Scribd Review of Vegetable Oil as Alternative Fuel for Internal Combustion Engine(CI Engine) Pranay Navale #1 , Debashish Choudhury

#1 , Vishal Jadhav #1 , Arvind Mishra #1 , Nilaj N. Deshmukh #2 1 Student, 2 Assistant Professor, # Mechanical Engineering Department Fr. C. Rodrigues Institute of Technology, Sector- 9A, Vashi, Navi Mumbai , India 1 pranaynaval@gmail.com, 2 nilajdeshmukh2000@yahoo.com

Abstract T h e r a p i d d e p l e t i o n i n w o r l d p e t r o l e u m reservoir s a nd uncerta inty in petroleum supply due to political and economical reasons as well as sharp escalationin the petroleum prices, hav e simula ted the sea rch fo ralternatives to petroleum based fuels specially diesel andg a s o l i n e m o r e o v e r b u l k o f p e t r o l e u m f u e l s a r e b e i n g co nsumed by ag riculture and transport sect or fo r w hichdiesel engine happens to be prime mover. Though there arewide varieties of alternative fuels available, the research hasnot yet provided the right renewable fuel to replace diesel.Vegetable oils have their properties closer to diesel whichmakes them promising alternative for its use in diesel engine.T h e r e v i e w c o n d u c t e d o n t h e d i f f e r e n t a s p e c t s o f t h e v egetable o ils as substitute for diesel eng ines incl udingvegetable oil composition, fuel properties of vegetable oil andtheir blends, v iscosity reduction tech niques, o ptimu mblending ratios, performance of engines using various blendsand emission characteristics of diesel engines using vegetableoil based fuels have been presented in this work. Keywords V e g e t a b l e o i l , C I E n g i n e , e s t e r i f i c a t i o n , performan ce, emission characteristics I.I NTRODUCTION Diesel out of different liquids fossil fuels is widelyu sed th roug hout th e wo rld in au to mo b iles, pu mp s and other engines mostly in the agriculture related sectors. Ina d d i t i o n t o s t r i n g e n t e n v i r o n m e n t p o l l u t i o n n o r m s , d i e s e l s e v e r r i s i n g d e m a n d a n d l i m i t e d r e s e r v o i r s beco mes a hu rdle in its fu tu re su rv iv al. So research isg o i n g o n t h r o u g h o u t t h e g l o b e f o r s u i t a b l e d i e s e

l substitute. In this race different alternative, vegetable oilsare emerging as one of the strongest contender becauseso me of their ph ysical, che mical, co mbu stion relate d properties are nearly similar to that of diesel fuel.V egetable oils were thought of as feasible option quiteearlie r. Eve n in th e year 1 900, the inv en to r of d ieseleng ine, Rud olf Diesel u sed p eanu t oil to en erg ize hiseng ine at th e Paris exp ositio n . Ho wev er, d espite th etechnical feasibility, vegetable oils as fuel could not getacceptance, as they were more expensive than petroleumfuels. This leads to the retardation in scientific efforts toinvestigate the further acceptability of vegetable oils asf uel. Later d ue to nu mero us fac to rs as stated earlie r,create d renewed interest of researchers in vegetable oil assubstitu te fu el fo r d iesel engines. An oth er imp o rtant featu re of vegetable oil that advocates in their favor asf u t u r e d i e s e l a l t e r n a t i v e i s c a r b o n b a l a n c e i n t h e environment. In general vegetable oils are obtained fromcrop and forest resources.In a developing country like India major concentrationh a s b e e n f o c u s e d o n n o n e d i b l e v e g e t a b l e o i l s a s alternative fuel to diesel because edible vegetable oilshave their use in our day to day life. There are oils likeK a r a n j a , N e e m , M a h u a , J a t r o p h a , e t c . b e i n g u n d e r research for partial or complete replacement of diesel incompression ignition (CI) engines. Vegetable oils can be p rodu ced on small scale for o n -farm u tilizatio n to run t r a c t o r s , p u m p s a n d s m a l l h o r s e e n g i n e s f o r p o w e r generation, irrigation purpose.A. Advantages: Biodiesel is an oxygenated fuel; emissions of carbonmonoxide and soot tend to reduce. Unlike fossil fuels, useof Biodiesel does not contribute to global warming as theCO 2 so produced absorbed by the plants. Thus in natureCO

