Engine Implementation Of Microalgae And
Jatropha Biodiesel Blends: A Review
Bharadwaj Dakoju, Chiranjeeva Rao Seela
Abstract:- Growing concern for the shortage of conventional fuels in future has inevitably led the researchers and scientists to develop new formulae to produce alternative fuels at a scale that can suffice the need of whole world. Microalgae and Jatropha biodiesels are two such potential biofuels which can be produced and used in place of conventional diesel. The present work covers the analysis of results from various researches done specifically using Microalgae and Jatropha biodiesels, their blends and nanoparticle emulsions. The reviews of observations made from the relevant works are stated. B20 blend of Microalgae biodiesel and B10 blend of Jatropha biodiesel have resulted in better performance and emission characteristics. And, addition of nanoparticles at 50ppm is known to escalate proper combustion.
Index Terms: Alumina, Biodiesel, Engine Performance, Exhaust Emission, Jatropha, Microalgae, Nanoparticles.
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1
INTRODUCTION
1.1 Current Scenario and Need Of Alternative Fuels The world has come far away from the fortune of consuming the vastly available conventional fuels that were predominantly running the wide spectrum of need based technologies on various levels of social developments across civilizations. Those fuels are now well anticipated to be extinct as they were meant to be because of their nonrenewable nature. Centuries passed constructing all the well-known machines that were efficiently running on those fuels. At this juncture of non-reliability on the traditional fuels, firstly alternative fuels have to be brought in and relevantly the machines have to be reshaped. The time has permitted lately to reframe and establish a whole new set of scientific possibilities which again reproduce the new age fuels that potentially replace the old ones with better benefits. The idea of generating newer energy is to find places from all natural resources that are promising and abundantly available in terms of quantity and renewability. The research now aims at not only producing but also causing least harm to the environment. One among such solutions is biofuels. These are extracted from organic stock such as plants and organisms and are processed to meet the combustion requirements by various techniques.1.2 Role of Biofuels as Alternative Fuels
Biofuels are becoming progressively interesting as an alternative to fossil fuels due to consistent increase in population, exhaustion of fossil fuels, global warming, and fluctuations of the crude oil rates. The biofuels made from the renewable resources could help to diminish the fossil fuel burning and CO2 emission. Biofuels made from biomass such as plants or organic waste can help to diminish the dependency on oil and CO2 discharge. These biofuels have the potential to cut CO2 emission since the plants use CO2 as they nurture. There is a wise choice in making a compromise between saving of fossil fuel energy and GHG emissions by using bio-fuel either to tally or as a blending component of engine fuel. Biofuels and bio yields from plant biomass would mitigate global warming. This could be due to the released CO2 in burning equals the CO2 taken up by the plants during photosynthesis and does not increase the net CO2 in the atmosphere. Moreover, biofuel production along with bio products could generate new income and employment opportunities in rural areas. The renewable biofuels are categorized based on technology used for production. In the
first Sugar, starch, vegetable oils, animal fats are considered. In the second, non-food crops, wheat straw, corn, wood, solid waste, energy crop are considered. Microalgae in the third and vegetable oils in the fourth-generation biodiesels are considered [2].
1.3 Biofuels and their Production
2678 Fig. 1. Transesterification Process [10]
Fig. 2. Biodiesel production by the Transesterification process [50]
The Botanical names, properties and the yield of various types of biodiesels are given in Table 1, Table 2 and Table 3 respectively.
1.4 Microalgae Biodiesel as Fuel
It would be vital to find a new clean energy source for the sake of mankind, challenges, prevalent global warming issues, economic viewpoint and better quality of life. Transportation, industries and homes and consumes about 70 percent of energy across the world and only 30 percent energy represent for electricity consumption. Biofuels derived from microalgae have lesser environmental impact compared to biofuels produced from vegetation and hence do not compete with food supply.
Table 1
BOTANICAL NAMES AND LOCAL NAMES OF BIODIESELS
Botanical name
Local
name Ref.
Botanical name
Local
name Ref.
