Performance Evaluation and Emission Characteristics of A Waste Transformer Oil As An Alternative Fuel For Diesel Engine

International Journal of Emerging Trends & Technology in Computer Science (IJETTCS)
Web Site: www.ijettcs.org Email: editor@ijettcs.org

Volume 4, Issue 2, March-April 2015
ISSN 2278-6856
PERFORMANCE EVALUATION AND

EMISSION CHARACTERISTICS OF A
WASTE TRANSFORMER OIL AS AN
ALTERNATIVE FUEL FOR DIESEL
ENGINE
E SAIDULU*, G.S.GURU DATTATREYA**
*
Asst.prof, Mechanical Engineering Department, Siddhartha institute of technology & sciences ,Ghatkesar, Hyderabad,
India,
**
Asst.prof, Mechanical Engineering Department, Siddhartha institute of technology & sciences ,Ghatkesar, Hyderabad,
India
ABSTRACT
To meet the present requirements of the automotive industry,
there is continuous search to improve the performance,
exhaust emission, and life of the IC engines. The meet the
first two challenges, researchers are working both on newer
engine technologies and fuels. The present study focused on
non-petroleum renewable and non-polluting fuels to be used
for I.C engines. The current study investigates the suitability
for using waste transformer oil (WTO) as an alternative fuel
for compression ignition (CI) engine. For this purpose
different properties of the WTO were determined. The
different properties include density, kinematic viscosity,
Cetane number, and calorific value, flash and fire points. The
investigation includes two parts. In the first part of the
investigation, different properties and engine performance
were conducted. In the latter part of the investigation WTO
was refined by well know transesterification process and again
different fuel properties and engine performance were
conducted. The diesel fuel vehicles discharge significant
amount of pollution like Co, HC, CO2, led, soot which are
harmful for the environment. In the present work, three
different blends of waste transformer oil in varying
proportions of 10%, 20%, 30% with diesel are used. The
blends of waste transformer oil are used for investigating
engine
performance
and
emission
characteristics.
Experiments are carried out on a diesel engine, which are a
single cylinder four strokes, water cooled and constant speed
engine capable of developing a power output of 5.7 kW at
1500rpm.The performance parameters such as break power,
specific fuel consumption and thermal efficiency are
calculated based on experimental analysis of engine.
Emissions such as Carbon Monoxide, Nox, O2, Co and
unburned hydro carbon are measured. The data has been
analyzed and the results are presented and discussed in this
work.
Keywords:
Emissions
D.I.Diesel
Engine,
Transesterification,
1. INTRODUCTION
An engine is a device, which transforms one form of
energy into another form. While transforming energy
from one form to another, the efficiency of conversion
Volume 4, Issue 2, March April 2015
plays an important role. Normally, most of the engines

convert thermal energy into mechanical work and
therefore they are called heat engines. Heat engine is a
device that transforms the chemical energy of a fuel into
thermal energy and utilizes this thermal energy to perform
useful work. Thus, thermal energy is converted to
mechanical energy in a heat engine.
Fuel economy of engines is greatly improved from the past
and probably continued to be improved, increased in
number of automobiles alone dictate that there will be a
great demand for fuel in the near future. Alternative fuel
technology, availability, and use must and will become
more common in the coming decades. However, the use of
an alternative fuel decreases the break thermal efficiency
of engines, due to lower calorific values compared to
normal diesel fuel. Because of the high cost of the
petroleum products, some developing countries are trying
to use alternative fuels for their vehicles.
Internal combustion engines are established as the main
power source for the automobile vehicles. At present
emission norms become strict for any IC engine. The main
pollutants are CO, HC, NOX, PM, Soot, etc. from which
NOX are one of the most harmful component. Since
emissions are byproducts of the combustion process, the
main body of diesel engine research is to work effectively
to reduce these harmful byproducts of combustion within
the engine cylinder and at same time not compromising
on fuel economy.
1.1 Impact of energy consumption in industries
The energy consumption in terms of oil and other energy
sources is growing drastically, and it is projected to
increase by 36% in the world by the year 2035.The
growing demand is caused by an exponential increase in
the population that is predicted to increase further by 25%
in the next 20 years, with major population increases,
particularly in China and India. Energy in the form of
electricity or mechanical energy is used in all the houses
in the developed countries and the majority in developing
countries.
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1.2 World energy scenario
Energy consumption is directly correlated with the gross
national product (GNP) and climate, but there is a large
difference even between the developed countries. For
example, the energy consumption rate is approximately
1.4 kW per person in the USA and it is 6 kW per person
in Germany and Japan. In developing countries,
particularly those that are sub-tropical or tropical such as
India, the per person energy use rate is closer to 0.7 kW.
Bangladesh has the lowest consumption rate with 0.2 kW
per person. The US consumes about 25% of the world's
energy with a share of global gross domestic product
(GDP) at 22% and a share of the world population at
4.59%. The most significant growth of energy
consumption is currently taking place in China, which has
been growing at 5.5% per year over the last 25 years. Its
population of 1.3 billion people (19.6% of the world
population) is consuming energy at a rate of 1.6 kW per
person.
Table 1.1 indicates that the consumption of fossil fuels
increased progressively from the year 1980 to 2010. If the
availability of the fossil fuel is considered, then the gap
between the supply and demand is huge. Table 1.1 Energy
consumption of fossil fuel
Table 1 Energy scenario in India
One measurement of efficiency is energy intensity, which

