1

ABSTRACT

Petroleum and its products are a direct or indirect necessity for worldwide transportation. These
petroleum products will go extinct in the next 100 years based on use. Researchers are focused
on creating alternative energy sources that can protect current energy sources. While ethanol
and neem blends with diesel have both been studied in the past, there has been less research
done on neem and ethanol blends with diesel. Most fossil fuels and traditional energy sources
have seen rapid use over the last few decades. Fossil fuel combustion has contributed to a
variety of environmental issues, including an increase in CO2 levels, ozone layer loss, the
greenhouse effect, and more. As a result, fossil fuels are directly to blame for the increase in
global temperatures as well as numerous other health issues like asthma, lung disease, and
various skin issues. Consequently, biodiesel should be used to reduce air pollution. Ethanol
biodiesel is being used as an alternative fuel for vehicles in various nations. In India, a wide
range of feedstocks, including bagasse, sugarcane, cereals, wheat, cassava, sunflower, sugar
beet, and others, are available for the production of ethanol and biodiesel.

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 CHAPTER 01

INTRODUCTION

1. INTRODUCTION

As conventional fossil fuels have been used up quickly and environmental worries over the effects of
energy conversion technology have grown, a variety of energy sources have been used recently. Plant
oils are typically used in the creation of stationary energy. The engine's inventor, Rudolf Christian Karl
Diesel, toyed with the idea of using groundnut oil in compression ignition engines. These results
confirmed the viability of using vegetable oil in internal combustion engines.Concerns are also raised
about the possibility that their greater costs compared to petroleum made from crude oil could make them
obsolete soon.
Algae, animal fats, trash, and oilseeds (either edible or inedible oil) are the four most common sources
of biodiesel feedstock. A variety of oxygenated feedstocks can be turned into "biodiesel" by
transesterifying lipid lipids into methyl or ethyl esters. Vegetable oil, both edible and non-edible, will be
extracted and processed from oilseeds. Either edible or inedible vegetable oils, used waste oil, and fat
are three different types of biodiesel feedstock. Depending on their climate and soil, some nations replace
diesel fuel with biodiesel and vegetable oils. Vegetable oils' high viciousness, which causes coking,
trumpet development on injectors, and subpar atomization, is their biggest flaw. Over time, this results
in functional problems such as engine deposits. In comparison to petroleum diesel, biodiesel has a lower
thermal value, storage and oxidative stability, and cold operability. The staple value has also increased.
The use of refined oils in contemporary writing raises a number of ethical questions, but the "food vs.
fuel" argument is by far the most important. The risk of food insecurity and rising costs is made worse,
particularly in developing countries, by the growing need for fuel in developed countries. It is suggested
to use vegetable oils because they are secure, good for the environment, and biodegradable. Vegetable
oils have most of the qualities needed for lubricant applications because of the high relative molecular
mass of triacylglycerols. Some of these characteristics include a thick file, intense grease quality, a high
glimmer point, and incredibly low instability. They exhibit poor hydrolysis, oxidation, and thermal
characteristics at low temperatures because of their high unsaturation level and high carboxylic acid
concentration.

1.1. Utilizing biodiesel for non-edible oil

The cost of gasoline is rising, which has rekindled interest in the development of biofuels. We must find
a less expensive alternative feedstock as producing biofuels from oils of food-grade quality is not

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especially cost-effective. In contrast to their culinary counterparts, non-edible oils including olive oil,
neem oil, vegetable oil, mahua oil, and rice bran oil are widely accessible and reasonably priced. The
most crucial variables are the price and accessibility of raw resources. The cost of the feedstock is the
hurdle to the commercialization of biodiesel, however it can be decreased by swapping edible
components for non-edible ones. The tension between food and fuel is resolved by making biodiesel
from edible oils.
The amount of blending, reaction temperature, alcohol to fat ratio, kind of catalyst, handling, impact of
FFA, concentration, biodiesel storage, and biodegradability are only a few of the factors that might
influence the production of biodiesel from non-edible oils. A larger ratio of alcohol to grease leads to a
higher conversion rate but a lesser recovery because the transesterification catalysts are insufficient in
comparison to an acidic activator. The boiling point of the alcohol, which controls the rate of the reaction,
is near to the site of action. Methanol yields a larger amount of biodiesel than butanol and ethanol.
Biodiesel was produced using less ethanol. The creation of biodiesel is less affected by the presence of
unbound fatty acids than it is by the presence of water. After acid esterification, the FFA concentration
shouldn't go above 2% due to ester conversion.