Jatropha curcas Ratanjy ot [41,5 0] Gossypiu
m sp. Cotton
[41,4 8] Pongamia pinnata Karanja , Punga m [41,4 2] Nicotiana
tabaccum Tobacco
[41,4 2] Linum usitatissim um Linsee
d [47]
Thevetia peruviana Yellow oleander [54,5 3]
Cerbera Sea [45,4 Moringa Moringa [48,5
odollam mango 6] oleifera 2]
Azadiracht
a indica Neem
[52,5 5] Argemon e mexicana Mexican prickly poppy [49,5 8] Madhuca
indica Mahua
[56,5 7] Hevea brasiliensi s Rubber
tree [56]
Schleicher
a triguga Kusum [44]
Melia azedarac h Persian lilac [51,5 3] Ricinus
communis Castor
[43,5 9]
Simmond sia chinensis
Jojoba [54,5
7]
Table 2
COMPARISONOFSOURCESOFBIODIESELFORCI
ENGINE[3,4,5]
Crop
Oil yield (Litres per Hectare)
Coconut 2,689
Corn 172
Cotton 325
Castor 1307
Jatropha 1,892
Microalgae 1,36,900
Hemp 363
Palm 5,950
Mustard 572
Sunflower 1190
Rapeseed 974
Soybean 446
Table 3
FUELPROPERTIES OF VARIOUS BIODIESELS
Fuel CN
Densit y (Kg/m3 ) Viscosit y (mm2/s)
LHV (kJ/kg ) Flas h poin t (oc)
Pou r poin t (oc)
Refere nces
Diesel 47.
0 834.0 2.83
4258
8 62.0
-16.0 [13,1, 56] Cotton seed 53.
3 879.0 4.70
3817 5
165.
4 -0.2
[12,16 ,18] Jatropha 55.
7 878.7 4.51
3885 0
158.
5 -0.9
[41,15 ,58,44 ]
Karanja 55.
4 882.9 5.40
3649 0
163.
6 2.5
[50,44 ]
Neem 54.
2 876.2 4.72
3715 5
162.
5 6.1
[42,47 ]
Palm 61.
2 874.7 4.61
3708 0
161.
9 11.8
[45.55 ] Rapese
ed
50.
4 882.3 4.79
3782 0
158.
3 -7.0
[50,57 ] Soybea
n
51.
8 882.8 4.29
3775 0
158.
8 -3.0
[51,54 ] Sunflow
er
51.
9 882.9 4.53
3780 0
172.
0 -3.8
[53,57 ]
Coconut 61.
0 870.8 2.78
3798 5
127.
7 -3.8
[52,58 ,56]
Mahua 56.
9 874.5 5.06
3688 0
150.
6 4.0
[14,50 ]
Peanut 54.
9 882.9 4.77
3805 0
174.
5 -2.7
[44.52 ,58] Waste
cooking 56.
2 880.6 4.75
3788 0
161.
7 -0.3
[42,46 ,48] Rubber
seed
50.
4 882.3 4.79
3782 0
158.
3 -7.0
[46,56 ]
for its culture and land use, grows in wastewaters; it uses areas not suitable for agricultural works; the cultures can be encouraged to produce a high concentration of feedstock; it can be harvested without the use of chemical agents like fertilizers and pesticides; it produces value-added co-products and represents the only better source of renewable fuels which is capable of meeting the global demands of energy for transportation. Several pollutants can be reduced if biofuels from different microalgae species are used. Different fuels can be produced from algae and microalgae for biofuels. Through fermentation, ethanol can be produced; bio-oil through pyrolysis from anaerobic digestion, methane and hydrogen can be obtained; biodiesel from oil trans-esterification and fuel gas from gasification [9]. Therefore, research on algae for the large-scale production of biodiesel could be a better option for times ahead. The algae production is everywhere, even on wastewater or sewage by industries and domestic subjects. The microalgae grow very fast and thrive in harsh condition due to their unicellular or straight forward multicellular structure. Microalgae average biodiesel production can be 10 to 20 times higher than the other vegetable or seed oils are shown in Table 1. Algae are a rich source of energy oil as well as provides very high yield per hectare [3, 4]. The microalgae are prokaryotic or eukaryotic photosynthetic microorganisms and have greater photosynthetic efficiency compared to terrestrial plants [5, 6]. The properties of microalgae biodiesel are very near to that of diesel, their blends and any percentage of volume can be used without any modification in operating test engine. Microalgae biodiesel is one of the most worthy replacements of petroleum fuel as it is better renewable biodiesel, innocuous eco-friendly and potential green fuel for diesel engine and also have a reasonable product of combustion when compared with petroleum fuel [7].
