Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

INTRODUCTION

• So far we have seen the details of the conventional engines, viz., Spark Ignition (SI) and
Compression ignition (CI) engines.
• Conventionally, SI engine uses carburetion and CI engine employs mechanical injection.
• During the last few decades a lot of research has been carried out to improve the
performance of these engines. Because of the sustained efforts a number of
nonconventional engines have been developed.
• In this chapter we will look into some of the nonconventional engines in a comprehensive
manner.
The typical nonconventional engines need to be discussed are as follows:
1. Stratified Charged Engines
2. Sterling Engine
3. Wankel Engine
What do you mean by stoichiometric Air-fuel?

 It is nothing but, chemically correct A/F ratio in which there is enough air supply for
complete combustion of the fuel.
 CxHy {Fuel} + a ( O2 + 3.76 N2) {air} ------ b CO2 + CH20 + 3.76 aN2
 Complete combustion means all the carbon in the fuel is converted into CO2 & H2O.
 Stoichiometric ratio is found out by balancing oxygen atom on both sides.
 For e.g. Stoichiometric ratio of Octane is 15.12:1.
 For Petrol is approximately 15:1.
 A Mixture which contains less air than stoichiometric ratio is called Rich Mixture (12:1,
10:1 etc.)
 A Mixture which contains More air than stoichiometric ratio is called Lean Mixture (17:1,
20:1 etc.)
Note: However, there is a limited range in which combustion in SI Engine will occur at 9:1 to
19:1. If the mixture is too rich incomplete combustion occur and if it is too lean flame
propagation will not sustain.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 1
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Why stratified charged engine?

• Petrol engine which is homogenously charged engine has good characteristics, less smoke,
high speed, low weight and flexibility.
• But Petrol engine has poor fuel economy and part load efficiency.
• On the hand Diesel Engine which is heterogeneously charged has good part load
characteristics and fuel economy.
• But it has more weight and emission of smoke and poor air utilization.
• “Stratified engine” is an attempt to combine the advantages of both petrol and diesel
engines.
• i.e. it is an engine which is midway between homogenously charged SI Engine and
heterogeneously charged diesel engine.
• In stratified charged engine rich mixture are concentrated around the sparkplug in the
center of the combustion chamber and progressively leaner mixture exist away from the
sparkplug.
Note: overall A/F ratio is leaner than normal carbureted engine.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 2
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Stratified charged engine

Definition
“Stratified charge engine” is usually defined as a spark ignition, internal combustion engine in
which the mixture in the zone of spark plug is very much richer than that in the rest of the
combustion chamber, one which burns leaner overall fuel-air mixtures.

Methods of Charge Stratification

The stratified charge engines can be classified into two main categories, according to the method
of formation of the heterogeneous mixture in the combustion chamber.
1. Those using fuel injection and positive ignition (including swirl stratified
charge engines). Example: gasoline Direct injection (GDI)
2. Those using carburetion alone. Example: Honda compound vortex controlled combustion
engine CVCC.
Gasoline Direct Injection (GDI) engine
• Only air is swirled into the cylinder by intake valve.
• Compression force the air and increase the spin rate.
• Using high pressure fuel injector fuel is introduced near the sparkplug at TDC.
• Swirling air carries the first fuel element to the sparkplug and which ignites the mixture.
• Flame front is established downstream and upcoming fuel is burnt using this
• Therefore, overall lean mixture produces high thermal efficiency even at part load.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 3
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Honda CVCC Engine

• Charge stratification is by carburetion alone
• An auxiliary combustion chamber is provided around the sparkplug with an additional
intake valve.
• Larger amount of lean mixture is supplied through main intake valve
• Small amount of rich mixture is supplied through auxiliary intake valve.
• Rich mixture in the auxiliary combustion chamber is ignited by the sparkplug.
• Burning of mixture around the outlet of auxiliary combustion chamber ensures the
combustion of lean mixture in the main chamber and it burn slowly.
• Therefore, temperature of burned gas is kept relatively high for long duration.
• The overall A/F ratio is significantly leaner than stoichiometric and therefore CO & HC
emissions are less.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 4
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

• Charge stratification is by carburetion alone

• An auxiliary combustion chamber is provided around the sparkplug with an additional
intake valve.
• Larger amount of lean mixture is supplied through main intake valve
• Small amount of rich mixture is supplied through auxiliary intake valve.
• Rich mixture in the auxiliary combustion chamber is ignited by the sparkplug.
• Burning of mixture around the outlet of auxiliary combustion chamber ensures the
combustion of lean mixture in the main chamber and it burn slowly.
• Therefore, temperature of burned gas is kept relatively high for long duration.
• The overall A/F ratio is significantly leaner than stoichiometric and therefore CO & HC
emissions are less.
Stratified Charged Engines