1.1.1. NEEM BIODIESEL

Most of Asia is home to the neem tree (Azadirachta indica), a plant belonging to the Meliaceae family.
Acidic, alkaline, and salty soils are only a few of the several types of soil conditions where Melia
Azadirachtin thrives. The tree's harvested, dehydrated, and crushed seeds were used to make the oil.
Neem oil is light to medium brown in color, tastes bitter, and smells of raw garlic and peanuts. The
abundance of triterpenoid molecules, which are produced from triglycerides, is what makes things bitter.
Surfactants will be used in its creation. A mature neem tree can grow up to 20 meters tall. It has a straight
trunk and tall, wide branches that come together to produce a rounded crown. The overall toxicity of the
tree has implications for both the spiritual and the secular worlds. One of Asia's most important and
useful trees is the neem. has numerous byproducts with monetary worth. The tree is helpful in medicine
due to its anti-allergic, anti-fungal, insecticidal, and educative characteristics.

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Neem is commonly suggested in biology for conservation, reforestation of desert areas, soil restoration,
and planting ornamental and shade trees beside streets. By creating seeds, neem reproduces both
vegetatively and asexually. At the start of the rainy season, the sector's seeds are sown. 330 HAR1 plants
will comply with Creative Commons if they are spaced 5.5 meters apart. It works well to transplant
seedlings under a year old (330 plants HAR1). Seedlings are watered for the first two years, depending
on the circumstances. Once established, the neem tree takes little maintenance and simply sunlight to
develop. Both strong winds and drought are not a problem for it. Neem trees develop quickly up to the
age of five, after which their growth slows down.

1.1.2. ETHANOL BIODIESEL

Sugar cane, sorghum, cassava, corn, barley, sugar, and molasses are all plant resources that can be
fermented into alcohol., as well as other similar substances, agricultural wastes like straw, feedstock, and
waste wood can be transformed into ethanol, a renewable fuel derived from biomass. Ethanol might work
as a fuel for spark-ignition engines due to its high octane rating. In contrast, due to their somewhat high
cetane ratings, vegetable oils and biodiesels are efficient diesel fuels. Diesel fuel will have reduced
lubricity with the addition of ethanol, which could hasten the deterioration of fuel pumps with delicate
designs. Ethanol has a lower heating value and viscosity and requires less modification to the fuel
delivery system to reactivate the engine. The viscosity, lubricity, energy content, blending stability, and
cetane number of diesel fuel are all impacted by the addition of ethanol. Corrosion resistance and material
compatibility are also important considerations. Fuel analyses should give security considerations top
priority. Finally, the relevance of groundwater contamination has raised a significant issue about the
biodegradability of fuels.
1.2. BIODIESEL PRODUCTION TECHNIQUES:
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Edible and non-edible oils, despite significant cost disadvantages, are both reasonable and effective
replacements for renewable fuel because of their sensible physical features. Biodiesel production from
petroleum is a productive method.

1.2.1. PYROLYSIS

Even in the absence of air, the technique can be stopped by using the process of pyrolysis. A catalyst and
energy are both involved. The molecules were only partially freed from the lock by the attraction chains.
It has a diesel motor-like construction.

1.2.2. MICRO-EMULSIFICATION

The droplet diameters of stable clears mixture equilibrium dispersions in micro emulsions range from 1
to 150 nm. MICRO-EMULSIFICATION, 1.2.2. The homogeneity of the oil is decreased by the micro
emulsion. Micro emulsion oil is created when any dispersion or component is added to oil along with
alcohol and a surfactant.

1.2.3. REDUCTION

Another approach to lowering oil content involves adding chemicals like solvent, ethyl alcohol,
and diesel fuel in carefully calibrated amounts. Diesel can be used with oil to lubricate the
engine.

1.2.4. TRANSESTERIFICATION

The R cluster of any alcohol substitutes the R cluster of any molecule during transesterification, 1.2.4,
making it the most effective procedure for creating biodiesel. Using this method, different alcohols can
also be used in place of the compound's alcohol. They were consequently referred to be alcoholics as a
group. Usually, the chosen catalyst or enzymes will be utilized to finish this process. The amount of
carboxylic acid used to make esters affects the characteristics of the biodiesel fuel. To choose fatty acids,
two values are used: the first value, which reflects both the first value, which represents the total number
of double bonds in the carboxylic acid, and the second value have a maximum range.
1.3. BIODIESEL PRODUCTION USING RAWMATERIAL

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 1.3.1. the use of vegetable oil

Moisture shouldn't be present in the oil because it could deplete the catalyst's concentration by eating
away at it. As their buildup at the bottom of reaction vessels limits the separation of glycerol phases
during biodiesel recovery, pollutants and sediments must be absent. Although high FFA oils can also be
employed, they must have an FFA percentage below 1%; the yield, however, it totally depends on the
catalyst and the kind of oil.

1.3.2 LIQUOR

Methanol and ethanol are used in nearly pure forms. Methanol is used more frequently than ethanol in
operations because of its fundamental structure and transesterification reaction.

1.3.3 CATASTROPH

Sodium and potassium hydroxides are widely used as catalysts in processes, even though their respective
alkalides can also perform this function. It was found that between 14 and 15 percent of the water that
cannot be recovered is present in the highest quality potassium oxides. Carbonates should be maintained
to a minimum in the catalyst since they contaminate the final ester. Additionally, sodium hydroxide-
based beds have delivered outstanding outcomes. While at work. Any efficient catalyst may be employed
because the reaction only needs a small amount of it.