1.5 Jatropha Biodiesel as Fuel
Recently, the use of edible vegetable oils and animal fats for biodiesel production has been of great concern to the human food chain. As the demand for vegetable oils for food has increased enormously in recent years, it is not possible to justify the use of these oils for biodiesel production. Moreover, these oils would be of a matter of greater expense to use as fuels. Hence, the role of non-edible oils such as Jatropha will be very significant for biodiesel production. Jatropha is a small (8–10 m) deciduous tree. It is mainly known for its medicinal purposes. The economic yield stabilizes within 4–5 years of its plantation. It can produce about 1.6 megatons of oil per hectare per year in its average lifespan of 50 years. After undergoing transesterification process, Jatropha is used as JOME in the engine so that it may not clog and block the valves of the engine. It is having appropriate potential to be a future replacement for diesel oil [11]. The adaptation of Jatropha oil to the diesel engine could be made possible by using neat Jatropha oil by a dual tank approach, blending the Jatropha oil with diesel and generating methyl or ethyl esters through transesterification process. The hydrocarbon chains of biodiesel are generally 16-20 carbons in length and contain oxygen at one end. Biodiesel contains about 10% oxygen by weight and could result in poor oxidation stability. Biodiesel does not contain any aromatic hydrocarbons, sulfur, metals or crude oil residues. Oils and fats are mainly water-insoluble and are made up of 1 mol of glycerol and 3 mol of fatty acids called as triglycerides. Some properties of vegetable oils vary from animal fats because of their origin. Vegetable oils constitute
97% triglycerides and 3% as di and mono glyceride. The higher viscosity of Jatropha could contribute to higher carbon deposit in the engines and also cause some durability problems. However, the higher cetane number and calorific value that is nearly equal to diesel fuel makes it possible to use Jatropha oil in diesel engines [10]. Additionally, the higher flash point of Jatropha oil makes it safer to contain and handle than petroleum diesel; 210°C is the temperature at which it will ignite when exposed to a flame. On the other side diesel can ignite at 45-55°C. Their calorific value lies in the range of 39-40 MJ/kg, which is evidently lower than those of diesel fuels (about 45 MJ/kg). The presence of chemically bonded oxygen in vegetable oils lowers the heating value by 10%. The pour and cloud point of vegetable oils is higher than that of diesel fuel [10]. The Government of India launched the National Mission on Biodiesel in April 2003 under National Policy on Biofuel, declaring Jatropha curcas as the most suitable tree-borne oilseed for biodiesel production in India. The Bureau of Indian Standards (BIS) has already prepared a standard (IS-15607) for B100 biodiesel, which is the Indian adaptation of ASTM D-6751 and EN-14214 [34].
2
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LENDSThe literature presents the research that was already prevalent in the area of alternative fuels, specifically biodiesels and also to find research gaps for conducting a feasible experiment which drives the research further. This literature has been conveniently categorized into two parts based on influence of Microalgae biodiesel and Jatropha biodiesel on performance and emission characteristics of various diesel engines.
2.1 Engine Implementation of Microalgae Blends
2680 The experiment was conducted using a four
cylinder-turbocharged common rail direct injection diesel engine at four loads (25%, 50%, 75% and 100%) made to run at 2000 rpm. Three blends (10%, 20% and 50%) of microalgae oil methyl ester (MOME) and a 20% blend of waste cooking oil methyl ester were compared to petroleum diesel. The impact of microalgae biodiesel-petroleum blend fuel was compared to 20% waste cooking oil methyl ester-petroleum diesel blend and petroleum diesel. It was observed from the experiment that BTE at 25% engine load is higher than that of D100. D50A50 had the highest BSFC, consistently at all engine loads. The higher BSFC of biodiesel blends could be attributed to the lower calorific values than petroleum diesel. The changes in BSFC and BTE are due to a spectrum of factors including combustion of oxygenated fuels and variation in calorific value. The BSFC of MOME blend D50A50 increased 9.3%, compared to that of D100. This drop is due to the 11% less calorific value of pure MOME than diesel. Due to higher fc, the BTE of all biodiesel blends were reduced. There was an increase in NOx