Miniproject Report VVV

PROJECT REPORT 2020-2021
VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“JNANASANGAMA” BELAGAVI-590014 KARNATAKA
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A
MINIPROJECT REPORT
ON
“BIODIESEL PRODUCTION FROM MUSTARD OIL”
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE

AWARD OF THE DEGREE BACHELOR OF ENGINEERING.
IN
MECHANICAL ENGINEERING
Submitted by:
1. VARUNPRASAD T (1CG17ME105)
2. VIJAY Y M (1CG17ME106)
3. YASHWANTH P C (1CG17ME120)
4. ABHINAV U (1CG18ME002)
Under the Guidance of

Dr. NAGESH S B
Assistant professor,
Department of Mechanical Engineering,
CIT, GUBBI.
Channabasaveshwara Institute of Technology

( Affiliated to VTU, Belagavi & Approved by AICTE, New Delhi) (NAAC
Accredited & ISO 9001:2015 Certified Institution) NH206 (B.H. Road), Gubbi,
Tumakuru – 572 216. Karnataka.
DEPARTMENT OF MECHANICAL ENGINEERING

2020-2021
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ACKNOWLEDGEMENT
We are very happy to thank all of the personalities for their help and support in making my miniproject
“ BIODIESEL PRODUCTION FROM MUSTARD OIL” a successful one.
We are very much grateful “Channabasaveshwara Institute of Technology”, the temple of learning,
for giving us an opportunity to pursue the degree course in Mechanical Engineering and thus helping shaping
our career.
We are thankful to Dr. SURESH D S, Director and principal of CIT, Gubbi, for their support and
suggestions.
It’s a boon and we are lucky to study under Dr. GIRIDHAR S KULKARNI, Head, Associate
professor of the Mechanical Department, CIT, Gubbi. We are grateful for your technical support,
suggestions, guiding us in understanding the depth of the concept and providing permission to do this
curriculum.
We convey our deep sense of gratitude to our guide Dr. NAGESH S B , Assistant professor,
Department of Mechanical Engineering, CIT, Gubbi. It was due to his able efforts and dedication that we are
able to complete our miniproject successfully. He has been instrumental in directing the work in the most
systematic and desired manner.
Finally, we express our gratitude to all the Teaching and Non-Teaching staff of the Department of
Mechanical engineering for their timely support and suggestions.
VARUNPRASAD T
(1CG17ME105)
VIJAY Y M
(1CG17ME106)
YASHWANTH P C
(1CG17ME120)
ABHINAV U
(1CG18ME002)
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ABSTRACT
Decline in fossil fuel resources along with high crude oil prices generated attention toward the development of
fuel from alternate sources. Such fuel should be economically attractive and performance competent in order to
replace the fossil fuel.
Mustard oil from Indian mustard, Brassica campestris, is commonly used for cooking in Indian households
and restaurants. Cooking produces spent mustard oil waste, which is generally drained as garbage. We
explored the possibility of using such spent mustard oil for making biodiesel.
Transesterification of spent oil was carried out using methanol and sulfuric acid (95%) as catalysts followed
by bubble washing. Clear biodiesel was obtained from esterified oil after five bubble washings.
Methyl ester formations were calculated by measuring its density at 15°C and viscosity at 40°C and were
found to be 89 g/cm3 and 4.83 mm2/s, respectively. Studies on engine performance were conducted using a
Prony brake internal combustion (IC) diesel engine using various blending ratios of biodiesel with commercial
diesel.
The fuel blends were evaluated for parameters such as speed of engine, fuel consumption, and torque against
pure diesel. Brake power, specific fuel consumption, and thermal efficiency were also measured.
The results indicate that dual fuel with a blend of 8% biodiesel yielded good efficiency in the IC-diesel
engines without the need for making any modifications in the engine.
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FIG NO LIST OF FIGURES PAGE
DESCRIPTION
FIG. 3.1. 14
Bomb calorimeter 14
FIG. 3.2.
Water contents after combustion 14
FIG. 3.3.
Measuring the weight of fuel 15
FIG. 3.4.
Different blend of mustard 15
FIG. 3.5.
15
Pure mustard in the crucible
FIG. 3.6.
16
Fuel burning in the burner
FIG. 3.7.
16
Determining fire point of the fuel
FIG. 3.8.
17
Saybolt viscosity meter
FIG. 3.9. 18
Schematic diagram of the test engine setup
FIG. 3.10. 19
Water circuit of the dynamometer
FIG. 3.11. 23
Engine mounted on the dynamometer load
FIG. 4.1.
24
Acid catalyzed esterification process
FIG. 4.2.
24
Flow diagram of biodiesel production by heterogeneous base
catalyst like CaO
FIG. 4.3(a).
25
Ammonium carbonate & calcium oxide powder
FIG. 4.3(b). 25
After adding calcium oxide powder to ammonium carbonate
solution 25
FIG. 4.3(c).
After settling calcium carbonate is collected at the bottom 26
FIG. 4.3(d).
Filtration process 26
FIG. 4.3(e).
Uncalcinated CaO catalyst 26
FIG. 4.3(f).
Muffle furnace for calcination 28
FIG. 4.3(g).
28
Calcinated CaO catalyst
FIG. 4.4. 30
3-Necks flask with condenser setup for transesterification
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FIG. 4.5.
Heterogeneous base catalyzed transesterification process
FIG. 4.6.
Distillation setup for methanol recovery from biodiesel
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CHAPTER-1
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INTRODUCTION
1.1.Introduction
Due to gradual depletion of world petroleum reserves and the impact of environmental pollution there is an
urgent need for suitable alternative fuels for use in diesel engines. In view of this, vegetable oil is a promising
alternative because it is renewable, environment friendly and produced easily in rural areas, where there is an
acute need for modern form of energy. In recent year’s systematic effort have been made by several research
workers to use as fuel engines. It is said that energy consumption pattern is an indicator of the socio-economic
development of a country. It is also a measure of the quality of life .Energy consumption is growing day by day
along with technological development of a country.
Although the industrialized and developed world consumes most of the energy resources, the demand of energy
in the developing countries has also increased in recent decades due to their economic take off and
sustainability. Internal combustion (IC) engines are widely employed in many development activities using a
greater portion worlds energy resources .From the very beginning, the IC engines are being fuelled mostly by
petroleum products like petrol and diesel. IC engines use only a small fraction of distillation products of crude
oils. These crude oils have limited reserves Any shortfall of petroleum fuels in the world market will , therefore
, have a great impact on the economy of non- oil third world countries.
Vegetable oils from crops such as soyabean, peanut, sunflower, rape, coconut, karanja, neem, cotton, mustard
jatropha, linseed and coster have been evaluated in many parts of the world in comparison with other non-
edible oils. Different countries are looking for different vegetable oils depending on their climate and soil
condition. As for example Soya bean oil in USA, rapeseed oil and sunflower in Europe, Olive oil in Spain,
palm oil in south east Asia, mainly in Malaysia and Indonesia, coconut oil in Philippines are considered to
substitute diesel fueL . Different researchers results show that vegetables oils are promising alternative fuels for
CI engine. In view of growing energy demand of our country, it is thus reasonable to examine the use of
Mustard Oil as a substitute fuel for IC engine.
1.2.Conventional fuels and their prospects
Conventional fuels of IC engines are mostly petroleum products. These are produced by fractional distillation
of crude oils. Crude Petroleum is generally found as underground deposit in porous rocks or sands or lime
stones derived from plants and trees buried thousands of years back. Southern Russia, the United States and
the Arabian countries have the major reserves of this petroleum. Petroleum products consist of various
hydrocarbons like paraffin‘s (CnH2n+2), napthenes (CnH2n), aromatics (CnH2n-6) and olefins (CnH2n)
having different molecular structures. Fractional distillation enables thermal separation of crude oils into a
range of products such as gasoline, kerosene, gas oil, and the various grades of residual fuel oils. Diesel
engine consumes diesel as its fuel which is darkish brown liquid blended from kerosene and gas oil .
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Diesel engines are widely used in transport vehicle, in irrigation and water pumping in rural areas, in power
generating plants and in various industries. This energy source is nonrenewable in nature and has limited
reserve and it will be exhausted in near future if the consumption pattern continues at the present rate. As a
result the whole world will have to face tremendous oil crisis due to burning of these oils due to the
availability constraint. Again due to burning of these oils, CO2 content of the atmosphere rises as an absolute
deposit thereby polluting the environment.
The world energy scenario depicts a picture of concern. According to conventional wisdom, the world is likely
to run out of energy in the future. The world is heavily dependent on fossil fuels for its supply of energy. In
