Experimental studies on engine performance and emission characteristics using castor biodiesel as fuel in CI engine

Accepted Manuscript Experimental Studies On Engine Performance And Emission Characteristics Using Castor Biodiesel As Fuel In Ci Engine

M. Arunkumar, M. Kannan, G. Murali PII:

S0960-1481(18)30893-0

DOI:

10.1016/j.renene.2018.07.096

Reference:

RENE 10370

To appear in:

Renewable Energy

Received Date:

21 December 2017

Accepted Date:

19 July 2018

Please cite this article as: M. Arunkumar, M. Kannan, G. Murali, Experimental Studies On Engine Performance And Emission Characteristics Using Castor Biodiesel As Fuel In Ci Engine, Renewable Energy (2018), doi: 10.1016/j.renene.2018.07.096

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EXPERIMENTAL STUDIES ON ENGINE PERFORMANCE AND EMISSION CHARACTERISTICS USING CASTOR BIODIESEL AS FUEL IN CI ENGINE M. Arunkumar1, M. Kannan2, G. Murali3 1Assiatant

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Professor, Department of Mechanical Engineering,

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Dhanalakshmi Srinivasan College of Engineering, Coimbatore, Tamil Nadu -641 105, India

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[email protected], 8489757651

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2Professor,

Department of Mechanical Engineering, KCG College of Technology, Karapakkam, Chennai, Tamil Nadu-600 097, India

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3Professor,

Department of Mechanical Engineering, Koneru Lakshmaiah Education Foundation, Veddeswaram,Guntur Dt, Andhra Pradesh-522 502, India

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The petroleum fuels need a constraining research for another energy source as the diminish of

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diesel fuels and causes of health problems. This paper studies the castor biodiesel as another source of

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fuel for already having CI engines with the application of new biodiesel which having new fuel

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properties. The study explains the utilization of castor biodiesel as another fuel for the diesel, and it

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may considerably weaken the exhalation of greenhouse gases as well as strengthen the castor seed

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production which gives employment to farmers on the city or town sides. The study reveals that the

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usability of castor biodiesel as another source of fuel reduces carbon monoxide to 9% correlated to

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diesel HC reduced by 8.8% also a considerable reduction in oxides of nitrogen. Here there was

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increased in SFC by 4% and the thermal efficiency reduced by 2.2%. But the environmental issues and

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the employment for farmers and increase their production of castor plant prefers the castor biodiesel is

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another source of fuel for the automobiles, cultivation and power production sectors.

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Keywords - diesel, castor oil, ethanol, smoke, CI Engine, Engine performance.

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1. Introduction

ABSTRACT

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The cautionary to the complete existence of the world is because of the atmospheric

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pollution and global warming. As there are many reasons for the pollution, the major reasons are the

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exhalation of pollutants from the automobiles and the power production unit, which uses petroleum

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fuels, particularly for all the energy sources. The usage of automobiles and the power production

32

cannot be controlled as they are the backbone of economic growth of our country. The two-third of the

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economy of India depends upon the petroleum products, in spite of the environmental abasement

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caused by them. From the above, the hesitation of exhausting out of fossil fuels element in the future

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[1]. Hence, it is mandatory for the environmentalists, socialists, scientists, policymakers and

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researchers to find out another source of energy which should be biodegradable, renewable, and

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sustainable. Biodiesel is the major alternating paternity of energy which will meet the above-said

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criterions. India has the wide range of geographical cartography and rich in plants and animal species.

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By the edge of the year 2017, world countries has planned to make it important to mix 20%of

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biodiesel with diesel. The total utilization of the diesel by the year 2016 was 93.52 billion liters and

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whereas the awaited demand for diesel in the year 2017 is 97.37 billion liters. The biodiesel

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production in the year 2016 was 140 million liters while the awaited production rate of biodiesel in

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India in the year 2017 is 150 billion liters. By measuring the generation estimation of the biodiesel, by

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mixing 20% with diesel the requirement for the biodiesel in the year 2017 is 20 billion liters. By

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visualizing the requirement and capacity, there are 150 times flawed biodiesel generation in India.