1.3.4. Animalfat

Currently, the manufacturing of biodiesel uses lard, tallow, beef, and gang-pi. Tallow is the most often
utilized animal fat because of its high content of saturated fat and greater melting point than room

temperature. 1.3.5. Waste cookingoil

Refuse cooking oil is viewed as an endless source of energy due to the fact that millions of tonnes of
wasted cooking oil are stored each year all over the world. These oils are produced by the breakdown of
both vegetable oils and other chemicals. Additionally, these oils and brand-new ones don't differ
significantly from one another. The oils can also be heated and purified of solid impurities to make them
acceptable for biodiesel synthesis. These cooking oils have been shown to create esters with similar
cetane amounts as vegetable oils.

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 CHAPTER 02 REVIEW OF LITERATURE

2. REVIEW OF LITERATURE

Bang-QuanHe et al. examined in 2003 how homogenized ethyl alcohol-based diesel fuels affected diesel
engine pollutants. The ethanol-diesel mixture lowers the cetane count, high heating value, aromatic
substances, and kinematic brutality of diesel fuels, including ethanol. The cetane number grew, the start
quality improved, and the physicochemical features of burning and igniting changed when more
compounds were introduced to a mixture that contained 100 percent by volume ethyl alcohol. Under
heavy load, ethanol-diesel blends produce less smoke and a marginally lower level of CO and NOx than
diesel fuel. Due to the general throw mixing, blends have little impact on smoke reduction at low loads.
The findings suggest that diesel reformation has the ability to deliver pure combustion to diesel engines.
Alan C. Hansen and colleagues wrote about the properties and specifications of ethanol-diesel mixes in
2005. An excellent substitute for diesel fuel is ethanol alcohol. It is an oxygenated, renewable biofuel
that enables CI engines to cut back on emissions. The stability, lubricity, viscosity, safety, and material
compatibility of the mixture are a few of these. More research will be needed to identify the correct fuel
characteristics and engine durability. Drivers often experience performance that is similar to running on
diesel fuel at ethyl alcohol concentrations of at least 100 percent. The engine is unaffected by increasing
the ethyl alcohol to gasoline ratio, though. It is well known that diesel PM emissions can be at least
substantially reduced by ethyl alcohol. Between motors and within a motor's inherent operational
constraints, progress varies. It is imperative that fuel can be used in an unaltered engine, but small
adjustments to the fuel injection system's specs could further cut emissions.
The dimensions and characteristics of ethyl alcohol and diesel fuel mixed were described by Hansen et
al. (2005). Safety, viscosity, and lubrication factors for materials, security, and mixing were considered.
The impacts of the petroleum on engine longevity, efficiency, and emissions were also taken into
account. The gasoline tanks required to be adjusted in order to keep these mixtures safe for use in
automobiles. Additional study is necessary to specify acceptable fuel properties, prove the longterm
effects on the engine and ensure proper handling and storage of ethanol-diesel mixes.
K.V. in his research from 2011. The feasibility of manufacturing biodiesel from neem oil is asserted
using research by Radha et al. The monoesters of biodiesel produced by transesterification from neem
oil are covered in this article. Along with other fuel properties, we also looked at the amount and
kinematic viscosity of the biodiesel. The parameters of engine output and pollutant emissions were also
studied at various biodiesel concentration levels. Research has shown that neem oil-based biodiesel can
dramatically lower CO and particle emissions while having minimal impact on overall pollution
emissions. The components of the oil can then be used to produce a range of environmentally friendly
diesel fuels. Neem oil and biodiesel are blended, and the resulting emissions are estimated.
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The performance assessment of CI engines running on biodiesel was mentioned by Sri Harsha Tirumala
et al. Mechanical agitation was used to turn neem oil into biodiesel, and renewable diesel was contrasted.
Vegetable oils from mature abandoned plants, including neem and jatropha, have enormous potential in
this area.
However, the brakes' diesel's heat transfer efficiency was higher, raising questions about their potential
for producing too much haze, HC, and CO emissions. However, there were serious problems with smoke,
HC, and CO emissions because the thermal potency of deceleration was lower than that of diesel. Due
to their high toxicity and mild volatility, vegetable oils atomize the fuel and combine it with air. The
transesterification process has led to the development of several creative solutions to the problems
brought on by the usage of clean oil. By using biodiesel, V-J Day CO2 emissions are decreased. Biodiesel
improves the profile of emissions and promotes more effective gasoline combustion because it is an
oxygenated fuel. Biodiesel poses less of a risk to human health because of its lower emissions of sulfur
dioxide, carbon monoxide, greenhouse gases, and particle matter. These fuels for transportation burn
cleanly, are renewable, non-toxic, and safe for the environment. They may be used separately or in
combination with fuel derived from petroleum.
According to Aransiola and others, biodiesel manufacture using i.c.e. exhaust and unprocessed neem oil
is planned to begin in 2012. The engine's effectiveness for indoor combustion as well as the effects of a
few operational variables were assessed. Neem oil underwent a two-step acid-base transesterification
procedure because of its large quantity.
The I Chronicles NaOH was employed as a catalyst in the second reaction to convert the acid straight
into acid methyl ester after decreasing the acid concentration to 2 mg KOH/g in the first stage. The rock-
bottom viscosity was used to estimate the reaction's volume.
As detailed by Dr. Hassan Ali and others in 2013, we look at the current fuel and energy situation as well
as renewable energy sources like biodiesel, bioethanol, the bio alkane series, biomass from residues, and
hydrogen. Neem seeds contain 30–40% fat because neem oil is used to create biodiesel, a material that
resembles fuel. The mono-alkyl group biodiesel esters made by transesterifying neem oil are the focus
of this work. The biodiesel testing settings and the neem oil to gasoline ratios varied.
The rate of heat release and the fraction of premixed combustion both fell as air and fuel mixing was
reduced. According to the determined maximal heat release rates, the thermal process will consequently
produce less NOX. Diedhiou Djibril et al. (2015) claim that the work focuses on the base-catalyzed
transesterification of neem seed oil for the purpose of producing biodiesel. contrasting the chemical and
physical characteristics of NSO and diesel.
The flashpoint (227 to 64.7 oC), melting point (10 to 8 oC), pour point (12 to 11 oC), and greater heating
value (39.53 to 41.97 MJ.kg-1) of NSOB all decrease in comparison to oil. We shall note that the NSOB's
composition, in contrast to the NSO's, is different since it includes more sediments and ash carbon