2 is b alan ced. Biod iesel is mo stly obtain ed fromrenewable vegetable oils/animal fats and hence it mayimprove the fuel or energy security and thus leading toeconomy independence.B. Disadvantages: Potential hazards such as stuck piston rings, carbon buildup on injectors, fuel system failure, and lubricatingoil contamination exists when vegetable oils are used asalternative fuels. This effect diminishes as the blend of v eg etab le oil in diesel is d ecreased . It g iv es o ut mo renitr ogen oxide emissions (Nitrogen oxide emissions from biodiesel blends could possibly be reduced by blendingwith kerosene or FischerTropsch diesel).Biodiesel hasexcellent solvent properties. Hence, any deposits in thefilters and in the delivery systems may be dissolved by biodiesel and result in need for replacement of the filters.The main objective of present study is to present reviews conducted on different aspects of vegetable oil assubstitute fuels for diesel engines including vegetable oilcomposition, fuel properties of vegetable oil and their blends, viscosity reduction techniques, optimum blendingratios, performance of engines using various blends ande mission cha racteristics of the d iesel eng in es u sin gveget able oil based fuels. II.COMPOSITION OF VEGETABLE OILS Fats and o ils are water inso luble, h yd rophob ic substance primarily composed of fatty esters glycerol(triacylglycerol). They include such common substancesas p ea nu t oil, sunf lower

of

o il, co rn oil, bu tter, lard and t a l l o w . T r i a c y l g l y c e r o l t h a t a r e l i q u i d s a t r o o m temperature are generally called as oils; those that aresolids are called as fats. Triacylglycerols can be simpletriacylglycerols (all three acyl groups are the same) or mixed- triacylglycerol (acyl groups are different).Most natural fatty acids have unbranched chains and because they are synthesized from two carbon units, theyhave an even number of carbon atoms. The carbon chainlength and number of unsaturated bonds varies in fatty acids. Bettis et al. [1] demonstrated that the variations inviscosity were due to fatty acid change length, the number o f u n s a t u r a t e d b o n d a n d i n t e r a c t i o n b e t w e e n t h e combinations. Mystric, palmitic, steric, archidic, behenic,lino ce ric , oleic, eru tic, lino liec are commo n ly prese n ta c i d s i n v e g e t a b l e o i l s i n v a r y i n g p e r c e n t a g e s . Triacylglycerols made up of largely saturated fatty acidsh a v e h i g h m e l t i n g p o i n t s a n d a r e s o l i d s a t r o o m te mp eratu res (called as f ats) canno t be u sed as fu els .Triacylglycerols with high proportion of unsaturated and polyunstructured fatty acids have lower melting points(called as oils). They are distinguished by their fatty acidc o m p o s i t i o n [ 2 ] . T r i a c y l g l y c e r o l s m o l e c u l e s h a v e m o lecu lar weig hts b etween 800 and 9 00 an d are thus nearly four times larger than typical diesel (C 16 H 34 ) fuel.Due to higher molecular weights, vegetable oils have lowvolatility and because of their unsaturation vegetable oilsare inherently more reactive than diesel fuels. As a resultt h e y a r e m o r e s u s c e p t i b l e t o o x i d a t i o n a n d t h e r m a l polymerization reaction.Various vegetable oils are given in table 1 Edible Veg etable OilsNo n -Edible Vegeta ble Oils P e a n u t J a t r o p h a c u r c a s S a f f l o w e r K a r a n j i a ( P o n g a m i a g l a b r a ) P a l m P o n g a m i a