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Besides, there is a high explosiveness of fossil fuel cost in the world’s market. All these cause a huge

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requirement for biodiesel. Biodiesel can be generated from all the classification of the plant oil and

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responsibility should be taken that not production of fuel by sacrificing food. Hence the lubricant from

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the non-edible sources is preferable. To overcome this, the biodiesel plays a significant role various

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production methods for the biodiesel production like transesterification, thermal cracking, micro

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emulsion, preheating and blending are available. Most of the authors prefer transesterification method

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and this author prefers the same [2].

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Biodiesel is a combo of Fatty Acid Alkyl Esters (FAAE) acquired from the long chain of the

54

fatty acids, which are prepared by the Transesterification process. Castor pinnate produces the

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biodiesel, with the yield of 92% by using methanol and potassium hydroxide as a catalyst and the

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properties of the biodiesel so far produced was in compliance with the ASTM [3]. When the

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phosphoric acid and the sulphuric acid were used as a compatible catalyst in the esterification of crude

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Karanja oil with methanol, Biodiesel generation would be made uncostly by using Karanja as a

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feedstock with yield rate 89.8% at 65 degree Celsius [4]. The lubricant with immense free fatty acid

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(FFA) feedstock lubricants is to be transformed into biodiesel by the two-step process of

61

transesterification. The immense FFA mahua oil was transformed into biodiesel by using the two-step

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process. The transesterification of mahua oil with potassium hydroxide as a catalyst and methanol

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reported a yield of 98% at 60 degree Celsius [5]. The ratios of the pursuance, agitation and exhalation

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characteristics of the biodiesel like B20, B40, B60, B80 and B100 were predominated to several trial

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tests. Most of the investigations say that B20 and B40 are the fascinating composite ratios results in

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the generation of fewer greenhouse gases like CO,HC and smoke(up to 8.2%.8.9%,5.4% respectively)

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with an increased(5%)BSFC(up to6%)[6]. Compared to animal fats and waste cooking oil, vegetable

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oils are the most suitable source for biodiesel production since they are renewable in nature [7,8].

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The ignition delay can be decreased by biodiesel with the proper additive and

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the added oxygen priority to uncondensed agitation and exaggeration of the total heat release with

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meager NOx. The results of the homogeneous investigations with the contrary lubricants like mahua,

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jatropha, neem, rapeseed, waste cooking oil, Pongamia, coconut oil, rice bran oil and karanja oil for

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the pursuance, agitation and the exhalation test in a four-stroke diesel engine were reported[9,10].

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The concentration of the catalyst, reaction temperature, methanol to oil molar ratio, reaction time, and

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the rate of stirring were thoroughly investigated by the use of Effect of the operating and processing

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variables [11]. The result is the meager brake specific fuel consumption with the reduced brake

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thermal efficiency and reduced CO, HC and smoke exhalation with meager NOx. The limitations felt

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at this stage in the utilization of biodiesel as fuel in the diesel engine are the strengthen BSFC and the

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weaken BTE with the meager level of NOx [12]. This crisis can be reduced by adding the proper

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additives to the biodiesel composite. By merging of the additive, results in the weaken BSFC and BTE

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strengthen considerably and decrease in NOx level to the notable value [13]. The constraint faced for

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the usability of the biodiesel in a diesel dynamo is the larger viscosity. This problem was denoted by

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the various authors. The viscosity is motivated by the storage prolongation and temperature by

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strengthening the viscosity of biodiesel almost for all composite ratios [14]. By preheating the

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biodiesel with the help of the fatigue gas temperature, the viscosity id weakened and this can also

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promote the pursuance and the exhalation characteristics of biodiesel [15]. The sweltering and the

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degeneration inconsistency of the biodiesel is the farther problem faced while the utilization of

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biodiesel. This makes the biodiesel a crumbled one and cannot be reserved for a prolonged period of

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the time[16]. A High-temperature operation is not possible in the production of bio diesel from rice

90

bran oil by in-situ process. The improvement of the sweltering, as well as the degeneration consistency

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of the biodiesel, is obtained by the adjoining of the pyrogallol [17].