2008, total worldwide energy consumption was 474 joules (474×1018 J) with 80 to 90 percent derived from
the combustion of fossil fuels Despite advances in efficiency and sustainability, of all the energy harnessed
since the industrial revolution, more than half has been consumed in the last two decades. The three major
sources of fossil fuels are discussed below.
Coal: Coal is the most abundant and burned fossil fuel. Coal is the fastest growing fossil fuel and its large
reserves would make it a popular candidate to meet the energy demand of the global community, short of
global warming concerns and other pollutants. According to the International Energy Agency the proven
reserves of coal are around 909 billion tonnes, which could sustain the current production rate for 155 years,
although at a 5% growth per annum this would be reduced to 45 years, or until 2051.
1.3.Energy scenario in india
India has one of the lowest rates of per capita energy consumption in the world. India is not well
endowed with conventional sources of energy. The country‘s energy sources are neither adequate nor varied.
Non-commercial sources of energy include biomass fuels, agricultural residues, tree residues, and animal
dung. The country receives 5.05 to 8.76 kwh (kilowatt hours) from solar radiation, but commercial
photovoltaic generation is too expensive for India. Conventional commercial sources of energy in the country
include fossil fuels, such as coal, oil, natural gas and hydropower. A brief accounting of these commercial
sources of energy in India has been provided below:
Coal: The total reserves of coal in the country is estimated at about 1.75 billion tons [8], but at present
underground mining has been initiated only at Barapukuria (one of the major coal deposits), with a production
level of one million tons per year.
Peat: India has approximately 173 million tons of peat deposits throughout the country. Production has yet to
begin because it has not been considered as cost effective as other energy sources, given the country‘s existing
technology.
Oil: A very insignificant reserve of oil was found in India serendipitously, in 1986. The country possesses a
small proven oil reserve of 56.9 million barrels [9]. Between 1987–94, about
0.65 million barrels of crude oil was produced. But the production was suspended in 1994 and has remained
inactive due to techno-economic considerations. So, India is fully dependent on importing of oil. The import
statistics of diesel fuel last five years is as follows:
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Table.1.1.Important statistics of diesel fuel in india
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Hydropower: Being essentially a delta, India has limited hydropower potential. According to assessments
report in the India Government‘s Power System Master Plan 1995, the country has the potential to produce
755 MW (megawatts) of hydropower per day. At present, its sole hydropower plant‘s production capacity is
230 MW per day.
Natural gas: In the overall energy picture, the country‘s natural gas endowment in comparison to other
energy resources makes India essentially a mono-energy country. It is estimated that India‘s net recoverable
reserves of natural gas (as of April 2002) lie in a range from12.04 TCF (Trillion Cubic Feet) to 15.55 TCF.
The national energy balance of India clearly depicts that natural gas is India‘s only significant indigenous
source of commercial energy. It is the principal source of energy for country‘s power, industry,
commercial, and Domestic sectors. Natural gas provides over 90 percent of India‘s electricity, and is also
the feedstock and fuel of the urea and ammonia fertilizer plants. Urea has helped India attain self-
sufficiency in rice production—the Major local food crop. Natural gas at present is undoubtedly an
important driving force of its economy. The Future development of India‘s economy depends largely on
the government‘s ability to sketch out a natural gas Strategy that offers the best prospects of utilization of
this unique asset of the country and to find other Renewable sources of energy to reduce heavy
dependence on the natural gas.
1.4.Worthiness of vegetable oils as fuel:
Vegetable oils are geographically widely produced from a variety of products. Since, these oils are of
plant origin, large quantities of CO2 derived from the burning of these oils are consumed by the plants
themselves . Therefore, these oils do not contribute to the absolute deposit of CO2. They are renewable
in nature and environmentally sound due to minimum net effect on the pollution.
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Vegetable oil can be either used for cooking purpose or even as fuel. The main fact that determines the
usage of this oil is the quality. The oil with good quality is generally used for cooking purpose. Vegetable
oil can even be used in most of the old diesel engines, but only in warm atmosphere. In most of the
countries, vegetable oil is mainly used for the production of biodiesel.
The main component of vegetable oil is Triglycerides. Triglycerides are esters of glycerol with long chain
acids commonly known as fatty acids .Triglyceride is glyceride in which the glycerol is esterified with three
fatty acids. It is the main constituent of vegetable oil and animal fats.
The three fatty acids can be all different, all the same, or only two the same, they can be saturated or
unsaturated fatty acids. Chain lengths of the fatty acids in naturally occurring triglycerides can be of varying
lengths but 16, 18 and 20 carbons are the most common. Natural fatty acids found in plants and animals are
typically composed only of even numbers of carbon atoms due to the way they are bio-synthesized.
CHAPTER -2
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LITERATURE REVIEW
• Apart from technical aspects, the study of P D Dunn and Wasan Jompakdee [1]:- gives a statistical
information regarding vegetable oil production, its demand and relative cost analysis in Northern
Thailand. They also compared the data obtained with diesel demand and cost. Several vegetable oils –
groundnut oil, black soap, soybean and castor oil were studied. It was established in the investigation that
vegetable oils could meet the entire -diesel demand in the agricultural sector in Northern Region of
Thailand if 10% of sufficient in fuel. Among the oils studied, Ground nut oil proved to be the most
prospective for its highest cultivable land goes into vegetable oil crop production. Thus the country could
even be self- energy yield and favorable economic suitability and short growth period. Soybean was also
established as engine fuel because of its general availability and high economic suitability. In comparison
with current available diesel cost, vegetable oil was not found economic as fuel but it was expected that
the situation might change In future from the viewpoint of replacing energy sources by renewable
vegetable oils and a possible rise in diesel costs at a rate higher than general inflation. Apart from the use
of vegetable oil as fuel, its use as a lubricant is another prospective area.
• The study of Yaginuma et al [2]:- reflects the Japanese experience using different vegetable oil blends
with kerosene to improve the performance of a small type high speed diesel engine under high load
condition. They worked with a single cylinder direct injection, 4-stroke, air cooled, diesel engine
applying four blends (20%, 40%, 60% & 80% by volume) of soybean oil with kerosene as well as
rapeseed oil with kerosene and compared the results with that of pure diesel fuel. They also studied the
spray distribution of each blend in atmosphere using 4 hole nozzle injector. The result shows that a blend
of 20% vegetable oil with 80% kerosene by volume fairly improves the thermal efficiency of the test
engine under high load. Therefore, it was recommended to use 20% to 40% vegetable oil blends as a
successful alternative. Spray characteristics was studied Both under high and low pressure injection in
atmosphere where the low pressure injection Showed better performance.
• Investigation of A. Permsuwan et al [3]:- was directed towards the suitability of vegetable oils as
lubricant considering physical properties of both mineral and vegetable based lubricants. They found
vegetable oils more suitable as lubricant than as fuel when compared to conventional mineral oil based
lubricants. Sunflower, Olive, Rapeseed and Castor oils were applied to a single cylinder SI engine in
place of conventional lubricants. Comparing the physical properties (viscosity index extreme pressure
resistance and volatility) of the oils and their performance During the test castor oil proved to be the most
promising. They noted that since the vegetable Oils have higher viscosity they would result in greater
value addition if used as lubricants rather than as fuel. Again vegetable oils are easily biodegraded than
mineral oils, so it reduces pollution effect on environment. Following the investigation report vegetable
oils art, better recommended to be used as alternative lubricant than as alternative fuel.
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• Masjuki H. H. and Sapuan M. S. [4]:- investigated the performance characteristics of diesel