emissions for MA biodiesel blends compared to D100 at all loads, except for D90A10. UHC emissions were greatly reduced for MA biodiesel blends; whereas 20% waste cooking oil methyl ester-petroleum diesel blends followed the same UHC emissions trends as petroleum diesel. Yousef Haik et al., 2011 [14] has carried out an experimental study to use raw Algae oil and its methyl esters in an indirect-injection diesel engine. Influential effects of engine speed, engine load output, injection timing of the algae biofuel and engine compression ratio on the engine output torque, maximum pressure and maximum heat release rate have been studied. Raw oil extracted from microalgae and two versions of its methyl ester (0.1 and 0.2 methyl ester versions) have been tested as well as its blend with diesel fuel (50/50). The study is conducted to cover five different types of fuels: Base diesel fuel, Algae oil methyl ester (0.2), Algae oil methyl ester blended with diesel at 50/50 ratio, Raw Algae oil and Algae oil methyl ester (0.1). The algae oil ME exhibited more combustion noise, less engine torque output and slightly higher heat release rate compared to the diesel fuel or raw algae oil. Using lesser methanol (10%) in producing algae oil methyl ester resulted in a better performance of the engine. Al-lwayzy and Yusaf, 2017 [15] organized an experiment on performance and exhaust emission using Microalgae Chlorella Protothecoides biodiesel and their blends as a clean and renewable fuel due to its different characteristics on a diesel engine. The analysis conducted using the variant statistical test (ANOVA) concluded that in MCP-100 secondary emission was produced as compared to diesel. In MCP-100, reduction in brake power, torque, CO2 and CO was observed. While there is an increase in primary fuel consumption and O2 emission as compared to diesel respectively. Farhad M. Hossain et al., 2017 [16] has primarily used surrogate fuel to investigate advanced internal combustion engine fuels. This research introduced five different chemical groups found in microalgae HTL bio crude to design a surrogate fuel which was actually miscible with diesel at all percentages. The experiments were conducted on a EURO IIIA turbocharged, six-cylinder, common-rail and direct-injection diesel engine to test engine performance and emissions. Both BP and IP linearly increased with increase in engine load for the reference-diesel and surrogate blends. No noteworthy changes in either BP or IP among the fuels were noted. This is mostly due to the close calorific value of MA HTL surrogate
load condition. Ramón Piloto-Rodrígueza et al., 2018 [20] has produced a critical review about the impact of the use of microalgae biofuels to power diesel engines. Reduction of power output is generally reported. The blend that brings results closer to diesel fuel is B20. The use of emulsions instead of blends or neat biodiesel proves a promising alternative with more reduction in CO2. The use of emulsions instead of blends or neat biodiesel is a promising alternative with important reductions of CO2. E. Sadeghinezhad et al., 2013 [21] made a research review that involved biofuel performance in an IC Engine and relevant economic aspects. The review has shown that biofuel has lower heating value in comparison to diesel fuel so it is consumed more in fuel-break mean effective power ratio. Niraj S. Topare et al., 2011 [22] researched over the prospect of making biodiesel and evaluate diesel engine’s performance. From the exhaust gas analysis it is observed that CO2 gas percentage of biodiesel is very lower than the diesel and also from the blend of 20% biodiesel. It reduces greenhouse effect on our environment by reducing CO2 gas emission. It is very friendly with environment because it increases percentage of O2 in exhaust gas than the ordinary diesel. Hariram and G. Mohan Kumar, 2013 [23] analyzed the Combustion parameters on a Kirloskar single cylinder DI CI engine. Algal oil methyl ester (AOME) was derived from microalgae (Spirulina). The AOME was blended with neat diesel in 5%, 10% and 15% blend ratios. AOME 15% blend exhibits significant variation in cylinder pressure and rate of heat release. At high loads, the oxygen release by AOME becomes less significant because of its change of state from molecular oxygen to atomic oxygen. Moderate variation is seen in thermal efficiency form 1.5% to 4%. The chemical bonding between carbon and oxygen plays a vital role in the supply of oxygen during the combustion. The combustion chamber contains oxygen in the micro air fuel particle which also enhances the combustion characteristics. As the blending ratio