Vegetable oil fuel

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Waste vegetable oil which has been filtered.

Vegetable oil is an alternative fuel for Diesel engines and for heating oil burners. For engines designed to burn diesel fuel, the viscosity of vegetable oil must be lowered to allow for proper atomization of the fuel, otherwise incomplete combustion and carbon build up will ultimately damage the engine.

History[edit]

Rudolf Diesel

Rudolf Diesel was the father of the engine which bears his name. His first attempts were to design an engine to run on coal dust, but later designed his engine to run on vegetable oil. The idea, he hoped, would make his engines more attractive to farmers having a source of fuel readily available. In a 1912 presentation to the British Institute of Mechanical Engineers, he cited a number of efforts in this area and remarked, "The fact that fat oils from vegetable sources can be used may seem insignificant today, but such oils may perhaps become in course of time of the same importance as some natural mineral oils and the tar products are now."[1]

Periodic petroleum shortages spurred research into vegetable oil as a diesel substitute during the 1930s and 1940s, and again in the 1970s and early 1980s when straight vegetable oil enjoyed its highest level of scientific interest. The 1970s also saw the formation of the first commercial enterprise to allow consumers to run straight vegetable oil in their automobiles, Elsbett of Germany. In the 1990s Bougainville conflict, islanders cut off from oil supplies due to a blockade used coconut oil to fuel their vehicles.[2]

Academic research into straight vegetable oil fell off sharply in the 1980s with falling petroleum prices and greater interest in biodiesel as an option that did not require extensive vehicle modification.

Application and usability[edit]

Modified fuel systems[edit]

Most diesel car engines are suitable for the use of straight vegetable oil (SVO), also commonly called pure plant oil (PPO), with suitable modifications. Principally, the viscosity and surface tension of the SVO/PPO must be reduced by preheating it, typically by using waste heat from the engine or electricity, otherwise poor atomization, incomplete combustion and carbonization may result. One common solution is to add a heat exchanger and an additional fuel tank for the petrodiesel or biodiesel blend and to switch between this additional tank and the main tank of SVO/PPO. The engine is started on diesel, switched over to vegetable oil as soon as it is warmed up and switched back to diesel shortly before being switched off to ensure that no vegetable oil remains in the engine or fuel lines when it is started from cold again. In colder climates it is often necessary to heat the vegetable oil fuel lines and tank as it can become very viscous and even solidify.

Single tank conversions have been developed, largely in Germany, which have been used throughout Europe. These conversions are designed to provide reliable operation with rapeseed oil that meets the German rapeseed oil fuel standard DIN 51605. Modifications to the engines cold start regime assist combustion on start up and during the engine warm up phase. Suitably modified indirect injection (IDI) engines have proven to be operable with 100% PPO down to temperatures of −10°C. Direct injection (DI) engines generally have to be preheated with a block heater or diesel fired heater. The exception is the VW Tdi (Turbocharged Direct Injection) engine for which a number of German companies offer single tank conversions. For long term durability it has been found necessary to increase the oil change frequency and to pay increased attention to engine maintenance.

Unmodified indirect injection engines[edit]

Many cars powered by indirect injection engines supplied by in-line injection pumps, or mechanical Bosch injection pumps are capable of running on pure SVO/PPO in all but winter temperatures. Indirect injection Mercedes-Benz vehicles with in-line injection pumps and cars featuring the PSA XUD engine tend to perform reasonably, especially as the latter is normally equipped with a coolant heated fuel filter. Engine reliability would depend on the condition of the engine. Attention to maintenance of the engine, particularly of the fuel injectors, cooling system and glow plugs will help to provide longevity. Ideally the engine would be converted.[3]

Vegetable oil blending[edit]

The relatively high kinematic viscosity of vegetable oils must be reduced to make them compatible with conventional compression-ignition engines and fuel systems. Cosolvent blending is a low-cost and easy-to-adapt technology that reduces viscosity by diluting the vegetable oil with a low-molecular-weight solvent.[4] This blending, or "cutting", has been done with diesel fuel, kerosene, and gasoline, amongst others; however, opinions vary as to the efficacy of this. Noted problems include higher rates of wear and failure in fuel pumps and piston rings when using blends.[3]

Home heating[edit]

Main article: Bioliquids

When liquid fuels made from biomass are used for energy purposes other than transport, they are called bioliquids.[5]

With often minimal modification, most residential furnaces and boilers that are designed to burn No. 2 heating oil can be made to burn either biodiesel or filtered, preheated waste vegetable oil (WVO). If cleaned at home by the consumer, WVO can result in considerable savings. Many restaurants will receive a minimal amount for their used cooking oil, and processing to biodiesel is fairly simple and inexpensive. Burning filtered WVO directly is somewhat more problematic, since it is much more viscous; nonetheless, its burning can be accomplished with suitable preheating. WVO can thus be an economical heating option for those with the necessary mechanical and experimental aptitude.

Combined heat and power[edit]

A number of companies offer compressed ignition engine generators optimized to run on plant oils where the waste engine heat is recovered for heating.