Engine running with Palm Oil Diesel (POD) and its blends with conventional diesel as well as
their effects on wear characteristics. Palm Oil Diesel is methyl ester of crude palm oil
developed By Palm Oil Research Institute of Malaysia. The research carried out on a 7 hp,
4stroke, single cylinder, condenser cooled diesel engine – fuelled by POD, conventional diesel
as well as their blends of 25%, 50% and 75% by volume. Engine performance and wear
characteristics of piston ring, cylinder liner and other rubbing components have been studied
for each of the alternative fuel and its blends. The results showed that maximum power was
developed at 1950 rpm for 50% POD blend with diesel by volume compared with other blends.
They also noted that diesel produced the lowest power at the same speed. So, the use of POD
or its blends with diesel improved bhp at the same speed. This was because of the higher
specific gravity and viscosity of POD and its blends with diesel resulted in more fuel injection
into the engine. Although the test engine required almost the same bsfc at the lower speed up to
2000 rpm, POD fuelling required lower bsfc at the higher speeds. This might happen because
POD acted as fuel as well as Lubricant resulting in less heat losses. It was concluded that POD
and diesel blend of 50% by volume showed the best outcome for bhp and bsfc parameters. The
study of wear characteristics showed that POD and it’s all blends with diesel increased
antiwear characteristics compared to using either pure POD or diesel as fuel.
Bari and Roy [5] examined the suitability and prospects of locally available Rice Bran Oil
• (RBO) as diesel engine fuel in India. Physical and thermal properties were measured and its
higher viscosity was reported as a main problem of using it directly into the diesel engine at
normal conditions as an alternative to diesel fuel. They carried out the experiment using
kerosene blends with 50% RBO by volume running a 2- cylinder, 4-stroke, direct injection,
diesel engine at variable load conditions but at constant speed of 1500 rpm. Performance test
results showed a slight decrease of rated power of the engine but an increase in thermal
efficiency and bsfc. Bsfc increased because of high fuel consumption to produce the same
power. Chemical composition of RBO was analyzed and it was reported that RBO has got 12%
oxygen in it. This oxygen might take part in the combustion process thereby supplying excess
oxygen to the blended fuel to produce the same power as diesel resulting in higher efficiency.
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CHAPTER -3
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METHODOLOGY
This chapter describes the different experimental set-up and procedures both for measuring fuel properties
and study of engine performance.
3.1 Determination of fuel properties