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In this investigation, the biodiesel generated from Castor called Castor Methyl Ester (CME) is

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taken for experimental analysis. Because of its ecological, reproductive and supportable nature,

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Biodiesel is a stunning source of another fuel for the current engine. Though it is another source of

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fuel for the current engine, there is a symbolic variation in its properties to its successor diesel like

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huge thickness, which leads to meager fuel spraying for combustion, enhanced BSFC, insufficient

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agitation, fewer BTE, bonding etc.,[18] From the above literatures, the biodiesel acquired from the

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Castor oil was taken for the pursuance, agitation and the exhalation testing with the contrasting

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composites of B20, B40, B60, B80 and B100. A four-stroke single cylinder diesel engine was used to

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analyze the eucalyptus biodiesel and their results were discussed[19].

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2. Materials and Methods

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2.1. Castor Oil Preparation and Cost Estimation

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Table 1. Cost Estimation of Castor oil.

DESCRIPTION

COST IN RUPEES

Cost of the seed per kilogram

10.00

Peeling cost per kilogram

2.00

Cost of oil extraction per kilogram

5.00

Promiscuous (labour,electricity etc)

2.00

Cost of 1 kg of castor seed

19.00

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Cost of 1 liter castor oil (5 kg of seeds needed)

96.00

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Cost of chemicals (for preparing 1 liter biodiesel)

10.00

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Cost of CME bio diesel 1 liter

86.00

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The Castor tree is evergreen, fast growing and medium-sized tree. It has the capacity to grow

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easily. It can be cultivated in any kind of soils. It needs less water to grow. It has the capability to

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withstand high scarcity and in water logging condition. Cattle do not feed on Castor and hence it can

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be planted in the roadside also.40-55%of fatty oil yields by the seeds of the Castor. The yield and the

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calorific value of the lubricant may vary according to the soil consistency and the water source. The

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Castor oilseeds are collected from the local vendor. The Castor seeds are dried for a fortnight of

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sunlight. Other mechanical drying methods may be used for continuous and the commercial

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production purpose. The seeds which are dried fortnight in sunlight are peeled off for getting the

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kernel. Lubricant from the seeds is extracted by the mechanical expeller. The Castor lubricant is thus

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extracted. It was mixed with hexane and stirred at 1500 rpm by using mechanical stirrer at 45-50

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degree Celsius. Then, it settles down the impurities occurred in the raw lubricant for 45 minutes. The

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predicted price generated for Castor biodiesel for 1 liter is shown in table 1.

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2.2. Production of Biodiesel

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The biodiesel was produced by transesterification process and it was extracted from the Castor

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Seeds. In the existence of methanol and the sulphuric acid (H2So4), the Castor biodiesel was taken in

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the preparation chamber with the condenser, stirrer and thermometer, the esters of Castor oil (CME)

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were prepared[20]. To overcome the slow reaction times, Tetra Hydro furan (THF) was used as the co-

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solvent and potassium hydroxide was utilized as a base catalyst[21]. It was noticed that the high

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amount of immense free fatty acids (FFA) contains in the CME, thus it is essential to carry out a two-

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step process of transesterification comprising of acid esterification followed by the alkaline

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transesterification[22]. In this study, the most extensively used pre-treatment step is to lower FFA

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content of castor oil by esterification method, which was proceeded for the manufacturing of

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CME[23]. For the manufacturing of CME by esterification, the process parameters for the

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intensification and reaction statuses are 6:1 alcohol to oil molar ratio,4.5%of catalysts(w/w oil),60

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degree Celsius reaction warmth and two-hour reaction moment. By the esterification reaction step,

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FFA of the Castor lubricant was getting reduced to the expected limit [24,25].