increases, the specific fuel consumption increases slightly higher than Straight diesel which indicates the presence of more atomic oxygen in the fuel particles. Gökhan Tüccar et al., 2014 [24] experimentally evaluated the effects of the fuel blends of Microalgae biodiesel, Butanol and Diesel (D80B20, D70B20But10, D60B20But20) on the performance and exhaust emissions of a diesel engine. The concentration was laid on the feasibility of Butanol to be added to Diesel-Microalgae biodiesel blends. The high viscosity of MB was compensated by mixing it with diesel fuel or butanol. The brake power and torque were found to decrease with the addition of microalgae biodiesel and butanol. The highest BSFC was noted for D60B20But20. Butanol addition increased the fuel consumption for biodiesel diesel blends (D60B20But20 and D70B20But10) compared to D80B20 and diesel. Due to lower calorific value of Butanol BSFC at D70B20But10, D60B20But20 is higher when compared with diesel and D80B20. Increase in NOx value is evident with MB addition to diesel. This effect may be due to from higher combustion temperature which is due to extra oxygen content of MB. CO emissions of blends are lesser than diesel due to the oxygen content of biodiesel that makes the combustion more complete. Butanol addition to MB-diesel blend further decreased CO emissions in contrast to D80B20. The lower C/H ratio of alcohols compared to MB gives benefit in CO emissions using alcohols blends. It is concluded that even though Butanol addition produced a slight reduction in torque and brake power, the values of emissions of the engine were
enhanced. Therefore, Butanol can be used as a very favorable additive to diesel–microalgae biodiesel blends. Gökhan Tüccar and Kadir Aydın, 2013 [25] have experimentally analyzed Fuel properties of blends, pure microalgae biodiesel and the performance characteristics and exhaust emissions of the engine fueled with blends. Microalgae biodiesel was blended with diesel fuel with in volumetric ratios of 5%, 10%, 20% and 50%. The reason for this reduction could be because of incomplete combustion of the fuel due to lower cetane number of MB. For all blends the maximum power output was obtained at about 2400 rpm. Torque output values reduced with the increase in concentration of MB in the blends (an average of 5.3% reduction for B100 compared to diesel fuel). There is an average reduction of 9.4% in CO emission values when microalgae biodiesel was used instead of straight diesel fuel. These lower CO emissions of biodiesel may be due to its higher oxygen content compared to diesel. The extra oxygen molecule present in the biodiesel chain might have been used to convert some of the CO into CO2 during combustion, thus CO production is reduced. The results showed that, even if microalgae biodiesel caused a slight reduction in torque and brake power values, the emission values of the engine using microalgae biodiesel were improved. Rinaldini, C. et al., 2014 [26] carried out an experimental work on a 4-stroke, 4-cylinder, Diesel engine, running on standard Diesel and on Microalgae (B20). Engine performance and emission parameters have been tested over the whole engine operating range. In most of the operating conditions, B20 yielded the same performance as of the Diesel. There was no remarkable difference in SFC between two fuels. In both cases HC emissions were lower than 10 ppm and CO emissions lower than 0.05% in the whole engine operating range. A little decrease in Oxygen was observed in B20 at high loads. As far as CO2 is concerned, an increase up to 10% was seen at low speed. It was found that the use of B20 showed a very small decrease of load performance (lower torque and higher SFC) on full load.
2.2CONCLUDING REMARKS
In conclusion to all the experimental investigations, it is quite evident that Microalgae biodiesel can be used as a supplement to the regular diesel as it gives out better results that are ecofriendly. Though the addition of microalgae biodiesel is invariably decreasing the torque and speed due to its higher viscosity, the fuel is promising an improvement in emission parameters. Also, the addition of Butanol is still leading to a better combustion and results. The unburned carbon molecules combine with the surplus oxygen molecules available in the composition of biodiesel and reduce CO emissions which are more harmful to the environment than any. This can be better achieved by surrogate blends also. B20 blend is found to be giving reasonably good results in terms of combustion, engine performance (Thermal Efficiency and Specific fuel consumption) and emission controlling objectives.