Properties[edit]

The main form of SVO/PPO used in the UK is rapeseed oil (also known as canola oil, primarily in the United States and Canada) which has a freezing point of -10°C.[citation needed] However the use of sunflower oil, which gels at around -12°C,[6] is currently being investigated as a means of improving cold weather starting. Unfortunately oils with lower gelling points tend to be less saturated (leading to a higher iodine number) and polymerize more easily in the presence of atmospheric oxygen.

Material compatibility[edit]

Polymerization also has been consequentially linked to catastrophic component failures such as injection pump shaft seizure and breakage, injector tip failure leading to various and/or combustion chamber components damaged. Most metallurgical problems such as corrosion and electrolysis are related to water based contamination or poor choices of plumbing (such as copper or Zinc) which can cause gelling- even with petroleum based fuels.

Temperature effects[edit]

Some Pacific island nations are using coconut oil as fuel to reduce their expenses and their dependence on imported fuels while helping stabilize the coconut oil market. Coconut oil is only usable where temperatures do not drop below 17 degrees Celsius (62 degrees Fahrenheit), unless two-tank SVO/PPO kits or other tank-heating accessories, etc. are used. Fortunately, the same techniques developed to use, for example, canola and other oils in cold climates can be implemented to make coconut oil usable in temperatures lower than 17 degrees Celsius.

Availability[edit]

Recycled vegetable oil[edit]

Main article: Yellow grease

Recycled vegetable oil, also termed used vegetable oil (UVO), waste vegetable oil (WVO), used cooking oil, or yellow grease (in commodities exchange), is recovered from businesses and industry that use the oil for cooking.

As of 2000, the United States was producing in excess of 11 billion liters (2.9 billion U.S. gallons) of recycled vegetable oil annually, mainly from industrial deep fryers in potato processing plants, snack food factories and fast food restaurants. If all those 11 billion liters could be recycled and used to replace the energy equivalent amount of petroleum (an ideal case), almost 1% of US oil consumption could be offset.[7] Use of used vegetable oil as a direct fuel competes with some other uses of the commodity, which has effects on its price as a fuel and increases its cost as an input to the other uses as well.

Virgin vegetable oil[edit]

Virgin vegetable oil, also termed pure plant oil or straight vegetable oil, is extracted from plants solely for use as fuel. In contrast to used vegetable oil, is not a byproduct of other industries, and thus its prospects for use as fuel are not limited by the capacities of other industries.[citation needed] Production of vegetable oils for use as fuels is theoretically limited only by the agricultural capacity of a given economy. However, doing so detracts from the supply of other uses of pure vegetable oil.

Legal implications[edit]

Taxation of fuel[edit]

Taxation on SVO/PPO as a road fuel varies from country to country, and it is possible the revenue departments in many countries are even unaware of its use, or feel it too insignificant to legislate. Germany used to have 0% taxation, resulting in it being a leader in most developments of the fuel use. However SVO/PPO as a road fuel began to be taxed at 0,09 €/liter from 1 January 2008 in Germany, with incremental rises up to 0,45 €/liter by 2012. However, in Australia it has become illegal to produce any fuel if it is to be sold unless a license to do so is granted by the federal government. This is a chargeable offense with a fine of up to 20,000 dollars but this bracket may alter circumstantially. Also a jail term may result if offenders are aware of the illegality of selling the fuel.

UK[edit]

Before 2011: In the UK it is legal once duty on the fuel is paid, or, in the case of using or producing less than 2,500 litres per year, no duty is necessary.[8]

In the UK, drivers using SVO/PPO have in the past been prosecuted for failure to pay duty to Her Majesty's Revenue and Customs. The rate of taxation on SVO was originally set at a reduced rate of 27.1p per litre, but in late 2005, HMRC started to enforce the full diesel excise rate of 47.1p per litre.

HMRC argued that SVOs/PPOs on the market from small producers did not meet the official definition of "biodiesel" in Section 2AA of The Hydrocarbon Oil Duties Act 1979 (HODA), and consequently was merely a "fuel substitute" chargeable at the normal diesel rate. Such a policy seemed to contradict the UK Government's commitments to the Kyoto Protocol and to many EU directives and had many consequences, including an attempt to make the increase retroactive, with one organization being presented with a £16,000 back tax bill. This change in the rate of excise duty effectively removed any commercial incentive to use SVO/PPO, regardless of its desirability on environmental grounds; unless waste vegetable oil can be obtained free of charge, the combined price of SVO/PPO and taxation for its use usually exceeded the price of mineral diesel. HMRC's interpretation is widely challenged by the SVO/PPO industry and the UK pure Plant Oil Association (UKPPOA) was formed to represent the interests of people using vegetable oil as fuel and to lobby parliament.[9]

Following a review in late 2006,[10] HM Revenue & Customs has announced changes regarding the administration and collection of excise duty of biofuels and other fuel substitutes (Veg Oil). The changes came into effect on June 30, 2007. There is no longer a requirement to register to pay duty on vegetable oil used as road fuel for those who "produce" or use less than 2,500 litres per year.[11] For those producing over this threshold the biodiesel rate now applies.

In 2011, the Duties associated with the use of Biodiesel changed to reflect a flat rate of 20 pence per litre of biodiesel used. No lower threshold now exists.

See also[edit]

References[edit]

External links[edit]