is a measure of the amount of energy it takes a country to
produce a dollar of gross domestic product. As India
continues to develop, there is a huge demand for energy
against the supply. By the year 2030, India is likely to
have a GDP of USD 4 trillion and a population of 1.5
billion. This will increase the demand for critical
resources such as coal and oil, with a parallel increase in
the greenhouse gas (GHG) emissions. Considering the
growth of India by the year 2030, the country needs to
enhance its energy security and create a few cleaner
technologies, and reduce the emissions from the burning
of fossil fuels.
With its continuous growth, India's total energy demand
is likely to reach around 1.8 billion tons a year in 2030,
up from 0.5 billion tones in 2005, even after assuming the
efficiency improvements that will occur. This will make
India the third largest energy consumer in the world, after
ISSN 2278-6856
the United States and China. This would mean that

India's share of world consumption would nearly energy
double, and thus India would have to find and secure
energy resources much faster than other countries.
This demand growth will greatly increase energy
requirements. India's coal demand by 2030 is likely to be
60% higher than the projected domestic production of
about 1.5 billion tones per annum by the same year. This
shortage will have to be met with equivalent coal imports.
Further, given India's limited oil reserves, more than 10
times India's domestic supply of oil may have to be
imported. Such a high level of energy import will lead to
difficulties in ensuring India's energy security. There
would also be the challenge of expanding coal mining in
India more than three times to reach approximately 1.5
billion tones of coal production per annum. The growth in
the energy consumption and the resulting increase in the
fossil fuel supply would increase India's GHG emissions.
It is reported that the GHG emissions would also increase
from roughly 1.6 billion tones carbon dioxide equivalent
(CO2) in the year 2005 to 5.0 to 6.5 billion tones (CO2) in
the year 2030. The power sector will be the biggest
emitter, generating more than 50% of emissions, i.e., 2.9
billion tones (CO2) by 2030, as over 60% of power
capacity is likely to remain coal-based [6].
Solutions for reducing the emissions should also increase
India's energy security, e.g., a reduction in crude oil
consumption would reduce emissions as well as imports.
The use of alternative energy sources would substantially
reduce the crude oil consumption. Reports indicate that
there is a potential for a 40% reduction in crude oil
consumption by road transport, correspondingly reducing
India's oil imports and lowering the import bill by around
USD 35 billion (at USD 60 barrel) in the year 2030.
1.4 Impact of energy consumption on pollution
a)Air pollution
Air pollution is the discharge of chemicals, particulates, or
biological materials into the atmosphere, causing
discomfort, disease, or death to humans, and damage to
other living organisms such as food crops, the natural
environment or the built environment [6]. A substance in
the air that can be harmful to mankind and the
environment is known as an air pollutant. The pollutants
can be in the form of solid particles, liquid droplets, or
gases. They may be natural or man-made. The pollutants
can be classified as primary or secondary. Usually,
primary pollutants are directly emitted from a process,
such as ash from a volcanic eruption, carbon monoxide
gas from a motor vehicle exhaust or sulphur dioxide from
factories. The secondary pollutants are not emitted
directly. Rather, they form in the air when the primary
pollutants react or interact. The main sources of air
pollution are the thermal power plants, automotive
vehicles, refrigeration and air conditioning systems. Apart
from these, other sources such as nuclear weapons,
rocketry and dust from natural sources, usually large areas
of land with little or no vegetation and smoke and carbon
monoxide from wild fires etc., also contribute to air
pollution.
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b) Land pollution
The increase in population creates demand for domestic
appliances and many other products which necessitate the
establishment of large industries in urban areas. The
disposal of solid, liquid or gaseous waste materials in open
land or underground can contaminate the soil and ground
water, threaten public health, and cause unsightly
conditions. The waste materials that cause land pollution