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The pre-treated Castor oil produced the biodiesel, was further predominated to the

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Transesterification process. The operational parameters that prominences the Transesterification are

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the extent of the potassium hydroxide, the molar ratio of alcohol to oil, reaction warmth and the

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reaction time [26,27]. By the experimental investigations, optimum conditions were found to be 6:1

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molar ratio of alcohol to lubricant, 1% catalyst, 65 degree Celsius reaction warmth and 60 minutes

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reaction time [28]. By mixing methanol and sulphuric acid with the feedstock oil, the biodiesel (CME)

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preparation process of Castor lubricant was done. The reactants are passionate in a round bottom flask

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under favorable conditions, by stirring at a speed, 1500 rpm [29,30]. The products are kept in an

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isolating funnel for gravity separation of products, after completion of the reaction. The lower layer

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was isolated and the upper layer was used for the transesterification procedure of biodiesel [31]. For

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the transesterification reaction, 6:1 molar proportion of alcohol to oil with 1% potassium hydroxide

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and THF is mixed with decreased pre-treated Castor oil [32,33].

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At the stirring rapidness of 1500 rpm, the reactants are kept in the circular base flask are heated

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to 60 degree Celsius. For the partitioning of the biodiesel and glycerol, the products are kept in a

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partition funnel, which has the glycerol and impurities in the lower layer, while the upper layer has the

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biodiesel and the traces of catalyst. By washing with water, the traces of catalyst exhibits in the

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biodiesel [34,35]. To avoid the soap accumulation former washing the biodiesel, it is essential to

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abolish the methanol content in the biodiesel. To obtain this, the biodiesel was heated, then blended

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with the warm water and kept in the partitioning funnel for some hours [36,37]. The trace of catalyst in

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the lower layer was removed. Former it was compressed for the stimulation and testing, the biodiesel

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was again in tensed to remove the moisture [38]. Heterogeneous Ni doped Zno nanocatalyst is also

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used to prepare the castor biodiesel with high free fatty acid[39]. Castor oil is blend with diesel

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without any separation if it has an affinity for alcohol with high percentage of Ricinoleic Acid[40,41].

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2.3. Characterization of Biodiesel

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Table 2. Chemical and physical properties of the used Diesel and biodiesel. PROPERTIES

DIESEL

B 100

B 80

B 60

B 40

56

168

102

94

79

Calorific value (Kj/kg)

44,250

34,450

35,900

38,000

Kinematic viscosity (cst) at 40℃

2.25

9.86

8.02

5.97

3.08

2.73

Density (Kg/m3) at 25℃

790

888

876

864

847

65

Ash (%by mass)

0.016

0.087

0.059

0.033

0.029

0.023

Flash point

(℃)

2.73

39,050 41,400

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Table 3. Specification of the test engine.

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B20

Make

Kirlosakar AVI

Bore X Stroke

80 mmx110 mm

Maximum Power

3.7KW / 5HP@1500rpm

Connecting rod length

234 mm

Compression ratio

12:1 to 20:1

Swept Volume

562cc

Fuel used

Diesel ,CME and its Blends

Rated speed

1500rp

AVL 437C smoke meter

Smoke density

AVL 444-DI gas analyzer

HC,O2,CO,CO2, and NOx

Dynamometer

Eddy current dynamometer

Rated torque

2.4kg-m

Arm length

150mm

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The Castor lubricant (CME), which prepared biodiesel was characterized and proved for the

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concurrence with ASTM standards. The materialistic and the synthetic properties of CME are listed in

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table 2.The exhalation characteristics were tested with BD(Base Diesel) in a DI(Direct Injection)

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engine, in order to grade CME as a suitable alternative.

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For bearing out the experimental analysis for pursuance and the exhalation characteristics like

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BSFC, BTE, CO, CO2, HC, NOX emission for Methane biodiesel produced by the Trans-

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esterification

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biodiesel,80%diesel),B40(40%biodiesel,60%diesel),B60(60%biodiesel,40%diesel),B80(80%biodiesel,

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20%diesel) and B100(pure biodiesel) were taken. The tests were organized for BD first in Kirloskar

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AV1, single cylinder, four-stroke, direct injection diesel engine and consequence for the other

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composites. The particularization of the engine is given in table 3.

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3. Experimental Engine Setup

method

was

used.