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LENDS2682 used are pure diesel (B0) and pure Jatropha biodiesel (JB100)
and are used on a double cylinder, constant speed, direct injection diesel (compression ignition) engine. The experiment is conducted at 1500 rpm a rated speed and load is varied. At low load condition the difference between the values is 6-8% of simulation and experiment for both Diesel and Jatropha. At higher load condition the simulated value and experimental results are close enough in case of diesel (29.69% and 28.65 %) and differ in case of Jatropha (27.45% and 21%). At low load condition, the simulated value is 0.60 kg/kWh, whereas the experimental value is 0.73 kg/kWh for Jatropha biodiesel. At higher load condition the simulated value and experimental results with Jatropha biodiesel and diesel are close enough, 0.4529 kg/kWh and 0.49 kg/kWh for Jatropha biodiesel and 0.3229 kg/kWh and 0.313 kg/kWh respectively. The brake torque decreases with the increase in biodiesel percentage due to the fact that the heat content of biofuel is lower than that of pure diesel and hence the blends formed have lower heating values than that of the pure diesel. The primary reason of the particulate emission (PM) from CI engine is improper combustion and combustion of heavy lubricating oil and smoke formation takes place primarily in the fuel-rich zone of the cylinder, at high temperatures and pressures. Both the smoke emissions and PM for all the blends show a significant decreasing trend initially which is due to the incomplete combustion at low loads. Making a comparison between the blends, it was observed that an increase in biodiesel share in the blends reduce the PM and smoke emissions which is primarily due to the complete combustion of the biodiesel, owing to the higher oxygen content in it. The higher cetane number of biodiesel could also be a reason for this phenomenon. This may lead to a slight decrease in performance but improves emission significantly which is all it is needed. Ankur Nalgundwar et al., 2016 [28] conducted an experimental study to evaluate a dual biodiesel blend, mixture of two different kinds of biodiesels namely Jatropha (Jatropha curcas) and Palm (Elaeis guineensis) in diesel, in a single-cylinder DI diesel engine with varying loads after going through physical properties analysis. D90JB5PB5, D80JB10PB10,
D70JB15PB15, D60JB20PB20, D50JB25PB25,
D40JB30PB30, D20JB40PB40 and D0JB50PB50 were the blends prepared. Diesel is thermally less stable than vegetable oils and biodiesel as suggest by thermal stability studies on diesel. This is fairly due to a greater tension in chains of complex structure of oils of vegetable and biodiesel. D90JB5PB5 blend showed a slight increase in brake power of average 4.65% than diesel. The average reduction of BSFC for D60JB20PB20 is observed at 2.55%. In contrast, other samples showed an increase in BSFC. The higher density of biodiesel indicates that the fuel injection pump is inevitably delivering more fuel mass to the engine for the same output power. Higher viscosity causing improper mixing of biodiesel blend with air will increase BSFC due to weak atomization of fuel. Lower CV of higher biodiesel blends also responsible for increased value of BSFC. It was observed that with increased biodiesel percentage, thermal efficiency decreases. However, as the blending percentage of biodiesel was increased beyond 30% by volume, the BTE continued to increase. This was accredited to high oxygen content of biodiesel resulting in good combustion of fuel. Increase in thermal efficiency is also contributed by higher in-cylinder temperature. Incomplete combustion of fuels results in formation and emission of CO. A 15% average increase than diesel in CO emissions was
shown by D0JB50PB50. Higher CO emissions by higher biodiesel blends resulting can be justified by the fact that they have high viscosity and poor air–fuel mixing resulting in trouble to atomize the fuel. When engine load is made higher, the richer air–fuel mixture on combustion produces more CO. CO2 is formed when there is adequate amount of oxygen present during formation of CO as product of combustion. The higher biodiesel blends, D70JB15PB15, D60JB20PB20,
D50JB25PB25, D40JB30PB30, D20JB40PB40 and
BTE, BSFC, smoke opacity, CO, HC, NOx, etc., have been made. Engine performance in terms of higher BTE and lower emissions (HC, CO, NOx) with SOME operation was observed compared to HOME and JOME operation. There is a stable increase in efficiency as the load increases in the diesel, HOME, JOME and SOME operations. The BTE is always the lowest with JOME when compared with other fuels. This is because of poor mixture formation as a consequence of the low volatility, higher viscosity and density of the Jatropha oil. HC emissions with biodiesels were notably higher than those of regular diesel. Relatively lower volatility and poor atomization of biodiesels compared to diesel oil is responsible for this trend. NOx emissions were observed to be higher for diesel operation compared to biodiesels. Heat release rates of biodiesels were lesser during premixed combustion stage, which eventually lead to lower peak temperatures. It is concluded that compared to neat diesel operation, HOME, JOME and SOME result in poor performance associated with higher emissions. The HC and CO emissions with SOME, HOME and JOME are found to be slightly more than the diesel operation. All the esters resulted in slightly higher smoke emissions than diesel and it is attributed to the incomplete combustion because of their higher viscosity and lower volatility. MM. Rashed et al., 2016 [31] investigated about the diesel engine performance and emission characteristics fueled with Moringa biodiesel and compare them with the performance and emission characteristics of Palm biodiesel, Jatropha biodiesel and Diesel. Only 20% of each biodiesel (MB20, PB20 and JB20) was tested in diesel engine. At all test speeds, the blends MB20, PB20, and JB20 have seemed to reduce the brake power by 8.03%, 6.92%, and 8.75% than diesel. In terms