A COMPARATIVE STUDY OF CASTOR AND JATROPHA OIL SOURCE AND ITS METHYL ESTER TEST ON THE DIESEL ENGINE

A COMPARATIVE STUDY OF

CASTOR AND JATROPHA OIL

SOURCE AND ITS METHYL ESTER

TEST ON THE DIESEL ENGINE

DEVENDRA VASHIST

Research scholar, Department of Mechanical Engineering, Jamia Millia Islamia New Delhi, India

vashist_dev2001@yahoo.co.in

Dr MUKHTAR AHMAD

Professor, Department of Mechanical Engineering, Jamia Millia Islamia New Delhi, India

mukhtarahmad@yahoo.co.in

Abstract

Neat non-edible oils pose problems whensubjected to use when used in the CI engines. These problems are attributed to high viscosity, low volatility and polyunsaturated character ofthese oils. Two non-edible sources of the oils were identified i.e jatropha and castor. The biodiesel was prepared from neat oils and blends prepared with diesel. up till 20 percent of biodiesel. Produced blends were tested for their use as a substitute fuel for diesel in a single cylinder diesel engine at varying loads. The best engine operating condition based on lower brake specific fuel consumption and higher brake thermal efficiency were identified and compared. On the observed data for both the fuels, Chi square (2) statistical test was applied. The values calculated for 2 jatropha oil methyl ester (JOME) = 0.0104 and 2 castor oil methyl ester (COME) = 0.0524. The values concluded that there is no effect of fuel type on fuel consumption up till 20 percent biodiesel blended fuel.

Keywords: Jatropha oil methyl ester, Castor oil methyl ester, Brake thermal efficiency, Fuel consumption, Chi square test.

1. Introduction

Rudolf Diesel, the inventor of diesel engine at the world exhibition in Paris presented the concept of using the biofuels in diesel engine. R&D activities in this area were not carried out because of the abundant supply of petrodiesel at that time. Only recently the importance of biofuels was realized when it was noticed that these resources are depleting fast and also they are polluting the environment (Agarwal and Das (2000)). Recently many serious efforts have been made by several researchers to use different sources of energy as fuel in existing diesel engines. Higher viscosity of neat vegetable oil makes them incompetent fuel to be used directly in the diesel engine. Injectors of the engines get choked after few hours if they are directly run on neat vegetable oil (Agarwal (2007)). Viscosity of neat oils can be reduced by blending it with diesel or by the process of transesterification, which produces biodiesel. Worldwide transesterification has been accepted as an effective means of biodiesel production and viscosity reduction of vegetable oil. Transesterification process is influenced by temperatures, catalyst type, concentration ratio of alcohol to fuel and stirring speed rate (Ma and Hanna (1999)). The important compositional difference between biodiesel and the diesel fuel is concerned with oxygen content. Biodiesel contains 10–12% oxygen on weight basis and this lowers the energy content. The lower energy content causes reductions in engine torque and power, (Avinash Kumar Agarwal (2007)) and (Sahoo et

al.(2007)). It has been reported that biodiesel containing oxygen reduces exhaust emissions such as HC and CO

mainly because of complete combustion. Since biodiesel contains little sulphur compared to the diesel fuel, a significant reduction in SO2 emission was observed by N. Usta (2005).

(2000)), Soyabeen oil (Chiu et al. (2004)). Also the energetic feasibility of Jatropha biodiesl in terms of energy ratio has been very well explained by Vashist and Ahmad (2009).

To compensate for the shortages of diesel fuel, the adaptation of a selected alternative fuel to suit the diesel engine is considered more economically attractive in the short-term than engine modification to suit the fuel. For this purpose, an alternative liquid fuel that will blend readily with diesel fuel is required. Such an alternative fuel should lend itself to local production in adequate and economic quantities. There should be little modifications to the existing engine. Engine performance and durability should not be affected significantly.

In the present investigation, two non edible oils are taken i.e castor seed oil and jatropha seed oil, biodiesel from both the oil were produced and than studied on the compression ignition engine. A comparison has been made between the two sources of oil production and a comparative analysis has been made on their usage in the internal combustion engine. Which type of seed will be suitable for a particular region and how both the oils differ from each other is the basic motivation behind the research in this paper.