This section describes experimental set-up and procedures of measuring some relevant fuel properties
- density, viscosity, volatility, carbon residue, ash content, heating value and flash point. Individual set-up for
each parameter are outlined below:
3.1.1 Density
Density of fuel at different temperatures (31, 70,100ºC) were measured by a standard 25 ml marked
flask. Weight of the fixed volume of fuel (25 ml) was measured at different temperatures by an
electronic balance which measures up to 0.0001 gm. The density values are reported in kg/m3.
3.1.2 Viscosity
Viscosities of fuels were measured as per ASTM standard D88-56 using saybolt viscometer and accessories.
Time of falling of 60 ml sample under controlled conditions through a standard oil tube was measured. This
time is reported as Saybolt Universal Second (SUS). Measured values of kinematic viscosities are presented on
ASTM standard D341-87 Viscosity- Temperature charts.
3.1.3 Carbon residue

ASTM standard D189-81 method was followed to determine carbon residue of the test fuels. A weighed
quantity of sample was placed in the apparatus subjected to destructive distillation. At the end of specified
heating period, the final weight of remaining material in the crucible was taken. The weight of the residue was
calculated as the percentage of original sample and the result is reported as conradson carbon residue at 700-
800 °C for 10 minutes. Crucible was then cooled and weighed. The residue at this stage was the ash content of
the test fuel and it was reported as percentage weight of original sample.
3.1.4 Heating value

Heating values of fuels used in this research were measured experimentally following ASTM standard D240-
87 using an oxygen bomb calorimeter [Fig:4.1]. One gm of previously weighed sample was burnt at constant
volume. Heat of combustion was computed from temperature observations using a digital thermometer before,
during and after combustion with necessary temperature corrections.
3.1.5 Flash point and fire point

Flash point of test fuels were measured as per ASTM standard D93-85 using Pensky- Martens closed tester.
The sample taken into the closed-cup tester was heated slowly with continuous stirring. A flame was inserted
into the oil cup at every 2°C temperature rise of the oil. Flash point of the fuel was noted as the lowest
temperature at which application of the test flame causes the fuel vapor to give flash of fire and then disappear.
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Figure. 3.1.Bomb calorimeter
Figure.3.2.Water contents after combustion
Figure.3.3.Measuring the weight of fuel
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Figure.3.4.Different blind of mustard