9
residue. She told me that these substances had a bad effect on engines. The NSO is transesterified to
create the NSOB, which has characteristics similar to diesel.
One of the many non-food oils that are available in Bangladesh, Sri Lanka, and Nepal, India, Pakistan, is
neem oil. In addition to K. The experiment will include the production of biodiesel by T. Maria. Only
28% of neem oil was generated by direct transesterification because of the significant acid content. To
produce biodiesel, vitriol and potash are used as catalysts in a two-stage transesterification process. The
process that generated the most biodiesel was two-step transesterification. The viscosity of the biodiesel
created in this way is basically the same as that created by a two-step transesterification process and falls
well within the permissible range. Response duration, temperature, catalyst dosage, and the proportion
of methanol to oil in the procedure were evaluated in connection to the vast majority of returns to
determine the optimal parameters for the process. Numerous physicochemical parameters for viscosity
were found to be satisfied by the biodiesel produced using this procedure.

2.1. RESEARCH GAP

• Diesel fuel pollutes the environment more than biodiesel because it contains more carbon, which
is the cause of the research discrepancy. Only a little amount of nonrenewable energy is still
available.
• The search for new fossil fuel deposits is getting more and more challenging.
• Biodiesel is less effective than diesel fuel.
• Using waste recycling and non-edible oil

2.2. Objectives

Neem biodiesel production utilizing two-step transesterification procedures that maximize production
factors.
To research the physical and chemical characteristics of various biofuels.
Consider the braking force, thermal efficiency, and fuel consumption of the four-cylinder, four-stroke
diesel engine's capabilities.
To fulfill emission and performance criteria, the compression ratio and biodiesel blend are adjusted.

2.3. THESIS ORGANIZATION

The structure of this thesis consists of five chapters. In the first chapter, "Introduction to Biodiesel," the
importance, uses, and benefits of biodiesel are briefly covered. The various forms of study that have been
done in this field are described in the literature review in Chapter 2. The latter is treated in Chapter 2,
while Chapter 3 concentrates on the characterization of feedstock and biodiesel, highlighting the variety
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in fuel qualities. While Chapter 5 provides the findings, a discussion, and a conclusion, Chapter 4
thoroughly explains the thesis's components and approach.

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 CHAPTER 03

FEEDSTOCK AND BIO-DIESEL CHARACTERIZATIONS

3. FEEDSTOCK AND BIO-DIESEL CHARACTERIZATIONS

3.1. DETERMINATION OF DEFINITE QUALITY AND FREE FATTY

ACID (FFA)