Hence,

the

biodiesel

175 176

Fig. 1. Experimental engine setup

composites

of

B20(20%

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Fig. 2. Block diagram of experimental setup

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Conducting the tests on a single cylinder, four-stroke and direct injection diesel engine with the

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eddy current dynamometer was used for conducting the test with various load conditions. With all the

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ancillary arrangement, the photographic and block diagram vision of the engine is shown in fig 1 and 2

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respectively. Because of the required modification, The Kirloskar dynamo was made as the test

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dynamo. The Kirloskar dynamo is most extensively used in the agricultural and power production

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units. The AVL 444-DI gas analyzer was used to calculate the exhaust gases. The AVL 437Ce smoke

185

meter was used for calculating the smoke. The fuel consumption is calculated with a burette, by

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loading the engine with eddy current dynamometer. Without any load for warmish and to attain the

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constant running condition, the engine was allowed to drive for 20 minutes and the several readings

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were taken at the stable speed of 1500 rpm.

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3.1. Error Analysis

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While conducting the experiments, the capabilities of the errors and uncertainties cannot be

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avoided. These errors and uncertainties can be decreased by the selection of instruments, state, and

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conditions, circumstances, calibration, observation, evaluation, analyzing method, test procedure, and

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planning. It is essential to prove the accuracy, consistency, and probability of the test results of the

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experiments. Hence by utilization of the procedure explained by Holman, an unpredictable analysis

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was done. The various instruments involved in the experiments, their range, accuracy, and

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uncertainties are provided in table 4.

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Table 4. List of instruments, accuracy, range and percentage of uncertainties INSTRUMENTS Gas analyzer

ACCURACY

RANGE

PERCENTAGE UNCERTAINITIES

±0.03%

CO 0-10%

±0.2

±0.03%

CO2 0-20%

±0.13

±15 ppm

HC 020000ppm

±0.2

±20ppm

NOx 05000ppm

±0.2

Smoke meter

±0.2

HSU 0-100

±1.0

Temperature indicator (“K” type digital)

±1℃

0-1200℃

±0.12

Stop watch (digital)

±0.2 sec

Pressure sensor

±1 bar

Crank angle encoder

±1°

±0.2 0-110 bar

±0.1 ±0.2

±10rpm

0-9999rpm

±1.0

Torque indicator

±0.1 N-m

0-100 Nm

±0.2

Fuel flow rate indicator (digital) (loss in weight type)

±0.02 kg/hr

0-999kg/hr

±0.13

Speed sensor (Non-contact proximity type)

198 199

By using the formula of the square root of the addition of the squares of uncertainties of TFC,

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BP, BSFC, BTE, CO, CO2, HC, NOx, Smoke number, EGT, Pressure picks up, the total percentage of

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the uncertainty of this experiment is calculated.

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Total percentage of uncertainties=√{(0.1)2 +(0.2)2 + (0.1)2 +(1)2 + (0.2)2 + (0.1)2 + (0.2)2 + (0.2)2 + (1.0)2 + (0.15)2 + (1.0)2} = ±2%

204

By the various instruments, testing methods and the procedure followed in this empirical work,

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the cumulative proportion of uncertainties is equal to ±2% .The empirical results do not affect to the

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great extent. Hence the results obtained are reliable and consistent.

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4. Results and Discussion

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4.1. Engine Performance

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4.1.1. Brake Specific Fuel Consumption

210

For different blend ratios (B20, B40, B60, B80 and B100) of biodiesel, the variation of specific

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fuel consumption with brake power is given in fig 3. The specific gravity, viscosity and calorific value

212

of the fuel used are the factors depended by BSFC. The empirical result was plotted in the graph. From

213

the graph, it was noted that BSFC reduces with the rise in BP and vice versa for all the composite

214

ratios. This is due to the strengthen agitation chamber warmth at heavy load. It may be useful for

215

decreasing the ignition delay, which assists for the entire combustion and for lower load rich fuel-air

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mixture supplied to the engine. All composite ratios of CME with diesel, for all the loads, gives a

217

strengthened BSFC. Because of the low intense value of the CME as diesel, there is an exaggeration in

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BSFC. The exaggeration in BSFC takes place with cumulating biodiesel content in the composite ratio

219

and the biodiesel with high density and lower heat content was reported by many researchers.