Figure.3.5.Pure mustard in
crucible
Figure.3.6.Fuel burning in
the burner
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Figure.3.7.Determining fire point of the fuel
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Figure.3.8.Saybolt viscosity meter
3.2.Determination of engine performance parameters
This section describes the experimental set-up for measuring the different engine performance parameters.
The engine used in this investigation is a Sifang model S195G, four stroke, single cylinder, water cooled,
direct injection diesel engine. The experimental set up in this respect involves the engine and dynamometer
assembly, air inlet and exhaust system, cooling water inlet and outlet system fuel inlet system and measuring
facility. Figure 4.9 is a schematic diagram while figures 4.11 to 4.16 are the photographs of the engine
experimental set-up. The equipments used to measure the different parameters for calculating the engine
performance in this test are given below:
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3.2.1 Load
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A water brake dynamometer model TFJ-250L was used to load the engine. The amount of load in kg applied
on engine was measured from the digital display unit connected with an electronic load cell transducer
associated with the dynamometer unit.
3.2.2 Speed
The engine speed was measured directly from the same digital indicator unit of the dynamometer, which is a
magnetic type tachometer. In calculating brake power, the speed value on the digital unit was used which was
incorporated in dynamometer design and its constant.
3.2.3 Temperature
Temperatures at cooling water inlet and outlet, Lub oil cooler outlet, exhaust gas and air inlet, and
Lub oil, were measured by chromel – alumel K type of thermocouple which were connected to Omega digital
thermometers. These thermometers have a measuring range of -50°C to 1200°C with a resolution of 1°C and
they require no room temperature correction.
Figure.3.9.Schematic diagram of the test engine setup
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3.2.4. Fuel flow rate
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The diesel and vegetable oil delivered to the injection pump under gravity were measured volumetrically 100 ml.
by digital weightmeter and a stop watch.
3.3 The dynamometer
Water brake type dynamometer from Kirloser Co. Ltd was used for simulating artificial loads and testing engine
performances. The dynamometer varied the load on the engine using variable water flow as well as variable
impeller blade angles. A non-contact magnetic induction tachometer and a Wheatstone bridge load cell were
used for speed and torque measurements. Some specification of the dynamometer is given below:
Table 4.1: Dynamometer specification
Figure. 3.10.Water circuit of daynamometer.
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3.4 Preparation of engine and equipment set-up
Following steps were followed in preparing dynamometer:

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1. Engine was checked for starting up (by checking the cooling water, lube oil etc.).
2. It was made sure that bolts were secured at connection between the engine and the dynamometer had
been tightened.
3. The protective covers on exposed running parts were inspected.
4. Drain cock was closed (installed on the lower portion of the dynamometer body).
5. The dynamometer control handle was turned to the lowest loading position (lower limit).
6. Dynamometer feed valve was closed.
7. Dynamometer water feed pump was started up.
8. The engine was started up.
Figure.3.11.Engine mounted on the daynamometer load
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CHAPTER-4
BIODIESEL PRODUCTION FROM MUSTARD OIL
Biodiesel production is the process of producing biodiesel, through chemical reaction, transesterification
and esterification. This involves vegetable or animal fat and oils being reacted with short-chain alcohol
(typically methanol or ethanol). Base-catalysed transesterification reacts lipids (fats and oils) with alcohol
(typically methanol or ethanol) to produce biodiesel and an impure co-product, glycerol. The Mustard oil
required for this project was collected from Biofuel Tech Park, Agricultural university campus, Madenur,
Hassan, Karnataka, India.
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There are 2 approaches/processes for the manufacturing of the biodiesel. The criterion for the selection of the
process is based on the presence of the Free Fatty Acid (FFA) content in the Jatropha oil.
• If the Free Fatty Acid (FFA) content of the raw oil is less than 4%, single stage (Alkali base catalyzed
Transesterification) process has to be undertaken.
• If the Free Fatty Acid (FFA) content of the raw oil is more than 4%, double stage (Acid catalyzed
esterification & Alkali base catalyzed Transesterification) process has to be undertaken.
Hence the determination of the Free Fatty Acid content of the raw Mustard oil becomes the most critical
aspect of the biodiesel manufacturing. Listed below are the steps taken and the method to arrive at the free
fatty acid content of the raw oil.
4.1 Determination of free fatty acid content in raw oil
4.1.1 Step1: Preparation of 0.1N (N/10) NaOH solution
• Open the NaOH container and weigh out 4 grams of sodium hydroxide (NaOH) using the weighting
scale.
• After usage, please make sure that the NaOH container is closed and kept back in a dry place.
• Measure 1 liter of distilled water into a one liter standard flask.
• Add the weighed 4 grams of NaOH into the measured distilled water.
• Use a glass rod to break the NaOH flakes and dissolve it by constant and uniform stirring.
• Now the 0.1N (N/10) NaOH solution is ready.
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4.1.2 Step2: Titration & calculation of free fatty acid content in raw oil
• Take 0.1N NaOH solution prepared in step1 into a clean & dry burette.
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• Take 50ml of Isopropyl alcohol in a clean & dry 250ml conical flask.
• Add a few drops of 0.1N NaOH solution to above flask and shake well (Neutralize).
• Measure 10 grams of oil and add it to the above conical flask & shake well.
• Add a few drops of phenolphthalein indicator into the conical flask.
• Titrate against 0.1N NaOH solution from the burette.
• Titrate and shake the conical flask mixing the mixture the mixture vigorously but uniformly until a faint
pink color is obtained. Titrate it until the pink color persists for at least one minute. This is the titration
end point. Take burette reading.
4.1.3 Step3: Free fatty acid (FFA) content calculation
For Titration value = 22

