It is clearly seen that at CR 16, Am12 gives higher efficiency and better results than
that of others. So emissions of HC, CO, NOx at full load are 41 ppm, 0.114% and
1933 ppm respectively.
• While for CR 18, Am36 gives better results comparatively others. So emissions of
HC, CO, NOx at full load are 30 ppm, 0.108% and 2519 ppm respectively.
6.2 Scope for Future Work:
Variation in performance and emission of the engine with variation of compression ratio of
the engine can be studied.
77
• This project was carried out in a single cylinder engine for which satisfactory
results were obtained. Results with multi-cylinder engine fuelled by conditioned
oils can
be carried out and compared with that of single cylinder engine performance
and emissions.
• Various other biodiesel blends can be used to study the performance and emission
characteristics. .
• Performance and emission characteristics of the engine can be analyzed with
other than 16 and 18 compression ratios.
• Performance and emission characteristics of the engines can be done by changing

the geometry of the piston for Biodiesel blends.
REFERENES
1. Mrunay Jadhav , Shailesh Pawar , Pratik Salunke , Shantanu Yadav Prof.V.K Mehtre
Dr.S.N.Bobade. “Characterization of Mexicana Methyl Ester on Single Cylinder Four Stroke
Diesel Engine’’ International Journal of Innovative Research in Science, Engineering and
Technology, Vol. 6, Issue 4, April 2017.
2. Rahul Krishnaji Bawane, Nilima Baliram Gadge, Dinesh Krishnaji Bawane, Honne “Oil
Biodiesel Production – Comparison of Transesterification and Thermal Cracking Methods”,
IJSRSET ,Vol 2,Issue 2,2016.
3. Jo-Han Nga,b, Jing Huey Khora, Kang Yao Wonga, Srithar Rajooc,d, Cheng Tung Chongd,
“Statistical Analysis of Engine System-Level Factors for Palm Biodiesel Fuelled Diesel Engine
Responses”, The 7th International Conference on Applied Energy –ICAE 2015.
4. Supriya B. Chavan, Rajendra Rayappa Kumbhar, Ashutosh Kumar,§ and Yogesh C. Sharma,
“Study of Biodiesel Blends on Emission and Performance Characterization of a Variable
Compression Ratio Engine”, Indian Institute of Technology (BHU) Varanasi,2015.
5. Santosh Ranjan Paul, Binay Kumar & Dinesh Verma, “BIOFUELS -A Safer Substitute”,
International Journal For Technological Research In Engineering (IJTRE) Volume 2, Issue 7,
March-2015.
78
6. C.Syed Aalam,C.G. Saravanan,M.Kannan, “Experimental investigations on a CRDI system
assisted diesel engine fuelled with aluminium oxide nano particles blended biodiesel”,
Alexandria University Alexandria Engg Journals,Received 15 March 2015.
7. Supriya B. Chavan,a Rajendra R. Kumbhar,b D. Madhu,c Bhaskar Singh and Yogesh C.
Sharma, “Synthesis of biodiesel from Jatropha curcas oil using waste egg shell and study of its
fuel properties”, RSC Adv, 2015.
8. S. Nagarajaa, *, K. Sooryaprakashb, R. Sudhakaranc, “Investigate the Effect of Compression
Ratio over the Performance and Emission Characteristics of Variable Compression Ratio Engine
Fueled with Preheated Palm Oil - Diesel
Blends”, Global Challenges, Policy Framework & Sustainable Development for Mining of
Mineral and Fossil Energy Resources (GCPF2015)
9. V. N. Ariharan, S.T. Gopu Kumar, V.N. Meena Devi and P. Nagendra PRASAD, “Studies On
Argemone Mexicana Oil for its Usage AS Biodiesel”, International Journal of Pharma and Bio
Sciences,July 2014.
10. Ashish Sithta, Ashwani Kumar and S. K. Mahla, “Utilization of Argemone Oil Biodiesel in
Commercial Di-Ci Engine”, International Journal on Emerging Technologies 3(2): 19-23(2012)
79

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A

“PRODUCIOTN & PERFORMANCE ANALYSIS OF BIODIESEL

Landge Shrikant S. ROLL NO: B150680815

UNDER THE GUIDANCE OF

Department of Mechanical Engineering

Prof. S.Z. Jadhav Prof. S.R. Gaikwad

Prof. S.Z. Jadhav Dr. G.U. Kharat

Mr. Landge Shrikant S.

Figure Name of Figure Page No.

Table No. Name of Table Page No.

Graph No. Name of Graph Page No.

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Continuously growing industrialization, motorization and civilization of the world

Extract oil from Argomone maxicana.

SPCOE (Dumbarwadi) BE Mechanical 2021-22

• Biodiesel can be used in the existing engine without any modifications.

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Why Argemone maxicana selected as feedstock for biodiesel?

Argemone maxicana is a widespread annual weed primarily associated with

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Preparation of biodiesel using selected

Formation of various blends of biodiesel.

Checking of properties of blends of

Performance and emissions analysis using

SPCOE (Dumbarwadi) BE Mechanical 2021-22

2.1 Study on biodiesel and its blends.

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Jo-Han Ng et.al(2015),“In this study, a 0D/1D gas dynamics numerical model of a

SPCOE (Dumbarwadi) BE Mechanical 2021-22

C. Syed et.al (2015), “Experiments were conducted to determine engine

SPCOE (Dumbarwadi) BE Mechanical 2021-22

S. Nagaraja et.al (2015), “The performance and emission characteristics of a direct

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Compression ratio 20:1 during full load condition”[8]

V. N. Ariharan et.al (July 2014), “In this study of Argemone Mexicana is a

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Argemone Mexicana (also called Mexican poppy) is a species of poppy originally

SPCOE (Dumbarwadi) BE Mechanical 2021-22

3.2 Materials and Methods

3.2.1 Extraction of the seed oil

SPCOE (Dumbarwadi) BE Mechanical 2021-22

Figure 3.2: Seeds of Argemone Mexicana

Figure 3.2: Seeds of Argemone Mexicana

SPCOE (Dumbarwadi) BE Mechanical 2021-22

3.2.2 Selection of Catalyst

SPCOE (Dumbarwadi) BE Mechanical 2021-22

3.2.3 Esterification process

SPCOE (Dumbarwadi) BE Mechanical 2021-22