are broadly classified as municipal solid waste (MSW,
also called municipal refuse), construction and demolition
waste (or debris), industrial waste, and hazardous waste.
MSW includes non-hazardous garbage, rubbish, and trash
from homes, institutions (e.g., schools), commercial
establishments, and industrial facilities. Automobile tyres,
used oils and chemical fabrics are some of the examples of
industrial waste. Garbage contains moist and
decomposable (biodegradable) food wastes (e.g., meat and
vegetable scraps); rubbish comprises mostly dry materials
such as paper, glass, textiles, and plastic objects; and trash
includes bulky waste materials and objects that are not
collected routinely for disposal (e.g., discarded mattresses,
appliances, and pieces of furniture). Construction and
demolition waste (or debris) includes wood and metal
objects, wallboard, concrete rubble, asphalt, and other
inert materials produced when structures are built,
renovated, or demolished. Hazardous wastes include
harmful and dangerous substances generated primarily as
liquids, but also as solids, sludges, or gases by various
chemical manufacturing companies, petroleum refineries,
paper mills, smelters, machine shops, dry cleaners,
automobile repair shops, and many other industries or
commercial facilities. Some of these wastes are recyclable,
while others spoil the fertility or nature of the land or
create anthropogenic gases that are harmful to the human
beings.
c)Water pollution
Water pollution is the contamination of water bodies.
Some of the examples of water bodies are: lakes, rivers,
oceans, aquifers and ground water. Water pollution occurs
when pollutants or waste disposals are discharged directly
or indirectly into water bodies without adequate treatment
to remove harmful compounds. Water pollution affects the
plants and organisms living in these water bodies.
d)Environmental problems
The results of environmental pollution include global
warning, ozone depletion, human health problems, death
of forests, and infertility of the soil [8]. The major
environmental concerns are acid rain and the death of the
forest [7].
2 NEED FOR ALTERNATE FUELS

2.1 INTRODUCTION
Probably in this century, it is believed that crude oil and
petroleum products will become very scarce and costly to
find and produce. Although fuel economy of engines is
greatly improved from the past and will probably continue
to be improved, increases in number of automobiles alone
dictate that there will be a great demand for fuel in the
near future.
ISSN 2278-6856
Another reason motivating the development of alternate

fuels for the internal combustion engine is concern over
the emission problems of gasoline engines. Combined
with other air-polluting systems, the large number of
automobiles is a major contributor to the air quality
problem of the world. Quite a lot of time the number of
automobiles in the world increases by 40% There by
nullifying the improvement. Lot of efforts has gone into
achieving the net improvement. In cleaning up automobile
exhaust. However, more improvements are needed to
bring down improvements have been made in reducing
emissions given off by an automobile engine. If a 35%
improvement made over a period of years, it is to be noted
that during the same the ever increasing air pollution due
to automobile population. A third reason for alternative
fuel development is the fact that a large percentage of
crude oil must be imported from other countries which
control the larger oil fields.
2.2 WASTE TRANSFORMER OIL (WTO)
2.2.1 General
The electrical transformer is an essential piece of
equipment used in the transmission and distribution of the
electrical energy that is installed in small, medium and
large electrical distributing stations. It is also used in arc
welding equipment and the electromotive units in trains.
The performance and the life of an electrical transformer
depend on the effective insulation and cooling. Mineral
oil, synthetic ester and silicone oils are traditionally used
as the feed stocks for the production of transformer oils.
The mineral oil is composed of the hydrocarbons of
paraffinic, aromatic or naphthenic structure that are
obtained by the fractional distillation of crude petroleum.
The conventional transformer oils are obtained from the
different feed stocks or base materials. Table 2.1 gives the
comparison of the properties specified for transformer oil
obtained from different base oils. Figure 2.1 shows the
sample of the pure transformer oil used in power
transformer or welding equipment.
Fig 1 Pure transformer oil