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 5
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Key Components:
1. Intake System: Features separate pathways for air and fuel, allowing for a controlled
mixture.
2. Combustion Chamber: Designed to accommodate different stratifications of air-fuel
mixtures.
3. Pre-combustion chamber: Provides Rich Mixture Near Sparkplug.
4. Fuel Injectors: Positioned to deliver fuel at various points for optimal mixing.
5. Ignition System: Often uses spark plugs or other ignition sources to ignite the mixture.
6. Exhaust System: Designed to minimize emissions, potentially including catalytic
converters.
Operation
 Air and Fuel Entry: The engine draws in air and fuel through separate pathways.
 Stratification: The air-fuel mixture is stratified, meaning different layers of mixture are
created in the combustion chamber (e.g., rich mixture near the spark plug and leaner
mixture away).
 Ignition: The spark plug ignites the rich mixture, initiating combustion.
 Combustion and Expansion: The combustion produces pressure that drives the piston,
creating power.
 Exhaust: Burnt gases are expelled through the exhaust system.
ADVANTAGES
 Improved Fuel Efficiency: By allowing a leaner air-fuel mixture in certain operating
conditions, stratified engines can achieve better fuel economy compared to conventional
engines.
 Reduced Emissions: These engines can produce lower levels of NOx and particulate
matter due to more complete combustion of the fuel, especially when running in lean
conditions.
 Enhanced Performance: Stratified charge operation can provide better throttle response
and power output under specific conditions, making the engine more versatile.
 Flexibility in Operation: They can switch between stratified and homogeneous modes
depending on driving conditions, optimizing performance and efficiency.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 6
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Lower Heat Loss: The stratification of the charge can help reduce heat loss during
combustion, leading to improved thermal efficiency.
 Better Cold Start Performance: Some stratified engines can improve cold-start
performance by enriching the mixture as needed.
DISADVANTAGES
 Complexity: The design and control systems are more complex than traditional engines,
which can lead to higher manufacturing and maintenance costs.
 Cold Start Issues: Stratified engines may struggle with cold starts since they rely on
precise fuel-air mixing, which can be less effective at lower temperatures.
 Limited Power Output: They may have limitations in power output compared to
conventional engines, especially under full load, due to the reliance on stratified
combustion.
 Fuel Quality Sensitivity: Performance can be sensitive to fuel quality; lower-quality fuels
may not ignite properly, affecting efficiency and emissions.
 Knocking and Pre-Ignition: There can be a higher risk of knocking or pre-ignition under
certain operating conditions, which can damage the engine.
 Tuning Requirements: These engines often require precise tuning to optimize
performance, which can complicate their use in varying conditions.
 Cost of Development: Research and development costs for stratified engines can be high,
which may not always justify their benefits, especially in competitive markets.
 Limited Application: They may not be suitable for all types of vehicles or driving
conditions, limiting their market viability.

Wankel Engine
The Engine is invented by German engineer “Felix wankel” it is a type of internal combustion
engine using a rotary design to convert pressure into a rotary motion instead of using a
reciprocating piston.
 Its 4-Stroke cycle takes place in a space between the inside of an oval-like epitrochoid-
shaped housing and a rotor that is similar in shape to a Reuleaux triangle but with sides
that are somewhat fatter.
 This design delivers power smoothly even at very high speed.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 7
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 The engine is quite compact in size.

 It is the only internal combustion engine invented in the twentieth century to go into
production.
 Because of its compact design, Wankel rotary engines have been installed in a variety of
vehicles and devices such as automobiles (including racing cars), along with aircraft,
personal water craft, chain saws, and auxiliary power units.

Key Components of Wankel Engine

1. Eccentric Shaft: it is central drive shaft that passes through the centre of the rotor.
2. Rotor: It is functions as a piston and which rotates within the housing.
3. Housing: An oval shaped casing where the rotor rotates.
4. Intake & Exhaust port: which allows Air-fuel mixture to in and exhaust gases to out.
5. Spark-plug: to ignite the A/F Mixture usually 1 or 2.

Working Principle of Wankel Engine

 Here Engine operation cycle consists of 4-S that take one revolution of the rotor or 3
revolutions of the eccentric shaft.
 Shape and Motion: The rotor is triangular, and as it turns within the oval housing, it creates
three separate chambers. The unique shape ensures that the rotor continuously changes the
volume of these chambers.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 8
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

1. Intake Stroke: As the rotor turns, thus increasing the volume of the working chamber, this
generates vaccum pressure, which draws in the A/F via intake port. At the end of this stroke rotor
closes of the intake port.
2. Compression stroke: As the rotor continues to rotate, reducing the chamber volume and
compressing the A/F mixture. At the end of this stroke, compressed A/F mixture is ignited with
the help of 1 or more sparkplug.
3. Power Stroke: It corresponds to the peak moment of combustion this raises the temperature
& generates a buildup of expanding gas pressure. Because of this pressure, the rotor rotates the
eccentric shaft, there by converting heat energy into mechanical work.
4. Exhaust stroke: As the rotor opens the outlet port and pushes the exhaust gases out of
reducing chamber.