e n M a h u a S e s a m e N e e m R a p e s e e d / C a n o l a P i n e s e e d s S u n f l o w e r C a s t o r M u s t a r d N a g c h a m p a L i n s e e d K u s u m C o c o n u t A r k ( C a l o t r o p i s g i g a n t i a ) Table 1 Various Vegetable Oils III.F UEL PROPERTIES OF VEGETABLE OILS AND THEIR BLENDS Th e imp o rtan t p rop erties of veg etable o ils hav e listed below : Ash Percentage: A s h i s a m e a s u r e o f t h e a m o u n t o f metals contained in the fuel. Cetane Number (CN): A relative measure of the interval between the beginning of injection and auto ignition of the fu el. High er the

i a

cetane n u mb er, sh orter th e delay interval and greater its combustibility. Cloud Point (CP): The temperature at which oil starts tosolidify. While operating an engine at temperatures belowoils cloud point, heating will be necessary in order toavoid waxing of the fuel. Density: The weight per unit volume. Oils that are denser contain more energy. For example, gasoline and dieself u els g iv e co mp arab le en erg y b y weight, bu t d iese l isdenser and hence gives more energy per liter. Flash Point (FP): The flash point temperature of fuel isthe minimum temperature at which the fuel will ignite(flash) on application of an ignition source. Flash pointvaries inversely with the fuels volatility. Minimum flash po in t temp eratu res are requ ired fo r p ro per safety and h andling of fuel. Heating Value: Heating Value or Heat of Combustion isthe amount of heating energy released by the combustiono f a u n i t v a l u e of fuels. One of the most i m p o r t a n t determinants of heating value is moisture content. Air d ried bio mass typically has abou t 15 20 % mo istu re,whereas the moisture content for oven-dried biomass isnegligible. Iodine Value (IV): The amount of iodine, measured ing rams, absorb ed b y 1 00 ml of given o il. Th e degree of saturation is indicated by the Iodine Value of the oil. Melt Point or Pour Point: Melt or pour point refers toth e temp eratu re at wh ich th e o il in solid fo rm s tarts to melt or pour. In cases where the temperatures fall belowthe melt point, the entire fuel system including all fuellines and fuel tank will need to be heated. Sulfur Percentage:

The percentage, by weight, of sulfur in the fuel. Sulfur content is limited by law to very small percentages for diesel fuel used in onroad applications. Viscosity: Viscosity refers to the thickness of the oil, andis determined by measuring the amount of time taken for ag i v e n m e a s u r e o f o i l t o p a s s t h r o u g h a n o r i f i c e o f a sp ecified size.Fuel properties of vegetable oils and modified hybridfuels have been studied by many researchers. Comparedto diesel the vegetable oils in general, have acceptablecetane number(3545),high viscosity (>27mm 2 /s) ,hig h carbon residue , high flash point(220-285), cloud point(17-18 0 C) and pour points (-6 to -12 0 C), acceptablec a l o r i f i c v a l u e s ( 8 8 9 4 % o f d i e s e l ) , l o w s u l p h u r content(<0.02%) and contains gumming impurities.The major problem with the direct use of vegetableo ils as fu el into CI eng in es is th eir high er v iscosity. Iti n t e r f e r e s t h e f u e l i n j e c t i o n a n d a t o m i z a t i o n a n d contributes to incomplete combustion nozzle clogging,excessive engine deposits, ring sticking , contaminationsof lubricating oils, etc. the problem of higher viscosity of v eg etab le o ils can b e ov erco me to a g reater exten t b yv a r i o u s t e c h n i q u e s , s u c h a s h e a t i n g , d i l u t i o n , emulsification, etc.J. R. Khan et al. [3] collected the information about 15vegetable oils, out of which experimented on 5 vegetableoils (coconut, mustard, palm, sesame, soyabean). Theyreported that:

a) Production of soyabean, corn, sunflower and mustarda r e h i g h t h e y a r e c o s t l y b e c a u s e o f g r e a t d e m a n d p articularly due to their edib ility. On the o th er hand s e s a m e , r i c e b a r n a n d l i n s e e d h a v e v e r y l i t t l e u s e . Therefore these oils could be used as fuels in engines. b) Higher viscosity of oils causes higher fuel line pressurecompared with conventional fuel. This will reduce thereq uired seating p ressu re of th e injecto r needle valv ecre ating a situ ation wh ere po st inj ection d ribb le mayoccur.c ) H i g h e r v i s c o s i t y i s a l s o r e s p o n s i b l e f o r p o o r atomi zation, which results in poor combustion and carbondeposits.d) Diesel indices of the vegetable oils are poor for someof the oils e.g. sesame (24.9), coconut (24.5)e) Gum formation is also an important factor. This is dueto the fact that oils contain phosphides, which can absorbatmospheric moisture to form gum in the fuel system andin the cylinder.f) Soyabean having less carbon residue, better DI (dieselind ex ) and g ood flash po int is sugg ested the b est fo r blending with diesel.I V . V ISCOSITY R EDUCTION T ECHNIQUES A.

Pre Heating Jodaib ar Rah man Kh an et al. [ 3 ] u sed the sa me technique to alter the value of viscosity. For Coconut oil,the value changed from 31.11 mm 2 /sec to 5.44 mm 2 /sec.For Mustard oil, 36.59 mm 2 /sec to 6.58 mm 2 /sec; for Palmoil 49.56 mm 2 /sec to 6.71 mm 2 /sec; for Sesame oil 40.35mm 2 /sec to 7.09 mm 2 /sec from temperature of 30.5C to82.2C respectively. S. K. Acharya et al. [4] evaluated thistechnique to reduce the viscosity of Kusum oil. When theoil was pre-heated to 110C, the viscosity value alteredfrom 42.075 mm 2 /sec (40C) to 5.9 mm 2 /sec. When pre-heated up to 120C, the value became 3.6 mm 2 /sec.B. Esterification Dilip Ku mar Bo ra et al. [ 10 ] used a mix tu re of Jatropha, Karanja, Polanga oils at 50C and titrated againstKOH to obtain the value of kinematic viscosity of 4.89mm 2 /sec.

C. Transesterification K. Anbumani et al. [8] used Mustard and Neem oilsfor the transesterification method. Oils were esterified toobtain butyl esters. The viscosity of Mustard oil before blending was 24.67 mm 2 /sec and after blending it became5.65 mm 2 /sec. Similarly for Neem oil, viscosity changedf r o m 3 7 . 4 2 m m 2 /sec to 6.3 mm 2 / s e c . S u r e n d r a R . Kalb and e et al. [9 ] found th e id eal temp eratu re of th e process to be 55-60C. The fall in the value of kinematicviscosity of Karanja oil was form 41.06 mm 2 /sec to 5.7mm 2 /sec and for Jatropha oil, from 40.6 mm 2 /sec to 5.85mm 2 /sec. Venkata Hanumantha Rao YARRAPATHRUNIet al. [11] converted Jatropha oil into its methyl ester atte mp eratu re of 40 C with the redu ction of kinema ticviscosity f ro m 35 .98 mm 2 /sec to 4.84 mm 2 /sec. NilajDes muk h et al. [12 ] ob tained th e v alue of k ine matic viscosity of Jatropha oil at par with that of diesel after thea b o v e p r o c e s s . N . V i j a y a R a j u e t a l . [ 1 3 ] a l s o u s e d J atrop ha o il with the ch ang e in its v isco sity fro m 5 0 mm 2 /sec to 5 .51 mm