The transformer oil serves both for electrical insulation
and heat dissipation. The transformer oil suffers from
continuous deterioration and degradation due to the
electric and cyclic thermal stresses due to the loading and
climatic conditions. This may affect the electrical
equipment and installation. Therefore, a continuous
monitoring of the transformer oil characteristics is
essential to avoid the deterioration of the oil
characteristics under working conditions, and eventual
breakdown of both oil and transformers
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Table 2 Comparison of the transformer oil with different
base oils
ISSN 2278-6856
quite difficult to estimate from the referred statistics, but

day by day more transformers are installed and old
transformer oils have to be scrapped. The overall installed
capacity of the transformers has grown at a compound
annual growth rate (CAGR) of 11.7% over the years 1998
to 2007 and a CAGR of 22.9% between the years 2007
and 2010. In 2012, more than 3, 50,000 power
transformers are installed in India.
2.4 Filtering of the waste transformer oil
Figure 2.2 shows the schematic of the steps involved in
the disposal of the WTO from transformer oil. Once the
life of the oil was determined, the transformer oil was
removed from the transformers and sent for settling.
Fig 2 Disposal of the WTO from transformer

Table 3 Condition of transformer oil
After long use, the transformer oil becomes unusable and

is disposed off. The life of the waste or used transformer
oil is determined by important properties, such as
dielectric strength, pour point, flash point, moisture
content, viscosity and density [85]. Recently, samples of
UTO with mineral oil as a base have been characterized
for their physic-chemical properties and dielectric
strength. The sample had a dielectric strength which
indicates that it could not be used further. However, the
sample could be characterized as suitable as a fuel.
2.3 Degradation of transformer oil
The transformer oil will deteriorate rapidly at high
temperatures and moisture acts as a catalyst for its aging.
There are also other substances and metals present in
transformer that is responsible for oil degradation. These
include copper, paint, varnish and oxygen. The principal
mechanism of transformer oil aging is oxidation which
results in acids and other polar compounds being formed.
When a transformer is subjected to thermal and electrical
stresses in an oxidizing atmosphere, it gradually loses its
stability and becomes decomposed and oxidized, its acidity
increases, and finally, it begins to produce mud. This is
the degradation mechanism of the oil.
By detecting the color, transformer oil is considered to be
scrapped. There is no direct correlation between a change
in the color of the oil and a specific problem within the
equipment. The changes normally occur over long periods
of time. Empirical values exist with respect to
condemning limits for operation of the equipment, as well
as relative condition.
A visual test should be performed, following ASTM D
1524-84. The condition of the transformer oil is
determined by the ASTM color comparator, which is
given in Table2.2. Although the actual service life varies
widely depending on the manufacturer design, quality of
assembly, materials used, maintenance, and operating
conditions, the expected life of a transformer is about 40
years. The quantity of WTO, that isdisposed of annually is
Now the disposed transformer oil has been categorized as

WTO, a further two processes are involved in processing
the oil (a) settling and (b) filtering. The processes are
discussed below;
(a) Settling: Foreign particles and sediments of the
WTO settle at the bottom of the oil tank. The
settling works better in warm conditions and over a
number of days or weeks. The settled WTO was
drained from the oil tank.
(b) Filtering: Fine filters may be required depending on
the application. For this study, the WTO was
filtered with the help of a fabric filter of size 30
microns. Figure 2.3 shows the photographic view of
the WTO sample.
Fig 3 Photograph of the WTO sample after procuring