2. Jatropha (Jatropha Curcas L.)

Jatropha curcas is a plant belonging to Euphorbiaceae family that produces a significant amount of oil from its seeds. This is a non-edible oil-bearing plant widespread in arid, semi-arid and tropical regions of the world. Jatropha is a drought resistant perennial tree that grows in marginal lands and can live over 50 years (Chhetri et al. (2008)). The oil content in jatropha seed is reported to be in the ranges from 30 to 50% by weight of the seed and ranges form 45 to 60% weight of the kernel itself (Chhetri et al. (2008)). The jatropha tree has several beneficial properties such as its stem is being used as a natural tooth paste and brush, latex from stem is being used as natural pesticides and wound healing, its leaf as feed for silkworms among other uses. It is a rapidly growing tree and easily propagated. Jatropha usually grows below 1400 meters of elevation from sea level and requires a minimum rainfall of 250mm, with an optimum rainfall between 900-1200mm (Agarwal (2007)). This plant is not even browsed by animals for its leaves. Plate1 shows jatropha seed, fruit and plant at the Manav Rachna International University campus.

Plate 1 Jatropha seed, fruit and plant

3. Castor plant (Ricinus communis)

Plate 2 Castor plant and Pod

The toxicity of raw castor beans due to the presence of ricin a posinous substance. The toxin provides the castor oil plant with some degree of natural protection from insect pests, such as aphids Leading producing areas are India (with over 60% of the global yield), China and Brazil, and it is widely grown as a crop in Ethiopia. Table 1 shows the top ten producers of castor oil.

Table 1 Top ten castor oil seed producers [22]

Country Production (Tonnes)

India 830000 People's Republic of China 210000

Brazil 91510 Ethiopia 15000 Paraguay 12000

Thailand 11052 Vietnam 5000

South Africa 4900

Philippines 4500 Angola 3500

World 1209756

4. Comparison between jatropha & castor plant

Table 2 Comparison of castor and jatropha plant

Properties Jatropha Castor

Land requirement 1. Low fertility marginal, degraded, fallow waste and other lands.

2. Arid and semi arid and even on alkaline soils.

1. Alkaline or acid soils, as long as the subsoil is permeable and

there is good drainage. 2. Arid and semi arid

3. Seed will not set if soil moisture is inadequate.

4. Castor beans should not be planted in an area that is subject to erosion. Rainfall It can be grown in areas of low rainfall

(200mm/year)

It requires only moderate rainfall (approx. 600mm/year) and can withstand long periods of drought, but will thrive under higher rainfall. Where plantation

can be done

It is ideal to replant on marginal lands to prevent desertfication and erosion.

It is ideal to replant on marginal lands to prevent desertfication and erosion. Effect on cattle It attracts no insects and is not browsed by

cattle or sheep. Propagation by seed/cutting is easy.

The toxicity of raw castor beans due to the presence of ricin and not browsed by cattle or sheep. Production per

hectare

Jatropha seeds (0.4-12.5 tons/ha/year) can be easily plucked

Each hectare of castor oil bean plants planted in arid and semi arid regions produces 350-650 kg of oil.

CO2 absorbtion High carbon dioxide absorption level The estimated carbon dioxide absorption level of castor bean plants is 34.6 tonnes per hectare, with two growing cycles per year.

Competition with food crops

Jatropha plant does not compete with food crops, as it can be grown on marginal lands, which are not competitive with food production lands.

Castor Bean does not compete with food crops, as Castor Bean can be grown on marginal lands, which are not competitive with food production lands.

Temperature Average annual temperature well above 20oC.

Castor beans grow best where temperatures remain fairly high through out the growing season of 140 to 180 days. The seed may fail to set, however, if the temperature stays above 100°F for an extended period. Oil content Seeds contain non-edible oil 35% and oil

yield per hectare

The seeds contain between 40% and 60% oil

From the table it is indicated that both the two plants require different condition for its growth, both are toxic and not grazed by animals.