FFA = (28.2 * 0.1 * 22) / 10
FFA = 6.204%
Since the FFA of raw mustard oil is 6.204 >4, we can choose acid catalysed esterification process to reduce
FFA of the mustard oil.
4.2 Acid catalyzed esterification process
In the esterification process the excess of the free acid gets reacted. The remaining acid content in the oil
undergoes trans-esterification. So this method is effective for oils that contain high free fatty acid (FFA)
content. So the selection of acid catalyst is very important. Generally concentrated sulphuric acid is used
for this process. The aim of esterification reaction is to remove water and to reduce FFA of oil during
processing otherwise seriously hurt the reaction conversions. This process involves the following steps,
• Take 1 liter of raw oil into 3-Neck flask and put the magnetic pellet and adjust the speed to 200 rpm. Fix
the reflux condenser and keep water circulation ON. Maintain the temperature at
60°C.
• Take 150ml of methanol and 1.5ml concentrated sulphuric acid (As per Table 5.1) in a 250 ml conical
flask and mix well. Add that mixture to the 3-Neck flask containing raw oil.
• Agitate the mixtu

re in the reaction vessel
-Neck °C for 1.5hrs.
(3 flask) at 60
• A dark layer is observed at the top layer of oil.
• Transfer the mixture to the separating funnel and settle for at least 2 to 3 hours.
• Acid layer will rise to the top as black layer

shown
as in the figure 5.1.
• Drain the bottom layer -Neck

to 3 flask. Drain the top acid layer and store it separately.
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• Take the sample of the bottom layer from
-Neck
the 3flask and measure the new FFA.
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Figure 4.1: Acid

catalyzed
esterification process
4.3 For Titration value = 5.7

FFA = (28.2 * 0.1 * 5.
7) / 10
FFA = 1.607 %
Since, it is less than 4. We can go for transesterification process.
Table 5.1: Amount of concentrated sulphuric acid (H2SO4) required for esterification process
Heterogeneous base catalyzed transesterification process
Currently Fatty acid methyl esters (FAME) is commonly produced by performing a transesterification
reaction with homogeneous base catalysts such as KOH or NaOH dissolved in methanol under mild
conditions but the produced FAME is required to be purified. Moreover, the total cost of this process is not
sufficiently competitive as compared to the cost of petroleum – derived diesel fuels. In order to solve these
problems, several types of FAME production processes have been studied:
homogeneous acid catalyzed process, supercritical process, enzymatic process and heterogeneous catalyst
process.
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The transesterification
catalyzed by solid base is a bright
technology for the noble process
featuring the fast – reaction rate under
mild reaction conditions. In this
paper our interests were focused an
CaO for the purpose of studying the
noble process using the solid base
catalyst from the view point of their
economical advantages,
because it is referred to CaO was quite
active in transesterification
of Mustard oil with methanol. High
temperature calcination of
calcium oxide improved the
performance of the catalyst. Figure 5.2
shows detailed procedure of the
biodiesel production by heterogeneous catalyst like CaO.
4.3.1 Preparation of calcinated calcium oxide (CaO) catalyst for ransesterification process
24 grams of calcium oxide was dipped in 200ml of ammonium carbonate solution (12% by wt.) then the
mixture was stirred for 30 minutes at room temperature. After filtration and drying the precipitate at 110°C
for about 6 hours, the dried solid was milled and then calcined at 900°C for
1.5oxide (CaO) catalyst is ready to use. The catalyst preparation steps are shown in the figure 4.4 hours in a
muffle furnace. After cooling in a dessicator to room temperature the base calcium
below.
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Figure.4.3.(a).Ammonium carbonate and calcium oxide

powder
Figure 4.3(b): After adding calcium oxide powder to ammonium carbonate solution.
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Figure 4.3.(c).After settling calcium carbonate is collected at the bottom
Figure 4.3(d): Filtration process.
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Figure 4.3(f): Muffle furnace for Calcination.
Figure 4.3(f): Muffle furnace for Calcination.
Figure 4.3(g): Calcinated CaO catalyst.

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4.3.2 Production of mustardmethyl ester (i.e. Biodiesel)
4.3.2.1 Transesterification process parameters

PROJECT REPORT
Methanol to oil molar ratio : 12:1
Amount of calcinated CaO catalyst : 1.5%(w/v)
Reaction Temperature : 70°C
Reaction Time : 3 hours
Following steps are involved during this process,
• Measure 1 liter of esterified Mustardoil. Transfer this oil onto a 3-Neck flask.
• Place the 3-Neck flask on magnetic stirrer. Put the magnetic pellet into the flask.
• Fix the reflex condenser to the central neck of 3-Neck flask. Connect the water pipeline to the condenser
and check up for water circulation from the tap to the condenser and outlet.
• Switch on the magnetic stirrer switch and set up the heating control to 70°C & maintain the speed at 200
rpm.
• Insert the glass thermo-well containing some oil into the side neck of the 3-Neck flask. Place the
thermometer into the thermo-well and check the temperature.
• Take 450ml of methanol per liter of oil in a 500ml capacity beaker. Weigh 15 grams of CaO catalyst and
add to the methanol. Stir well and this mixture is called “Methoxide
“mixture.
• When the temperature reaches 70°C, add the methoxide mixture slowly to the hot oil into the 3-Neck
flask through the loading opening neck and maintain the speed at 200 rpm. Close the opening with a
stopper.
• Maintain the temperature at 70°C for the reaction time is 3hours.
• Transfer the mixture into a separating funnel and allow it to settle for 7hours.
• After 7 hours, catalyst is collected as bottom layer, glycerin as middle layer and Jatropha biodiesel at the
top layer in the separating funnel.
• Drain the catalyst and glycerin and store it separately. Obtained catalyst can be dried and reused for
transesterification process for about 2 to 3 times.
• Store the obtained mustard biodiesel separately.