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2.5 Group compounds of the WTO
The chemical compounds present in an organic or
inorganic substance can be determined using FT-IR
Spectroscopy. It is a measurement technique where spectra
are collected, based on the measurements of the coherence
of a radiative source, using the time-domain or spacedomain measurements of infrared radiation. The FT-IR
test was carried out with the Perkin Elmer Spectrum ONE
equipment, which has a scan range of 450-4000 cm-1 with
a resolution of 1.0 cm-1. The FT-IR absorption is related to
covalent bonds, and it provides detailed information about
the structure of molecular compounds. The results of the
FT-IR analysis are in the form of a graph plotted between
the wave length and percentage of transmittance which
will give information about the position of various bond
vibrations, distinguished by several modes of vibration
such as stretching, distortion, bending etc. Figure 2.4
shows the comparison of FT-IR analysis of diesel and
WTO.
Length and percentage of transmittance which will give
information about the position of various bond vibrations,
distinguished by several modes of vibration such as
stretching, distortion, bending etc. Figure 2.4 shows the
comparison of FT-IR analysis of diesel and WTO. The
bonds found with the diesel and WTO are listed in Table
3.3 and 3.4.
Fig4 Number of installed transformers versus time
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According to the wavelength present in WTO, the

compounds present are alkenes, aromatics, alcohols,
phenols and carboxylic acids, which are similar to the
compounds present in diesel respectively.
Table 5 FT-IR analysis of WTO
2.6 PROPERTIES OF WTO, RWTO AND DIESEL

FUEL:
Table 6 Properties of oil
Table 7Properties of test fuels
Table 4 FT-IR analysis of diesel
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ISSN 2278-6856
3 EXPERIMENTAL SET UP
The experimental set up consists of engine, an alternator,
and top load system, fuel tank along with immersion
heater, exhaust gas measuring digital device and
manometer.
Engine:
The engine which is supplied by Kirloskar Company. The
engine is single cylinder vertical type four stroke, watercoo1ed, compression ignition engine. The engine is self
governed type whose specifications are given in Appendix
1.is used in the present work.
Fig 5 Experimental set up

LOAD VS bth
DIESEL
WTO 20
bth, %
30
WTO 10
WTO 30
20
10
4000
3500
3000
2500
2000
1500
LOAD, w
Graph 1
4. RESULTS AND DISCUSSION
4.2. BRAKE SPECIFIC FUEL CONSUMPTION

The result for the variations in the brake specific fuel
consumption (BSFC) is presented in the Graph 2.For all
the fuels the BSFC increase with increasing load up to
2800W load. This indicates the existence of an optimum
value of BSFC at a load of 2800W. From fig. it can be
clearly seen that BSFC is minimum for WTO10 fuel and
maximum forWTO30 at maximum load. It can be
observed that the engine fuelled withWTO10, WTO20,
and WTO30 are 30.20kg/kWh, 32.11kg/kWh, and
32.06kg/kWh respectively. The blends WTO10, WTO20,
and WTO30 show higher BSFC values than DF due to
change in calorific value. The amount of fuel necessary to
delivery power output with WTO-DF blends is varying
decreasing the percentage of WTO 10.
LOAD VS BSFC
PURE DIESEL
0.8
0.6
0.4
0.2
4000
3500
LOAD, W
3000
2500
2000
1500
1000
500
0
0
BSFC, kg/ kW hr
Experiments were conducted when the engine was fuelled

with waste transformer oil and their blends with diesel in
proportions of 10:90, 20:80 and 30:70(by volume) which
are generally called as WTO10, WTO20 and WTO30
respectively. The experiment covered a range of loads the
performance of the engine was evaluated in terms of brake
specific fuel consumption, brake thermal efficiency and
volumetric efficiency. The emission characteristics of the
engine were studied in terms exhaust gas temperature,
concentration of HC, CO and CO2. The results obtained
for Waste transformer oil and their blends with diesel
were compared with the results of diesel.
4.1 BRAKE THERMAL EFFICIENCY
The variation of brake thermal efficiency with respect to
load for WTO-DF blends and DF is shown in Graph 1. It
can be observed that the brake thermal efficiency increases
along with rated load and after that falls down as the load
increases for WTO10.However for WTO20 andWTO30 of
the brake thermal efficiency increasing with respect to
maximum load. Brake thermal efficiency is at the
maximum load for diesel is 23.82% and for WTO10,
WTO20 and WTO30 are 25.17%, 24.47% and 24.87%
respectively. Because of the changes in composition,
viscosity, density and calorific value of WTO-DF blends
the brake thermal efficiencies of WTO20, WTO30 are low
particularly at full load and increased for WTO10.
1000
500
Graph 2
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4 .3. Hydrocarbon Emission
4 .5. Nitrogen Oxides