Free fatty acids may interact with different metals to generate fatty acid metal salts at high temperatures,
increasing wear. The criteria for edible fat may be determined primarily by the acid value. The amount
of KOH required to neutralize one gram of unbound fatty acids is the acid value. Titration was used to
determine the acid value. Cox and Pearson (1962) evaluated the total free fatty acid content of several
fuel samples using the suggested technique. A visual confirmation of phenolphthalein termination is
provided by an ethanolic oil solution containing ethanoic KOH. The steps listed below were used to
ascertain the general acidity of the various fuels selected for the study:
• Oil between one and ten grams should be added and mixed in. A 250-milliliter cone-shaped flask
should be filled with 50 milliliters of a solution containing 25 milliliters of ether, 25 milliliters of
alcohols, and 1 milliliter of a 1 chronicles phenolphthalein solution as neutral solvents. Use 10 to
the power of N alkalis to neutralize.
• Phenolphthalein addition will help. The content is currently getting 0.1 KOH.
• Shake violently until the color changes to a 30-second-long magenta.
The approximate weight of the oil and the concentration of the titration alkali, both of which must be
supplied, determine how much alkali is needed for a successful titration. Three copies of each sample
used in the investigation were made. The overall acidity of the fuel sample was then determined using
the formula below.

The milliliter value V denotes the usual volume of potassium hydroxide (KOH).
N stands for KOH normalcy.
The sample's weight, W, is given in grams.

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 3.2 SPECIFIC GRAVITY AND RELATIVE DENSITY
DETERMINATION

The relative densities of the chosen fuels are calculated through the weighting of a known volume of
liquid at 15 oC in a measuring glass. The glass was then filled with the fuel sample, and the mixture was
weighed. The sample was held at 15 degrees Celsius in a walk-in temperature management chamber with
an ice chill tower since higher density oil has more energy per unit weight. Diesel fuel has a larger energy
content per liter due to its higher density compared to petroleum, which is comparable in terms of energy
content by weight.
By subtracting the weights of the empty measuring glasses from the weights of the full ones, the weight
of the fuel samples was determined. By dividing this total by the fuel sample, the density of the fuel was
estimated. Also estimated was the density of water at 15 degrees Celsius. Using the following equation,
the density of water at 15 °C is found to be 0.9904 g/cc:

The weight and heat content of a propellant were calculated using the API (American Oil Institute)
gravity. The weight of the propellant decreases as API gravity increases. The formula below was used to
determine the API gravity of blends of vegetable oils (neem and ethanol) and diesel.

The performance of a fuel as a diesel engine fuel was primarily determined by these variables.
Environmental impact is one of those aspects that while important, has little effect on performance.

3.3 FLAH POINT AND FIREPOINT DETERMINATION

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These are determined using IP36 IS-compliant hardware and the 1969 standard 1448(1169). Included are
a thermometer, a cup, a heating plate, and a test flame attachment. The heating process starts after the
thermometer is inserted and the sample is put in the cup.
The flash point, or the temperature at which vapor ignites, is identified using a thermometer. The sample's
fire point, or the temperature at which the sample starts to burn, is determined using a thermometer.

3.4 VISCOSITY DETERMINATION

A fluid's resistance to purposeful deformation brought on by shear stress or tensile strain is determined
by its viscosity. The water container is heated until it reaches the preferred temperature. The hole is then
opened up, and a timer is used to time how long it takes for 50 milliliters of oil to pass through. The
following expression represents the relationship between the amount of time needed to move 50
milliliters of liquid and its kinematic viscosity:

For t between 40 and 85 or t between 85 and 2000, A is constant with a value of 0.264, and B is constant
with values of 190 and 65, respectively. 50 ml of liquid must be moved in t seconds, where t is the amount
of time, and X is the liquid's kinematic viscosity.

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 3.5. AVERAGE HEATING VALUE

The amount of heat released when any substance burns can be estimated using a bomb. Additional bomb
calorimeter parts contain the oxygen tank, the thermally protected bucket, the bomb, the water stirrer,
and the fuse wire.

The calorimeter measures a fuel's high heating value or its GROSS calorific value (or greater)
to determine its calorific value. By deducting the heat needed to change water from the gross
calorific value, the net calorific value is obtained. Water evaporation results in a transitory heat
production of 2.5 MJ/kg.

3.6. ASHA PERCENTAGE

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The percentage of ash in the fuel can be used to estimate the number of metals there are. For the
prevention of injector tip clogging, ignition store deterioration, and injector tip deterioration, high
concentrations of these chemicals are preferred. The heating value diminishes as the ash content
increases; hence it is essential to know how much ash is present.
In comparison to coal and fossil fuels, biofuels often have lower quantities of sulfur and ash. Biomass
ash can be added to the soil to replace nutrients lost during harvesting, in contrast to coal ash, which may
include dangerous metals and other trace impurities.

3.7 TESTFOR COPPER STRIP CORROSION

This qualitative technique is frequently employed to assess the degree of corrosion in petroleum products.
The product is suspended from a copper strip during this measurement, and the impact is gauged. This
approach is appropriate for creating details, putting controls in place, and guiding creative work on
contemporary hydrocarbons with appealing scents. Additionally, it looks for chemicals that are acidic
and possibly harmful substances that can cause corrosion. As a result, the device can deteriorate. This
test's outcome is given in SI units. The copper strip test is also known as copper strip corrosion.