of BSFC, the fuel samples of MB20, JB20 and PB20 increase the BSFC by 8.39%, 7.15%, and 5.42% respectively, than diesel. Always, higher fuel consumption is the result of lower calorific value and higher density of biodiesel, which causes the higher amount of injection for the same volume. Among the biodiesel blends, PB20 provides the lowest BSFC, followed by JB20, and MB20, given that palm biodiesel has the highest calorific value with the lowest density than do Jatropha and moringa biodiesel. On average, the blends MB20, JB20, and PB20 reduce the CO emission by 22.93%, 27.23%, and 32.65%, respectively, as compared to diesel fuel. This can be explained by the higher oxygen contents and higher cetane number of biodiesel fuel. Blends PB20, JB20, and MB20 reduce HC emission by 30.26%, 19.73%, and 11.84% (on an average), respectively. Also, lowering HC emission for biodiesel fuel can be clarified by the higher cetane number and higher oxygen contents of biodiesel fuel. Among the biodiesel fuel samples, PB20 gives the lowest HC emission, followed by JB20 and MB20; which can be elucidated by the degree of saturation of the fatty acids. All biodiesel fuel blends reduce BP and increase BSFC than diesel. As engine emission results indicated, the blended fuel reduced the average CO and HC emissions except NO emissions than diesel fuel. Among all the biodiesel-blended fuels, Palm biodiesel showed better performance and negligible emission than Moringa and Jatropha biodiesels. Although, PB20 has shown better performance, the performance of MB20 biodiesel blend is comparable with other fuels. Correspondingly, B20 blend of Moringa biodiesel can be used in a diesel engine without any modification in engine. M. J. Abedin et al., 2014 [32] conducted an experiment on a four-cylinder diesel engine fuelled with B10 and B20 blends of palm
2684 that biodiesel from nonedible oil like Jatropha could be a good
alternative fuel for diesel engine in the near future considering the decentralized energy production.
3.1 Concluding Remarks
In conclusion, after analysing the whole literature it is understood that the BTEs of the Jatropha biodiesel oil and its blends were found to be lower than diesel fuel over any range. The possible reasons for this reduction are lower CV and increase in BSFC of JME and its blends as compared to diesel fuel. The BSFC in case of Jatropha biodiesel and its blends were also found to be higher than diesel fuel. This is mainly due to the combined effects of the relative fuel density, viscosity and heating value of the blends. JB20 blend has the highest viscosity in more complete combustion of the blends. Jatropha biodiesel shows lower HC and CO emission than Diesel. These reductions of emissions could be due to complete combustion of fuel there is slight increase in CO2 when Jatropha is used. In view of comparable engine performance and reduction in most of the engine emissions, it can be concluded and biodiesel derived from Jatropha and its blends could be used in a conventional diesel engine without any modification.
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ATROPHAB
IODIESELST
OGETHERDevendra Singh et al., 2015 [34] studied the transient performance and emission characteristics of a heavy duty diesel engine fuelled with B100 fuels (BJ and BA) were studied over European Transient Cycle. B100 biodiesels would make interpretation of results easier. Since, Microalgae is a promising feedstock for producing renewable fuels for diesel engine, its comparison with J. curcas feedstock advantages study. A series of experiments were conducted on a four stroke, direct injection, six-cylinder, water-cooled heavy duty diesel engine coupled with a transient dynamometer (440 kW), deployed to run the ETC. It was observed that from both BJ and BA fuels, engine developed power and BTE were almost similar to petroleum diesel, but their BSFC values were higher than petroleum diesel during the ETC. BSFC of the engine fuelled with BJ was approximately 11% higher than diesel and it was only 4% higher for BA fuel. The higher BSFC values are connected to the lower calorific values of both biodiesel fuels. It is essential to note that BA fuelled engine recorded 6% lower BSFC than the one with BJ fuel, due to its higher calorific value over BJ, both fuels otherwise having similar densities. Therefore it may be stated that BA outperformed BJ in terms of BSFC. Brake thermal efficiency (BTE) of the engine is highest in rural mode, followed by motorway and lowest in urban modes. Also, it can be seen that BJ and BA fuelled engine reduce CO emission by 32% and 27%, and HC emission by 40% and 33% respectively against petroleum diesel. This reduction occurred owing to higher CN and presence of oxygen around 10.37–12.25%, which aided in better combustion efficiency than petroleum diesel. Further, it may be interpreted that the CO and HC emission values of BJ are on par with BA. It is observed that, CO is the highest for diesel, lowest for BJ and it is slightly higher than BJ but considerably lower than diesel for BA. Poor mixing of fuel and air during transient operating conditions might result in frequent increase and decrease of HC. However, it is interesting to observe that average HC emission was least in rural mode (maximum average torque) and relatively greater in motorway mode
(lowest average torque). This strongly suggests that HC emission is inversely related to engine load. The use of neat biodiesel fuels BJ and BA have resulted in significant drops in transient PM, HC and CO emissions compared to diesel, but NOx is remarkably higher. The BSFC, for the engine fuelled with BJ and BA, were higher than diesel. For all fuels, BSFC was lowest in rural mode and highest in urban mode. Conversely, BTE was highest in rural mode and lowest in urban mode. BA biodiesel prepared from C. Variabilis, a marine strain, may be considered as a favorable alternative fuel for CI engine which not only performs well but can also be produced sustainably through cultivation of marine microalga in coastal areas using seawater as medium of culture.