2 /sec. M. Senthil Kumar et al. [16]experiments gave the value of kinematic viscosity of 5.65mm 2 /sec after transesterification at temperature of 70C.C. Blends S. K. Ach arya et al. [ 4] con clud ed th at th e best blending is B10 when Kusum oil is used. Nagarhalli M.V . e t a l . [ 7 ] e v a l u a t e d t h e b l e n d B 4 0 a s t h e i d e a l composition incase of Karanja oil. K. Anbumani et al. [8]f ound the o ptimu m b lend ing mix tu re of Mustard an d Nee m oils with diesel to be 20% by volume. Surendra R.Kalbande et al. [9] also found the blending percentage for maximum operational efficiency to be B20 and B40 for K a r a n j a o i l , a n d B 8 0 f o r J a t r o p h a o i l . V e n k a t a Hanumantha Rao YARRAPATHRUNI et al. [11 ] recommended 25% bio-diesel for Jatropha oil. P. K. Boseet al. [19] found 20% Linseed oil blend is the closet todiesel fuel properties. From above techniques, the results show that: 1) Viscosity reduction techniques approach or helpus to obtain the viscosity of bio-diesel very closeto that of diesel. 2) Prop erties of pro cessed of v egetab le o ils arecomparable with diesel. 3) Among all the methods the method of preh e a t i n g i s t h e m o s t f a v o u r a b l e , l e a s t t i m e consuming, very feasible and highly cheap. 4) But the resu lt of transesterif ication p ro cess ismuch better than pre-heating. 5)

A v e r a g e r a n g e o f v i s c o s i t y o b t a i n e d i s i n between 5 mm 2 /sec to 7mm 2 /sec, wh ich b eing v e r y a c c u r a t e r a n g e . P r e h e a t i n g p r o c e s s i s applicable for certain specific oils only. 6) Different oils have different blending percentagefor comparison reasons. 7) In general 20% blend (B20) is the most commona n d a c c e p t a b l e p e r c e n t a g e f o r b i o d i e s e l p r o d u c t i o n , i . e . f o r m a x i m u m o p e r a t i o n a l efficien cy.V . PERFORMANCE OF ENGINES USING VARIOUS BLENDS AND EMISSION CHARACTERISTICS S. K. Acharya et al. [4] performed experiment usingKusum oil in Kirloskar Oil Engine (vertical, 4 strokes,water cooled, CI engine, 3.67kW, 1500 rpm) with directuse of preheated vegetable oil and

with blends reportedthat Kusum Oil (preheated and blends). It was found that performance was close to that of diesel for lower blendco ncen trations and p reh ea ted o il p erfo rman ce g iv es inf erior efficiency but well performance in view point of pollution since emissions were found lower compared todiesel. But the drawback was higher BSFC than diesel oil. Nagarhalli M. V. et al. [7] had evaluated BTE, BSEC and e m i s s i o n c h a r a c t e r i s t i c s u s i n g K i r l o s k a r O i l E n g i n e (v ertical, 4 strokes, water coo led , CI eng ine, 3 .67 k W,1500 rp m). Th ey co mp ared th e resu lts with diesel and reported that CO emissions were slightly higher; whileHC emissions were decreased from 12.8% for B20 and2.85% for B40, NO X were decreased from 39% for B20a n d 2 8 % f o r B 4 0 . T h e y a l s o r e p o r t e d t h a t t h e B T E decreased slightly and also BSFC was found higher 7%for B20 and 1.9% for B40.Surendra R. Kalbande et al. [9] tested performance of F i e l d M a r s h a l e n g i n e ( 5 h p / 5 . 7 k W , 5 0 0 r p m ) u s i n g Jat roph a and k aran ja o il u sing b lends B40 , B60 , B80 ,B100 found th at con su mp tion of k aranja an d Jatroph a biodiesel oil were 49.54% and 62.75% of diesel whichwas economical and also found that BSFC B20 and B40were more economical also the engine BTE was foundcloser to diesel by 20%.Venkata Hanumantha Rao et al.[ 1 1] p erfo rmed test with Jatroph a and i t s b l e n d s i n Kirlos kar Oil Engine (vertical, 4 stroke, water cooled, CIengine, 3.67kW, and 1500 rpm). They found that B25 hascloser performance to diesel while B100 has reported lowBTE du e to h igh v iscosity. BTE was foun d h igh er fo r biodiesel and its various blends. BSFC was found lower for various blends , the minimum BSFC was found to be0 . 2 3 k g / k W h w i t h 2 5 % b i o d i e s e l w h e n c o m p a r e d t o 0. 27923kg/kWh that of diesel. The emissions gave hightemp gave an indication of waste heat going with exhaust.CO