CHAPTER 04 MATERIALS AND METHODOLOGY

4. MATERIAL AND MATHODOLOGY

The growing demand for petroleum brought on by the increasing number of automobiles on the planet
has heightened the risk of global fossil fuel depletion. The need for a clean-burning, non-polluting fuel
is growing as a result of the rising health issues brought on by cars, fossil fuel use, and pollution. These
requirements have led to biodiesel being a fantastic alternative fuel for cars. The Thapar University in
Patiala, Punjab, India's School of Energy and Environment is where the biodiesel was made. The engine
was examined and tested by the department of mechanical engineering at Thapar University in Patiala,
Punjab, India. The methodology is further broken down into two parts:
1. The first section demonstrates the best method for producing biodiesel from neem (Azadirachta
indica) oil, which is not edible.

2. The performance and emissions of the biodieselblends tested on an engine are shown in the
second section.

4.1 TECHNIQUE FOR BIODIESEL PRODUCTION FROM NEEMOIL

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 The raw ingredients used to make biodiesel are covered at the beginning of this article,

followed by a discussion of each stage in the production process. In this section, the
characteristics of biodiesel are also covered. raw substance

• Poor neemoil
• Benzene (methyl alcohol)
• Basecatalyst made of potassium hydroxide (KOH)
• Acidcatalyst using sulfuric acid (H2SO4)

Biodiesel production using transesterification

Procedures for producing biodiesel
The following steps are used to create biodiesel:

A. Vegetable oil preparation

• Measuring moisture content,

• Calculating free fatty acids,
• Free fatty acid elimination by transesterification

B. Neem oil transesterification

• Making a combination of alcohol and a catalyst,

• Heating the catalyst mixture, alcohol, and oil to the appropriate temperature of 75°C;
• Once the oil has reached the proper temperature, the catalyst and alcohol mixture is slowly
added to it, and the agitator or stirrer is turned on and left running for the duration of the
reaction period.

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C. Product or byproduct refinement

• Ester and glycerol separation: Using a gravity settler, ester and glycerol are separated
from reaction result. The reaction mixture is divided into two phases in the gravity
settler (separating funnel) according to their specific gravities. Due to their different
densities, the biodiesel rises to the top, while the glycerol sinks to the bottom.

4.2 PROCEDURE FOR EXPERIMENTAL TESTING ENGINE

PERFORMANCE

The method employed for the engine's experimental testing utilising various biodiesel blends
is covered in the second section of the methodology. The many tools and techniques utilised in
the process are reviewed, along with the various performance and exhaust emission metrics.

Performance evaluation of the engine

The definition of measuring engine performance is

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 • First, a description of the engine
• The second is the technique or operational scheme.
• The third point is the parameters that are assessed.
4.3 DESCRIPTION OF ENGINE

The image of the engine, a variable compression ratio compression ignition engine, is displayed
alongside the online performance evaluation system.

4.4. ENGINE SPECIFICATIONS

Hindustan Limited is a brand.

• Type of Engine: Diesel engines with four cylinders and water cooling

• Variable compression ratio between 12 and 18

• The plug is a single-phase, 220 volt, 50 hertz, 5-15 amp outlet that is earthed.
• Power output: 3.75 kW at 1500 RPM.

• stroke of 84 mm

• A 82 mm bore

• length of the connecting rod: 180 mm

• Hydraulic Break Dynamometer for loading

• Digital load indicator, 0–20 kg range, 220 V AC supply

• Digital speedometer with a non-contact speed sensor.

• Thermocouple, Type K, as the temperature sensor

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 • Rotameter readings for engine cooling are 10 LPM at 2 pressures, and for calorimetry, 10 LPM
at 1 bar.
4.5 TESTING PROCEDURE

• The engine's oil reservoir has to be filled. It needs to be between the two marks on the oil dipstick.
If the oil level in the crankcase is low, remove the top cover of the engine and fill it with clean
SAE-40 oil.
• Put fuel in the diesel container.
• The panel's main power source needs to be turned on.
• Turn on the engine jacket's cold-water supply and the exhaust calorimeter.
• The cool water supply for the hydraulic brake dynamometer must first be turned on.
• Turn the start key clockwise to start the engine once the indicator light has shown that the key is
in the lock position. Turn the ignition switch key one more time clockwise to start the engine.
After turning the key in the ignition, let the engine idle for two minutes.
• Use the hydraulic dynamometer to fill the engine once it is running normally.
• Give the engine two minutes to adjust by running it.
• Keep track of the output shaft's rotational speed and load measurement.
• Take note of the fuel and air consumption rates.
• Use a thermocouple to note the engine casing's fluid input and output temperatures.
• Use the water flow sensor to keep track of how much water is flowing through the engine casing
and into the calorimeter. To keep track of the water flow rate in the calorimeter, use a water flow
sensor.
• The test should be repeated with a different burden.
• Reduce the throttle gradually to lessen engine load after the experiment is over and the
dynamometer's weight has been lifted.
• To turn the car off, take the key out of the ignition.
• The engine's fuel and water conditioning systems should then be shut off.