5
O
VERALLC
ONCLUDINGR
EMARKSThe literature above has enhanced our knowledge in the area of biodiesels, specifically about Microalgae and Jatropha biodiesels. Both are found to be best of a few potential alternatives for the conventional diesel as fuels to the CI engines. They can add up to or replace the traditional petroleum diesel partially or entirely. In Microalgae biodiesel blends, B20 is informed to be the best and in Jatropha biodiesel blends B10 is identified as best. The performance parameters like Brake Power, Brake Thermal Efficiency and Brake Specific Fuel Consumption are always greater than diesel as reported. Also, the emission characteristics have always shown a better trend than diesel leaving a penalty of increase in NOx. In comparison, Microalgae out performed Jatropha in terms of engine performance parameters when engine was operated only with the ETC. Therefore, Microalgae biodiesel and Jatropha biodiesel are found to be better at giving engine performance and emission characteristics
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[43]S.Chiranjeeva Rao, B.Ravi Sankar, ―Investigation on CI Engine with Nano Sized Zinc Oxide added Mahua Methyl Ester Blends‖, International Journal of Ambient Energy,
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[44]Chiranjeeva Rao Seela , Ravi sankar Bhuvanagiri and Rajesh Bathi ― Effect Of Nano Al2O3 Added Jatropha Methyl Ester On CI Engine Performance And Emissions ―Rasayan Journal of Chemistry Vol. 10, Issue 10, pp -1189-1193, October – December, 2017 ISSN: 0974-1496 , e-ISSN: 0976-0083 . Scopus Indexed
[45]Chiranjeeva Rao Seela , B. Ravi sankar , B.M.V.A. Raju ―A GRNN based frame work to test the influence of nano zinc additive biodiesel blends on CI engine performance and emissions ― Egyptian Journal of Petroleum, Accepted ELSEVIER
[46]Chiranjeeva Rao Seela, B. Ravi Shankar, D. Kishore, MVS. Babu ―Experimental analysis on a DI diesel engine with cerium-oxide-added Mahua methyl ester
blends‖, International Journal Ambient Energy, Published online on 10th August, 2017. ISSN 2162-8246, Indexed in ESCI.
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[53]S. Chiranjeeva Rao, Vinod Babu Ch, M. Vykunta Rao, ―Techniques of Tar Removal from Producer Gas- A Review‖, International Journal of Innovative Research in science, Engineering and Technology, Vol.4, Issue 2, Pp:258-266, Ess & Ess Research Publications ,February 2015. , ISSN : 2347-6710 [54]D. Venkata Rao, K. Prasad Rao, S. Chiranjeeva Rao,
R. Umamaheswara Rao ―Design and fabrication of power generation system using speed breaker‖, International Journal of current engineering and technology, Volume-4, Issue-4, PP 2697 – 2702 August-2014 , inpressco, ISSN : Electronic-2277 – 4106, Print-2347 - 5161
[55]S.Chiranjeeva Rao, D.Venkata Rao and M.Vykunta Rao ― Performance analysis of an air driven engine modified from si engine ― International Journal of Engineering Research and Technology Vol.3 No.4 Pp:1440- 1447October 2013. International Research Publication House,iSSN 0974 –3154.
Technology ( IJERT) Vol.2. issue -9 Pp:576 – 579, Sep 2013, International Research Publication House, iSSN 0974 –3154.
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![Fig. 2 . Biodiesel production by the Transesterification process [50]](https://thumb-us.123doks.com/thumbv2/123dok_us/8619986.1409694/2.612.321.568.56.458/fig-biodiesel-production-transesterification-process.webp)