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Fig. 3. Comparison of BSFC with brake power for various blends of CME

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The BSFC is 4.2% higher, by correlating the B20 biodiesel composite with that of diesel. Due

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to the fact that the Castor lubricant having less calorific value and high viscosity, the BSFC for B100

224

at complete load condition is 33.3% higher than the diesel. The BSFC for B20 and B40 are nearest to

225

the diesel. Hence for the better pursuance with CME as fuel, these composite ratios are adopted by

226

involving BSFC. Because of the indispensable oxygen content, the composite ratios B20 and B40 are

227

subsidizing the degradation of the diesel. Hence we get the nearest BSFC value to the diesel. But in

228

the higher composite ratios, the meager calorific value of CME has the domineering characteristics

229

than the oxygen content and hence increased BSFC. More diesel is required in order to produce the

230

same output. Since the fuel is supplied to the engine by volume basis. With the flow meter having an

231

accuracy of ±0.02kg/hr. The BSFC has a developmental uncertainty of ±0.15.Thr results were same in

232

nature to the former results acquired by the various authors.

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4.1.2. Brake Specific Energy Consumption

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Fig. 4. Comparison of BSEC with brake power for various blends of CME

236

The Brake Specific energy consumption (BSEC) with the brake power for the various

237

composite ratios of biodiesel are shown in the fig.4. By the product of BSFC and the calorific value of

238

the fuel used, the BSFC is calculated. The BSEC is an important phenomenon of finding the optimum

239

operating condition of an engine with the price of the operation. It has a weaker tendency to

240

strengthening load. At the meager load supply of rich fuel-air mixture, the entire agitation caused by

241

the enlarged agitation chamber warmth as the load strengthened, shortening the ignition delay as

242

discussed in the former section is needed. For all the load conditions, the BSFC of B20, B40and B60 is

243

similar to diesel. There was a remarkable variation observed for the composite ratios of B80 and B100.

244

Because of the meager intense value, high viscosity, indigent spray characteristics of biodiesel and the

245

strengthened consumption of the fuel to maintain homologous fuel energy input and homologous

246

power output, the variation of these composite ratios are obtained. The BSEC for B80 and B100

247

composite ratios are 3.9% and 9.5% respectively at the lower loads. When the half loads condition, it

248

was observed 1.1% and 3.5% respectively more than that of diesel. The BSEC for all composite ratios

249

is exactly similar to the diesel as the increased agitation chamber warmth assists for the entire agitation

250

at the complete load condition.

251

4.1.3. Brake Thermal Efficiency

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Fig. 5. Comparison of BTE with brake power for various blends of CME

254

For various composites of biodiesel and diesel, the brake thermal efficiency is shown in fig. 5.

255

In the composites, the BTE reduces with the intensifying in the percentage of bio-diesel content. The

256

complete load condition with 320 composites gives the nearest value of BTE with diesel (2.4% less).

257

For all the fuel operations, the brake thermal efficiency optimizes load. This is due to the reduction in

258

heat loss at higher load and swelling load. The biodiesel has shown meager BTE with the increment in

259

composite ratios at lower engine loads. This is due to the high viscosity, biodiesel causes a subsidiary

260

air-fuel mixture by producing larger fuel droplets during atomization.

261

During the atomization, the larger viscosity combined with the destitute volatility behavior of

262

biodiesel caused by intermolecular friction generates a non-homogenous mixture. The result for a high

263

composite ratio of biodiesel is the inadequate agitation and meager brake thermal efficiency. An

264

alternate reason for giving a meager thermal efficiency correlated to diesel is the feebler heat content

265

of CME and the unsaturated condition of Castor oil. It was noticed that the remarkable difference in

266

the reduction of BTE with upgrade composite ratio, due to this reason. Thus the percentage of

267

unsaturation affects the BSFC to a representative amount. This is the reason for several oil sources

268

showing a difference in engine operation.