4.6 INSTRUCTIONS FOR MAINTENANCE AND PREVENTION

• Check the oil level to make sure there is enough oil before starting the engine.
• Before starting the engine, be sure there are no obstructions in the fuel line or the gas tank.
• Always start the engine as soon as the water supply has been temporarily turned on.

4.7. Evaluation parameters

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• Brake force (BP) is one of the evaluation criteria.
• Thermal efficiency of brakes (BTE)
• The use of petroleum
• Fuel use that is specific to braking.

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 CHAPTER 05 RESULT AND DISCUSSION
5. RESULTS AND DISCUSSION

There are two sections for the results and commentary. The main goal is to produce biodiesel from
neem oil by maximizing production-related factors including the amount of catalyst utilized, the molar
ratio of methanol to oil, and other variables. The second goal of the findings and discussion is to raise
the compression ratio so that, out of all the mixes that were tried, the best blend may be produced. We
start off by talking about the production parameters and results. The accompanying table lists the
physical characteristics of ethanol and neem seed oils.

5.1 CHEMICAL AND PHYSICAL PROPERTIES OFBIODIESEL

ANDFEEDSTOCK
This covers the amount of moisture present, the acid value, the amount of free fatty acids, the
viscosity, the density, and the specific gravity. Pure neem oil is incredibly rich in free fatty acids.
The esterification reaction must be finished first because the transesterification reaction's goal is a
1% FFA concentration. Otherwise, saponification could result from direct transesterification. This
table compares the properties of biodiesel produced using ethanol and neem oil to those of
traditional biodiesel, including kinematic viscosity, specific gravity, density, flash and ignition
points, among others.

5.1.1. AP GRAVITY AND RELATIVE DENSITY

Table 5.1 Differentfuels' relative densities and API gravities at 15 Oc

Typeof fuel Relativedensity Percentagehigher than APIgravity

diesel
DIESEL 809.4 - 43.407

N100 851.5 5.20 34.68

N5E5D 817.1 0.95 41.67

N10E10D 827.1 2.18 39.58

N15E15D 843.6 4.22 36.23

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N20E20D 854.9 5.6 34.03

N25E25D 861.4 6.42 32.74

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 N10D90 846.8 4.6 35.59

N20D80 841.4 3.95 36.67

N30D70 836.4 3.33 37.68

N40E60 877.1 8.36 29.83

N50D50 880.8 8.32 29.15

E100 774.3 Less than diesel by 4.33 51.25

E10D90 824.5 1.86 40.12

E20D80 809.5 0.012 43.29

E30D70 801.6 Less than diesel by 0.96 45.02

E40D60 796.9 Less than diesel by 1.54 46.06

E50D50 781.0 Less than diesel by 3.5 49.67

Fig.3.1 displays the density differences between diesel, raw neem oil, and several methyl ester
combinations at 15 °C and API gravity. Diesel was measured to have a density of 0.809 and an API
gravity of 43.407. Compared to diesel, the relative densities of neem oil methyl ester (8.7 percent) and
neem ethanol methyl ester (6.4 percent) are both much greater.

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 5.1.2 CALORIFIC VALUE
The amount of heat generated when a certain quantity of a substance is burnt is used to calculate the
calorific value (heating value) of that substance. It refers to the maximum fuel consumption. It is 9965
calories per gram, or 41.72 calories, as seen in the graph below, which compares the calorific value of
raw NOME, EO, and NEOME oil to ASTM standard D520ISO1350. The graph shows that whereas
diesel fuel has somewhat greater heating values, NEOME and NOME have slightly lower heating values
than the average value.

.
5.1.3 RESIDUE OF CARBON

The carbon residue test, a laboratory procedure, can be used to assess whether oil has a tendency to
create coke. It decides how much carbonaceous waste is left over after oil is pyrolyzed and evaporated.
The maximum quantity of carbon present in raw neem is shown by the value 5.3. As the percentage
of NEOME and EO in the composite grows from 10% to 50%, the value of the carbon residue rises.
5.1.4. KINEMATIC VISCOSITY

The kinematic viscosity of neem oil was 30.45 cSt. These findings show that neem oil has a
kinematic viscosity that is 11.56 times greater than diesel. As the NOME blend ratio rises and the EB
falls, the kinematic viscosity rises.

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 5.1.5. Flashpoint and firepoint

The flashpoints and ignition temperatures of mixtures of ethanol, neem oil, and diesel are shown in Table
5.5; for the diesel employed in the experiment, these values were 53°C and 60°C, respectively.

Performance parameters (5.2)

A diesel engine running at a steady speed was used to compare the performance of diesel on various
fuels. It was determined how much fuel the engine used.