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The heterogeneous base catalyzed transesterification process is shown the figure 4.4 & 4.5.
Figure 4.4: 3-Necks flask with condenser setup for transesterification.

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Figure 4.5: Heterogeneous base catalyzed transesterification process
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The general equation for transesterification of vegetable oils containing triglycerides is as follows,
4.4 Recovery of methanol from mustard biodiesel
Obtained Mustard Biodiesel from transesterification process contains methanol and some amount of
catalyst. The methanol from the biodiesel can be recovered from distillation setup. The steps involved
in the distillation process is as follows,
• Transfer the biodiesel into a 1 liter flask with distillation setup.
• Maintain the temperature at 65°C (Since the boiling point of methanol is 64.07°C).
• Methanol starts evaporating.
• Collect the methanol condensate in a 250 ml flask. Nearly 220 ml of methanol can be recovered
from a batch process.
• Switch off the system when the methanol condensation stops.
• Same procedure can be followed in order to recover the methanol from glycerin.
4.5 Decalcification process
It is the process of removal of calcium ccomplexing agent such as EDTA (Ethylene Diontent from the
biodiesel. This is carried out by the -amine tetra-acetic acid) or citric acid. This
complexing agent can absorb the calcium oxide catalyst content from the biodiesel. It can also
use to absorb the impurities from the biodiesel. We can add 8 grams of EDTA for 1 liter of
biodiesel during decalcification process. The compelling agent with calcium oxide powder is
collected at the bottom after 2-3 hours of settling.
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Finally 880ml of Mustard Biodiesel (i.e. Mustard Biodiesel yield = 88%) was obtained from 1
liter of Mustard curcas oil.
Figure 4.6: Distillation setup for methanol recovery from biodiesel
4.6.Vegetables oil in i.c engines

Bio-diesel, an alternative diesel fuel, is made from renewable biodegradable sources such as vegetable oil
and animal fats. It is biodegradable, non-toxic and possesses low emission profiles. Also, it is
environmental friendly. It is named as bio-diesel in the United States during 1992 by the National Soy
Diesel Development Board (presently National Bio-diesel Board) which has pioneered the
commercialization of bio-diesel in the US.
Chemically, bio-diesel is mono-alkyl-esters of long-chain-fatty-acids derived from renewable lipid

sources. Bio-diesel is the name for a variety of ester based oxygenated fuel from renewable biological
sources. It can be used in compression ignition engines with little or no modifications.
One hundred years ago, Rudolf Diesel first tested vegetable oil as fuel for his engine. With the advent of
cheap petroleum, appropriate crude oil fractions were refined to serve as fuel and diesel fuels and diesel
engines started evolving together. Later in the 1940‟s, vegetable oils were used again as fuel in emergency
situations, during the period of World War II. Because of the increase in crude oil prices, limited resources
of fossil fuels and the environmental concern, there has been renewed focus on vegetable oils and animal
fats for the production of bio-diesel fuel. Bio-diesel has the potential to reduce the level of pollution and
the level of global warming.
The following are some of the advantages of using vegetable oil in I.C. engine :
• Vegetable oil is produced domestically which helps to reduce costly petroleum imports.
• Development of the bio-diesel industry would strengthen the domestic, and particularly the
rural, agricultural economy of agricultural based countries like India;
• It is biodegradable and non-toxic;
• It is a renewable fuel that can be made from agricultural crops and or other feed stocks that are
considered as waste;
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• It has 80% heating value compared to that of diesel
• It contains low aromatics

• It has a reasonable cetane number and hence possesses less knocking
tendency .
• Low sulphur content and hence environment friendly.
• Enhanced lubricity, thereby no major modification is required in the engine
• Personal safety is improved (flash point is 100 °C higher than that of diesel);
• It is usable within the existing petroleum diesel infrastructure (with minor or no

modification in the engine) .
The major challenges that face the use of vegetable oil as I.C. engine fuels are listed below :
• The price of vegetable oil is dependent on the feed stock price;
• Feed stock homogeneity, consistency and reliability are questionable

• Homogeneity of the product depends on the supplier, feed stocks and production
methods
• Storage and handling is difficult (particularly stability in long term storage)
• Flash point in blends is unreliable
• Compatibility with I.C. engine material needs to be studied further;
• Cold weather operation of the engine is not easy with vegetable oils;
• Acceptance by engine manufacturers is another major difficulty;
• Continuous availability of the vegetable oils needs to be assured before embarking on

the major use of it in I.C. engines.
The major technical areas (with respect to the use of vegetable oils as fuels in I.C. engines)
which need further attention are the following
• Development of less expensive quality tests
• Study of the effects of oxidized fuel on engine performance and its durability
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• Emission testing with a wide range of feed stocks
• Studies on developing specific markets such as mining, municipal water supplies etc.
which can specify bio-diesel as the fuel choice for environmentally sensitive areas.
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• Co-product development like the recovery of glycerol at reduced cost
• Efforts to be focused on responding to fuel system performance, material

compatibility, petroleum additive compatibility and low fuel stability under long
term storage;
• Continued engine performance, emissions and durability testing in a variety of

engine types and sizes need to be developed to increase consumer and
manufacturer confidence;
• Environmental benefits offered by vegetable oil over diesel fuel needs to be

popularized;
• Studies are needed to reduce the production cost, develop low cost feed stocks and
identify potential markets in order to balance cost and availability.
Research on the effect of glycerol on engine durability, emission and material