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4.1.4. Exhaust Gas Temperature

270 271

Fig. 6. Comparison of EGT with brake power for various blends of CME

272

From the fig. 6, the difference in exhaust gas temperature with brake power for various

273

composites is shown. The result delivers us when compared to that of the diesel; the exhaust gas

274

temperature reduces for various composites. For all the composites, the exhaust gas temperature is

275

optimized for the inflation in brake power. Due to the meager calorific value of composited fuel, as

276

correlated to the diesel, the gas temperature of diesel is found to be swelling value for all loads. This is

277

due to the impoverished agitation characteristics of the biodiesel and also due to its composites and its

278

viscosity variation. With intensification in load, there is an extension in exhaust gas temperature. To

279

sustain the power output, the surpassing amount of fuel was injected. The meager exhaust gas

280

temperatures result in better thermal efficiency for the biodiesel composites due to shorter combustion

281

duration for the biodiesel composites with reduced CO and HC emissions. With diesel, the B20 and

282

B40 blends of CME give a closest exhaust gas temperature to that of diesel. The accuracy of the

283

temperature sensor is 1°C. The percentage of uncertainty is ±0.15 in the total uncertainty of ±2.0%.

284 285

Significantly it does not disturb the test result. The test result is a responsible one. For the different biodiesel with the other researchers, the same test result was observed.

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4.2. Engine Emissions

287

4.2.1. CO Emissions

288 289

Fig. 7. Comparison of CO emission with brake power for various blends of CME

290

The deviations of CO exhalation with respect to BP for diesel and bio-diesel composites are

291

shown in fig. 7. With B20 composite, there was a reduction in 8.2% of CO exhalation level. This is

292

due to the biodiesel itself degenerated fuel which helps for entire agitation then the CO exhalation

293

level getting intensified when the load was optimized. This is because of the variation in air furl ration

294

for the various operating conditions of the engine. Due to the oxygenated biodiesel composite again

295

promoting the degeneration of CO, there is an attainable degradation in CO exhalations. It shows that

296

there is an overall degradation level in CO exhalations when correlated to the diesel by all the

297

composite ratios of biodiesel. By various research results, the result obtained is close to the previous

298

results. By AVL 444DI gas exchanger the co emission was measured. Then the accuracy is ±0.02% in

299

CO measurement and the percentage uncertainty is ±0.2.

300 301

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302 303 304

4.2.2. HC Emissions

305 306

Fig. 8. Comparison of HC emission with brake power for various blends of CME

307

From the fig. 8, the HC exhalation differs with respect to BP is depicted. The HC exhalation

308

level weakens by strengthening a composite ratio of bio-diesel were indicated. If the load increases,

309

the HC exhalation also increases for the diesel. This is due to the shortage of oxygen. With the rise in

310

the composite ratio, the biodiesel views us a considerable reduction in HC exhalation. This is because

311

of its oxygenated nature. Due to the oxygenated, eminent Cetane number of CME, a better combustion

312

is possible for CME fuelled composites. There is a reduction in HC exhalation for B20 composites by

313

around 8.9% correlated to that of other researchers. By the gas analyzer, the HC exhalation was

314

measured. Its accuracy is ±15 ppm in HC measurement. The percentage of uncertainty is ±0.2.

315

4.2.3. NOx Emissions

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316 317

Fig. 9. Comparison of NOx emission with brake power for various blends of CME

318

For the various composites of CME with the several load condition, the accumulation of oxides

319

of nitrogen is observed in fig. 9. With the occasion of enormous oxygen with the high temperature and

320

the indispensable reaction time, the NOx emission is possible. Since, the biodiesel is an oxygenated

321

one, the composite ratio increases with NOx emissions. It was noticed that the NOx level intensified

322

with an optimization in load.

323

By burning more fuel, there is an extension in the load causes the rise in gas temperature.