5. Esterification of castor and jatropha seed oil

temperature before use, presenting a 84% yield from jatropha oil and 90% yield from castor oil. Transesterification, which is also called alcoholysis, is a process of substitution of the radical of an ester by the radical of one alcohol. Like hydrolysis, except for the fact of using an alcohol instead of water. The transesterification reaction is represented by the general equation (1).

RCOOR’ + R’’OH  RCOOR’’ + R’OH (1) Important properties of transesterified oils were evaluated for comparison with diesel available in the local market. These are given in Table 3.

Table 3 Chemical properties of jatropha and castor oil Parameters Jatropha

oil

Castor oil

Jatropha biodiesel 100%

Castor biodiesel 100%

High speed diesel

Density at 25oC (kg/m3) 960 950 875 905 810

Kinematic viscosity mm2/sec 240 230 13 12.5 3.05

Flash point (oC) 340 305 140 115 53

Fire point (oC) 350 320 150 121 56

Density of the fuel was found using mass and volume measurement apparatus, kinematic viscosity of the oil was determined with the help of Redwood Viscometer and flash point was obtained from Pensky-Martens apparatus (Plate 3) as per the standard test procedure of Bureau of Indian Standards (IS: 1448–1970). The prepared jatropha oil methyl ester (JOME) and castor oil methyl ester (COME) was mixed with diesel in four different proportions i.e. 5%, 10%,15% and 20% to prepare its blends i.e. JOME5, JOME10, JOME15, JOME20, COME5, COME10, COME15 and COME20. Plate 4 shows the prepared sample blends of JOME while plate 5 shows the prepared sample blends of COME.

Plate 3 Panksy martin flash point apparatus Plate 4 JOME Samples Plate 5 COME samples

6. Experimental methodology

Plate 6 Single Cylinder Diesel Engine Plate 7 Rope Drake Dynamometer

It is a single cylinder, four stroke, vertical, water-cooled engine having a bore and stroke of 80 and 110 mm respectively. The compression ratio was 16.5 at rated speed of 1500 rpm. It has a provision of loading through rope brake dynamometer. The inlet valve opens at 4.5o before top dead center and closes at 35.5o after bottom dead center the exhaust valve opens 35.5o before bottom dead center and closes 4.5o after top dead center. The engine specifications are shown in the table 4.

Table 4 Engine specification BHP 5

Speed 1500 RPM

Number of cylinders ONE

Compression Ratio 16.5 : 1 Bore 80 mm Stroke 110 mm

Orifice Diameter 20mm

Type of Ignition Compression Ignition Method of loading Rope Brake

Method of Starting Crank Start

The engine was tested with pure diesel and prepared blends of jatropha and castor biodiesel at 25%, 50%, 75%, and 100% loading at a speed of 1500 rpm only. The engine was started with standard diesel fuel and warmed up. The warm up period ends when cooling water temperature is stabilized. Fuel consumption, brake power, brake thermal efficiency and exhaust gas temperature were measured with different blends of jatropha and castor methyl ester.

7. Results and discussion

7.1 Effect of Loading on Brake Thermal Efficiency

Chart showing brake thermal efficiency vs load 0 5 10 15 20 25 30

0 20 40 60 80 100 120

Load % B. T. E 100% DIESEL 5%COME 10% COME 15% COME 20% COME

Brake thermal efficiency vs load percentage

0 5 10 15 20 25 30

0 20 40 60 80 100 120

Load % B.T .E 5%JOME 10% JOME 15%JOME 20%JOME 100% DIESEL

Fig 1 a Fig. 1 b

Brake Thermal Efficiency Vs Load for COME and JOME

The molecules of biodiesel contain some amount of oxygen, which takes part in the combustion process. It was observed that after a certain limit with respect to biodiesel blend the thermal efficiency trend is reverted and it starts decreasing as a function of the concentration of biodiesel in the blend. This may due to improved combustion with lower percentage substitution of biodiesel in diesel and this effect being offset a higher substitution due to lower calorific value. The maximum thermal efficiency has been observed at 13% substitution of COME in diesel and 18% for JOME. The lower brake thermal efficiency obtained for COME20 & JOME20 could be due to the reduction in calorific value and increase in fuel consumption as compared to lower concentration biodiesel diesel blend. It has been observed that BTE at full load for diesel and COME20 are 24.92 and 20.8 % & for diesel and JOME20 23.95% and 20.8 % respectively suggesting that BTE for Biodiesel 20 blend is comparable with diesel.