•
compatibility
Development of additives for improving cold flow properties, material

•
compatibility and prevention of oxidation in storage, etc.
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CHAPTER -5
Results and discussion
5.1.Mustard seed oil properties

CHAPTER-6 CONCLUSION
The overall studies based on the production, fuel Characterization of Mustard oil methyl esters were carried
Out. The following conclusions can be drawn from the experiment.
• Biodiesel can be produced from mustard oil using transesterification reaction.
• It is possible to run diesel engine with biodiesel blends.
• Compared to diesel fuel, a little amount of power loss occurs for biodiesel blends.
• The properties like density, viscosity ,flash point of blends is higher and calorific value is almost 0.8 to
0.9 times that of diesel.
• Mustard oil can be used has diesel.
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REFERENCES
[1] Dunn, P.D., and Jompakdee, W., ―The use of vegetable oils as a diesel fuel substitute in
Thailand, Proceedings of the fourth International conference on small engines and Their Fuels, Chiang
Mai, Thailand, 21-24 September, 1993.
[2] Permsuwan, A., Picken, D.J.,Seare, K.D.R., and Fox, M.F., ―Test of Vegetable oil for use As
Internal Combustion Engine Lubricants‖, Small Engines, their Fuels and the Environment, Fifth
International Conference, University of Reading, U.K, 5-7 April, 1995.
[3] Yaginuma, F., Moriya, S., and Isshiki, N., ―Study of small High Speed Diesel Engine with Multi
Fuels (blended fuels of kerosene-vegetable oil)‖, Proceedings of the Fourth International conference on
small engines and their fuels, Chiangmai, Thailand, 21-24 September, 1993.
[4] Yaginuma, F., Moriya, S., and Isshiki, N., Study of small High Speed Diesel Engine with Multi Fuels‖,
Small Engines, their Fuels and the Environment, Fifth International Conference, University of
Reading, U.K.5-7 April, 1995.
[5] Masjuki, H.H, and Sapuan, M.S., ―Performance and Wear analysis of small Diesel Engine Fuelled by
palm oil Blends‖, Proceedings of the fourth International Conference on small Engines and Their Fuels,
Chiangmai, Thailand, 21-24 September, 1993.
[6] Bari, S. , and Roy, M.M , ― Prospect of Rice Bran Oil as an alternative to Diesel Fuel, Small Engines,
their Fuels and the Environment, Fifth International Conference, University Of Reading, U.K, 5-7
April, 1995.
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PROJECT REPORT 2020-2021

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“BIODIESEL PRODUCTION FROM MUSTARD OIL”

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE

Under the Guidance of

Channabasaveshwara Institute of Technology

DEPARTMENT OF MECHANICAL ENGINEERING

FIG NO LIST OF FIGURES PAGE

1.2.Conventional fuels and their prospects

1.3.Energy scenario in india

Table.1.1.Important statistics of diesel fuel in india

• Masjuki H. H. and Sapuan M. S. [4]:- investigated the performance characteristics of diesel

3.1 Determination of fuel properties

3.1.3 Carbon residue

3.1.4 Heating value

3.1.5 Flash point and fire point

Figure. 3.1.Bomb calorimeter

Figure.3.2.Water contents after combustion

Figure.3.3.Measuring the weight of fuel

Figure.3.4.Different blind of mustard

Figure.3.7.Determining fire point of the fuel

Figure.3.8.Saybolt viscosity meter

3.2.Determination of engine performance parameters

Figure.3.9.Schematic diagram of the test engine setup

3.2.4. Fuel flow rate

3.3 The dynamometer

Table 4.1: Dynamometer specification

Figure. 3.10.Water circuit of daynamometer.

3.4 Preparation of engine and equipment set-up

Following steps were followed in preparing dynamometer:

3. The protective covers on exposed running parts were inspected.

6. Dynamometer feed valve was closed.

7. Dynamometer water feed pump was started up.

8. The engine was started up.

Figure.3.11.Engine mounted on the daynamometer load

BIODIESEL PRODUCTION FROM MUSTARD OIL

4.1 Determination of free fatty acid content in raw oil

4.1.1 Step1: Preparation of 0.1N (N/10) NaOH solution

• Measure 1 liter of distilled water into a one liter standard flask.

• Now the 0.1N (N/10) NaOH solution is ready.

• Add a few drops of phenolphthalein indicator into the conical flask.

• Titrate against 0.1N NaOH solution from the burette.

4.1.3 Step3: Free fatty acid (FFA) content calculation

For Titration value = 22

4.2 Acid catalyzed esterification process

• Agitate the mixtu

• A dark layer is observed at the top layer of oil.

• Acid layer will rise to the top as black layer

• Drain the bottom layer -Neck

Figure 4.1: Acid

4.3 For Titration value = 5.7

Heterogeneous base catalyzed transesterification process

Figure.4.3.(a).Ammonium carbonate and calcium oxide

Figure 4.3.(c).After settling calcium carbonate is collected at the bottom

Figure 4.3(d): Filtration process.

Figure 4.3(f): Muffle furnace for Calcination.

Figure 4.3(f): Muffle furnace for Calcination.

Figure 4.3(g): Calcinated CaO catalyst.