324

Ultimately, increased NOx level was noted. Besides oxygen content, the spray characteristics are also

325

one of the causes for NOx formation. For all load conditions, the B20 blend having a NOx level

326

becomes near to diesel. The degradation in aromatic content in the fuel leads to the degradation in

327

NO2 emission was pointed out by one of another. By AVI 444DI gas analyzer, the emission was

328

measured. The accuracy is ±0.20ppm in the NOx measurement. The percentage uncertainty is ±0.2.

329

4.2.4. Smoke Emissions

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330 331

Fig. 10. Comparison of SMOKE emission with brake power for various blends of CME

332

From the fig. 10, with the various composites of CME, the smoke level for the various load

333

condition was shown. By the fuel-air merger excellence, adhesiveness and levity of the fuel, the

334

formation of smoke is caused. This influences the atomization nature of the fuel. If the composite ratio

335

of CME in accordance with diesel was increased, the smoke exhalation level also intensified. The

336

reasons for the slow combustion and increased smoke level are the indigent atomization and

337

vaporization observance of the biodiesel composites. At full load with B20 composite correlated to

338

diesel. There was 4.5% of meager smoke exhalation was noted. This is because of the B20 composite

339

assists the degradation and entire agitation of the fuel. Hence, it has reduced the smoking level. But the

340

increased smoke exhalation was occurred by all other composite ratios.

341

By the tremendous viscosity CME, the formation of local rich mixtures in the agitation

342

chamber produces more smoke correlated to the diesel. With respect to the load, the smoke exhalation

343

characteristics do not show a linear vogue increased in exhalation. The factors which upset the spray

344

characteristics, as well as the fuel-air merger quality, are high viscosity, low volatile, meager heat

345

content and strong molecular structure nature of CME. A reduction of smoke emission between BP

ACCEPTED MANUSCRIPT 20

346

and 2.5 even in the B100 blend was shown. The enormous smoke exhalation was caused because at

347

squatty load and immense load rich fuel-air mixture is supplied. Initially, the thermal degradation of

348

fuel takes place. During the middle, correct stoichiometric air-fuel ratio precedence to entire agitation.

349

Hence the smoke level is reduced and measured. The accuracy is ±0.2 and the percentage of the

350

uncertainty of ±0.10.

351

5. Conclusion

352

The speculative results show the pursuance and exhalation characteristics of castor biodiesel

353

and diesel and also give the correlation to the base diesel. From the above result, compared with the

354

diesel, the biodiesel is used as alternative fuel in diesel dynamo it will protect the environment by

355

means of lower emission. The following conclusions were obtained regarding emission and

356

performance.

357

The SFC increased by 4% at the same time there was a reduction in BTE of 2.2% noted for

358

B20 composite of castor biodiesel with that of diesel. Regarding the greenhouse gases of CO, HC and

359

NOx there is reduction 8.6%, 8.1%, and the nearest value is noted respectively. B20 gives 4.3% more

360

smoke level correlative to diesel. By a cumulative conclusion, the castor biodiesel can be implemented

361

in the current dynamo as a substitute fuel for transport, power and agricultural units and off-road

362

vehicles without any modification. If done, it not only safeguards the environment and also protects

363

the human constitution and produces the employment and protects the cultivating community from

364

geographical migration.

365 366

Nomenclature

367

BD

Base Diesel

368

ASTM

American Society for Testing and Materials

369

FAAE

Fatty Acid Alkyl Esters

370

CI

Compression Ignition

371

BSEC

Brake Specific Energy Consumption

372

BSFC

Brake Specific Fuel Consumption

373

BTE

Brake Thermal Efficiency

374

CO

Carbon monoxide

ACCEPTED MANUSCRIPT 21

375

FFA

Free Fatty Acids

376

HC

Hydro Carbon

377

NOx

Oxides of Nitrogen

378

CME

Castor Methyl Ester

379

SFC

Specific Fuel Consumption

380

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ACCEPTED MANUSCRIPT Highlights of the Research Work 

Environmental defects caused by Fossil fuel



Biodiesel Production method



Produces the employment and protects the cultivating



Performance and emission studies of diesel and biodiesel



Characterization and test fuel blends