7.2 Effect of Load on Fuel consumption

Figure 2a & 2b shows the effect of load on fuel consumption. More amount of fuel is consumed with the increase in the load for all the blends. The optimum fuel blend is determined by taking the average of the result. A close look at the graph for COME blend indicates that more amount of fuel is consumed when the percentage of biodiesel is increased beyond 13 % and 18% for COME & JOME blends respectively this is because diesel has more calorific value as compared to that of biodiesel. Therefore COME13 & JOME 18 are the recommended fuel blend when all the test fuels are compared with respect to BSFC against load over the entire range of engine operation.

Fuel consumption (kg/hr) vs Load

0 0.2 0.4 0.6 0.8 1 1.2 1.4

0 20 40 60 80 100 120

Load % Fuel consum pt ion ( k g/ hr ) g/ hr ) 100% DIESEL 5% COME 10% COME 15%COME 20% COMEL

F u e l c o n su m p t i o n ( k g / h r ) v s L o a d %

0 0.2 0.4 0.6 0.8 1 1.2

0 20 40 60 80 100 120

Loa d %

100% di esel 5% JOME 10% JOME 15% JOME 20% JOME

Fig.2a Fig.2b

7.3 Effect of loading on engine exhaust temperature

The engine exhaust gas temperature measurements for castor and jatropha biodiesel blends are shown in the figure 3.a and 3 b. the data shows that for mineral diesel fuel the temperature is less as compared to biodiesel blended fuel mixtures. This is basically due to a lower burning temperature developed in the combustion chamber when using mineral diesel as fuel. Biodiesel, having a higher oxygen content (as well as higher flash point) tends to burn at higher temperatures than mineral diesel fuel.

Engine exhaust temperature for different load using five fuel types 0 100 200 300 400 500

25 50 75 100

% Load Exhaust Tem p er at ur e ( o C) Petro-Diesel 5% COME 10% COME 15% COME 20% COME

Engine exhaust temperature for different loads using five fuel types 0 100 200 300 400 500 600

25 50 75 100

Load % E x haust tem p er atur e(oC ) Diesel 5% JOME 10% JOME 15% JOME 20% JOME

Fig. 3a Fig. 3b

Figure 3 Engine exhaust temperature for different load using five fuel types

8. Chi square (2 ) test for any significant effect on use of fuel type

Chi square (2 ) test was applied for different blends of jatropha and castor biodiesel blends at 100% load to check that the if fuel consumption has any significant effect with the fuel type for the given fuels.the test was applied for the data given in the table 5

Table 5 Fuel Type vs Fuel Consumption Fuel type Diesel JOME 5 /

COME 5

JOME 10 / COME 10

JOME 15 / COME 15

JOME 20 / COME 20 Fuel consumption

(Kg/Hr)

0.97 1.009 / 0.911 0.9792 / 0.88 0.951 / 1.04

1.02 / 1.166

The formulae applied is given by the equation (2) given below

2

=





E

E

O

)

(

(2)

Where

O = Observed frequency

E = Expected or theoretical frequency

The values obtained for chi square on putting in the formulae is given as under

2

(JOME) = 0.0104

2

(COME) = 0.0524

For four degrees of freedom 2 0.05 = 9.49 (from the 2 table) the calculated value is much less than the table value. The assumed null hypothesis is accepted hence we can conclude that there is no significant effect of fuel type on fuel consumption within the given range for JOME blends, COME blends and diesel when used in the single cylinder diesel engine.

9. Conclusions

close to diesel, therefore COME and JOME blends can be used in CI engines in rural area for meeting energy requirement in various agricultural operations such as irrigation, threshing, etc. With this blend percentage engine develops better power when compared with power output with diesel. High power output is reported in many other studies it may be due to better lubricity which reduces friction loss and better combustion of blends.statically the obtained parameters were checked with the help of the chi square test which indicated that for the given range there is no significant effect of fuel type on fuel consumption.

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