As shown in Graph 5, the variation of NOX emission with
respect to load for DF and WTO-DF operation can be
observed. From the result, it is observed that the amount
of NOX produced while using WTO-DF blends is higher
than DF at all load conditions. NOX from the exhaust gas
for the diesel fuel is982%vol. and for WTO10, WTO20,
and WTO30 are 1004%vol., 978%vol., and 987%vol.
respectively. NOX emission is increased at maximum load
compared to DF. With increase in power output, the NOX
emission gradually increased for all the test fuels.
Graph 3
The variation of hydrocarbons with respect to load for
tested fuels is depicted in Graph 3. HC emission is less
than Bharat stage III Norms for all blends of WTO-DF at
all loads. There is significant change in the trend of
variation of HC with load for diesel fuel and blends of
WTO-DF, from the figure it can be observed that the as
load increases the emission of HC alsoslightly increases
from 0 - 50 ppm From the results, it can be noticed that
the concentration of hydrocarbon of WTO10, WTO20 and
WTO30 are lower than the diesel at maximum load.
Unburnt hydrocarbon from the exhaust gas for the diesel
fuel is 30ppm and for WTO10, WTO20 and WTO30 are
28ppm, 22ppm and 23ppm respectively at maximum load.
4. 4. Carbon Monoxide
From Graph 4, the variation of carbon monoxide with
respect to load can be observed for all the WTO-DF blends
and DF. The CO emission is lower than the Bharat stage
III Norms up to maximum load. The results show that CO
emission of WTO-DF blends is slightly higher than DF up
to maximum load. Carbon monoxide from the exhaust gas
for the diesel fuel is 0.079% by vol. and for WTO10,
WTO20 and WTO30 are 0.084% by vol., 0.089% by vol.
and 0.094% vol. respectively. With increase in power
output, the CO emission gradually increased for all the
test flues.
LOAD VS CO
DIESEL
WTO 20
CO % Vol
0.1
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Graph 5
4.6 Exhaust Gas Temp
The variation of exhaust gas temperature at various load
conditions is depicted in Graph 6. It is observed that the
exhaust gas temperature increases with load because more
fuel is burnt to meet power requirement. It can be seen
that in the case of diesel fuel operation exhaust gas
temperature is 223 o C at maximum load. For WTO10,
WTO20, and WTO30 is 230 o C and 238o Cand 246o C at
maximum load respectively. Higher exhaust gas
temperature in the case of WTO blends compared to DF is
due to higher heat release rate. It may also be due to the
oxygencontent of the WTO, which improves combustion.
In the case of WTO, the fuel spray becomes finer and
effective combustion takes place.
WTO 10
WTO 30
0.08
0.06
0.04
0.02
Graph 6
Graph 4
4000
3500
LOAD, W
3000
2500
2000
1500
1000
500
5. CONCLUSIONS
Following are the conclusions based on the experimental
results obtained while operating single cylinder water
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cooled diesel engine fuelled with Waste transformer Oil
and its diesel blends.
Brake thermal efficiency of the tested diesel engine is
improved when it is fuelled with waste transformer
oil-diesel blends. About 8.86% of rise in Brake
thermal efficiency is observed with WTO10. And for
the fuels WTO20 and WTO30 were found to be
higher than diesel.
The blends of waste transformer oil show highest
specific fuel consumption thanthe diesel at part loads.
B.S.F.C is decreased by 4.12% with the blends of
WTO10, compared to diesel fuel.
Unburnt hydrocarbon emission for all WTO-DF
blends decreases compared to the diesel fuel. The
difference in the value is observed as 7ppm.
Carbon monoxide emission from the exhaust gas is
decreases as the output power increases but this
concentration
difference
is0.015%vol.Carbon
monoxide decreased at WTO10 compared to the
diesel fuel.
NOX emission for all WTO-DF blends is increased
from the exhaust gas when compared to diesel fuel.
This shows the difference in the value is 3ppm.
Exhaust gas temperature is high for all blends of
WTO-DF compared to DF operation. This indicates
the effectiveness of input energy.
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Performance Evaluation and Emission Characteristics of A Waste Transformer Oil As An Alternative Fuel For Diesel Engine

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