2 e mission s was lo w wh ile CO and NO X emissionswere foun d mo re. K. Anb hu man i et al. [8 ] p erfo rmed experiment using Kirloskar Oil Engine (vertical, 4 stroke,water cooled, CI engine, 7.5BHP) with mustard and Neemoil blends, it was found that BSFC was found to be 0.123to 0.021 kg/kWh which was lower compared to0.05 to0.38 kg/kWh. An increase in BTE with increase in loadwas observed. Smoke intensity was 5% less for blends.Dilip Kumar Bora et al. [10] tested mixed biodieself ueled Kirloskar Oil Eng in e (vertic al, 4 strok e, wa ter cooled, CI engine, 5.9kW, 1500rpm). They reported thatBSFC values of blends were found to be higher; this may be due to lower CV of vegetable oils compared to diesel.Mixed biodiesel effect leaded to decrease in BTE due to poor combustion properties. As cetane no. of biodiesel b lend is hig her th an d iesel it exh ibits a sho rter d elay p eriod and resu lts in b etter co mb u stion . Presen ce of oxygen with blend leaded to higher NO X emissions. COemissions increased with load while intensity was foundl o w e r . A v i n a s h K u m a r A g r a w a l e t a l . [ 6 ] p e r f o r m e d experiment with Mahindra and Mahindra (model XD-3P,4 cylinders, 4 strokes, 72.5hp, and 4000rpm) tested withth ree b len ds of Jatroph a oil, b iod iesel and d ie sel were t e s t e d ( V 5 , V 1 0 , V 2 0 , V 1 0 0 , V 0 ) a t c o n s t a n t s p e e d o f 200 rpm (V5,B10,V20,B100,B0) at constant 200rpm theresults were formulated for BSFC, BTE and emissions. Itwas found that at 17kw there was reduction in BSFC for vegetable oils compared to diesel. It was also found thatBTE for various blends were found to be averagely 5%more. They also reported that emission characteristics of CO were higher compared to diesel due to uneven mixingo f o x y g e n d u r i n g c o m b u s t i o n . N O X emissions werereported more compared to diesel.Nilaj Deshmukh et al. [12] evaluated performance of Kirloskar Oil Engine (vertical, 4

strokes, water cooled, CIengine, 3.67kW, and 1500 rpm) using various blends of m i x e d o i l s ( p a l m + k a r a n j a B 4 0 , B 6 0 , p a l m + c a s t o r B40,B60) & results were obtained for BSFC , BTE .Theyrep o rted th at fo r b lends of p al m + karaja (B40 ), BTEdecrease as proportion of biodiesel increased. The BSFCgoes on increasing for all four blends.From [10, 12] the results shows that both work need toimprove cost, i.e. higher B SFC which is causing due tohigh viscosity and poor volatility which will be the futurescope of present study.As a representative of vegetable oils, experimentalwork carried by Dilip Kumar Bora et al. [10] is presentedin graphical form as below: Fig. 1 BSFC v/s BMEP Fig. 2 BTEv/s BMEP Fig. 3 NO X v/s BMEPFig. 4 CO v/s BMEP The above results were obtained by Dilip Kumar Bora etal. [10] shows thata)BSFC v alu es of blen ds were s ligh tly h igh er than those of diesel at all loads (Fig1).

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