5.2.1. Engine speed versus braking force

the engine's speed whether using diesel, NEOME, NOME, or EB Tables 5.1 to 5.3 and fig. 5.6
to5.10 plot blends atzero load, 25, 50, 75, and 100 percent brake load. In table 5.1-5.4 and fig.
5.6 -5.10, thebraking power, whichcorresponds to thebrake load andengine speed when running
on diesel, NOME,NEOME, and EB at no load, 25, 50, 75, and 100% brake load, are plotted.

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28
 The aforementioned figures, figs. 5.5 to 5.9, depict how the brake power varies for diesel and
various biodiesel blends under various loads. The load vs. BP graph shows that all diesel and
biodiesel mixes start with the same BP when there is no load, but that diesel's BP grows more
than that of other fuels when load increases because it has a higher heating value. Therefore,
the maximum BP diesel is one that is neither B10, B20, B30, nor B40. It should be noted that
the brake power and engine speed of an EB become lower than those of other biodiesel and
diesel when the load increases to more than 50%.

5.2.2. Fuel consumption specific to brakes versus brake load

The tables 5.3 and 5.4 present the brake-specific fuel consumption (BSFC) of the engine for various fuels
and loads. Images 1. The correlation between brake load and brake fuel consumption for various fuel
types is shown in Figures 5.11 to 5.15.

Table 5.3 brakeSpecific Fuel Consumption of Engine on Diesel and Selected NEOME- Diesel Fuel at
Different Loads

BrakeLoad BrakeSpecific FuelConsumpstion (kg/kWh)

(%)
E10D90 E20D80 E30D70 E40D60 E50D50

25 0.0561 0.0555 0.0532 0.053 0.052

50 0.0298 0.0301 0.028 0.028 0.0271

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75 0.0227 0.0224 0.0215 0.0215 0.021

100 0.0179 0.0176 0.0169 0.0167 0.0165

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31
32
Figures 5.10 to 5.14 illustrate how brake-specific fuel consumption reduces with increasing
engine load. The BSFC of emulsion fuels was higher than that of diesel under a variety of load
circumstances. The thermal value of emulsified fuels often falls when water additives are
introduced. As a result, they use more fuel while producing torque that is comparable to a diesel

5.2.3. BRAKE THERMAL EFFICIENCY

Tables 5.4 display the engine's braking thermal efficiency for a variety of fuel types. Figures 5.16
to 5.20 depict the relationship between brake thermal efficiency and brake load.

Table 5.4 brake Thermal Efficiency of Engine on Diesel and Selected EB- Diesel Fuel at Different
Loads

BrakeLoad(%) BrakeSpecific FuelConsumpstion (kg/kWh)

E10D90 E20D80 E30D70 E40D60 E50D50

25 6.05 6.11 6.51 7.01 7.94

50 11.48 11.83 12.53 12.75 13.82

75 15.15 15.54 16.26 17.58 18.27

100 18.16 19.34 20.39 21.94 28.28

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The brake's thermal efficiency determines how well heat is converted into mechanical work. the
conclusion backed up by data. Thermal efficiency rises from 5.16 to 5.20 when deceleration load
increases from 25% to 100%. The results concerning brake thermal efficiency are in line with the fact
that diesel and 100% ethanol have superior brake thermal efficiency. The oxygen in biodiesel molecules
is added to the fuel to improve combustion efficiency.
It was found that all of the chosen gasoline blends created well-performing engines using the fuel
consumption test. Any combination will be outperformed by diesel.

CHAPTER 05

CONCLUSIONS AND FUTURE SCOPE

6.1. CONCLUSION

 The aforementioned experimental analysis showed that the calorific values and
viscosities of biodiesel and ethanol blends are both negligible.
 The calorific value of the biodiesel samples is higher than diesel but lower than
the ASTM requirement.

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  On the engine performance test, biodiesel, NOME, and NEOME all outperform
diesel.
 The load quickly lowers from 25% to 50%, then gradually decreases from 50% to
100%. When compared to pure diesel, the BSFC for NEOME and EB blends is a
little lower.
 The brakes' thermal efficiency steadily rises when the engine burden does as well.
Because biodiesel blends burn more effectively than pure diesel, this distinction
is made.
 Of all biodiesels, ethanol and diesel blend fuel has the highest thermal efficiency.
 The smoke opacity of biodiesel blends is much lower than that of pure diesel at
maximum NOMB brake power.

6.2. Future Aims

Environmentally friendly alternative energy sources must be developed to supply the growing demand
for transportation fuels made from fossil fuels. Vegetable oil is the primary source of biodiesel
production. Additional details on this subject are provided in the sections that follow.

 With a diesel engine, it is possible to analyze the emissions of ethanol biodiesel (EB), neem oil
methyl ester (NOME), and neome-ethanol oil methyl ester (NEOME).
 The effectiveness of the CI engine was assessed using various combinations of NEOME, NOME,
and EB in order to enhance the performance of neem ethanol oil methyl ester and neem oil methyl
ester.

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