Advantages
 High power-to-weight ratio.
 Continuous power delivery.
 Less vibration compared to piston engines

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 9
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Compact Design: The rotary engine is more compact and lighter compared to traditional
engines.
 Fewer Moving Parts: With fewer parts, there’s less friction and potentially less wear over
time.
 Smooth Operation: The continuous rotation allows for smoother power delivery.
Disadvantages
 Fuel Efficiency: Wankel engines tend to be less fuel-efficient than piston engines.
 Emissions: They can produce higher emissions if not properly managed.
 Sealing issues with the rotor can lead to durability concerns.

Stirling Engine
A Stirling engine is a type of heat engine that operates by cyclically compressing and
expanding a gas (usually air or helium) to convert thermal energy into mechanical work.
• The engine is designed in such a way that the working gas is generally compressed in the
colder portion of the engine and expanded in the hotter portion, resulting in a net
conversion of heat into work.
• The key principle of a Stirling engine is that there is always a fixed amount of a gas
sealed inside the engine.
• The Stirling cycle involves a series of events that change the pressure of the gas inside
the engine, causing it to do work
Important principles to keep in mind are:
 If the temperature of a Fixed amount of gas in a fixed volume of space is raised then the
pressure of that gas will increase.
 If a fixed amount of gas is compressed (decrease the volume of its space), then the
temperature of that gas will increase.
WORKING PRINCIPLE
1. Cooling and compression:
• Most of the gas (shown by the blue squares) is over on the right at the cooler end of the
cylinder.
• As it cools and contracts, giving up some of its heat, which is removed by the heat sink,
both pistons move inward (toward the center).

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 10
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

2. Transfer and regeneration:

• The displacer piston moves to the right and the cooled gas moves around it to the hotter
part of the cylinder on the left.
• The volume of the gas remains constant as it passes back through the regenerator (heat
exchanger) to pick up some of the heat it previously deposited.

3. Heating and expansion:

• Most of the gas (shown by the red squares) is now on the left in the hot end of the
cylinder.
• It's heated by the fire (or other heat source) so its pressure rises and it expands, absorbing
energy.
• As the gas expands, it pushes the work piston to the right, which drives the flywheel and
whatever the engine is powering.
• In this part of the cycle, the engine converts heat energy into mechanical energy (and
does work).
4. Transfer and cooling:
• The displacer piston moves to the left and the hot gas moves around it to the cooler part
of the cylinder on the right.
• The volume of the gas remains constant as it passes through the regenerator (heat
exchanger), giving up some of its energy on the way.
• The cycle is now complete and ready to repeat itself

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 11
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Advantages
 High Efficiency: They can achieve higher thermal efficiencies compared to traditional
engines, particularly when operating between high and low temperature differences.
 Quiet Operation: Stirling engines operate smoothly and quietly, making them suitable for
applications where noise reduction is essential.
 Fuel Flexibility: They can use a variety of heat sources, including solar energy, waste heat,
and biofuels, which makes them versatile.
 Low Emissions: Since they can operate on external combustion, they tend to produce fewer
emissions than internal combustion engines.
 Long Lifespan: With fewer moving parts and no internal combustion, Stirling engines
typically require less maintenance and can have a longer operational life.
 Compact Design: They can be built in smaller sizes, making them suitable for applications
with space constraints.
 Simplicity: The design of Stirling engines can be simpler than that of traditional engines,
which can make them easier to manufacture and operate.
Disadvantages
 Complexity: They have a more complex design compared to traditional engines, which
can lead to increased manufacturing and maintenance costs.
 Cost: The materials and precision engineering required can make Stirling engines more
expensive to produce than simpler engines.
 Low Power Density: They typically produce less power for a given size and weight
compared to internal combustion engines, making them less suitable for applications
requiring high power output.
 Slow Response: Sterling engines have a slower response time to changes in load or speed,
which can be a disadvantage in dynamic applications.
 Heat Source Limitations: They require a consistent and efficient heat source, which can
be a limitation in some environments or applications.
 Temperature Difference: Their efficiency relies heavily on a significant temperature
difference, which can be difficult to maintain in some operating conditions.
 Sealing Challenges: The engine components must be well-sealed to maintain the gas and
prevent leaks, which can complicate design and increase maintenance needs.
Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 12
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Alcohol
Alcohols are an attractive alternate fuel because they can be obtained from both natural and
manufactured sources.
 Methanol (methyl alcohol) and
 Ethanol (ethyl alcohol) are two kinds of alcohols that seem most promising.
 Specific heating value is lower than gasoline (42 – 43 MJ/kg). i.e. methanol (19.7 MJ/kg)
and Ethanol (26.8 MJ/kg)

The advantages of alcohol as a fuel are:

 It can be obtained from a number of sources, both natural and manufactured.
 It is a high octane fuel with anti-knock index numbers (octane number) of over 100.
o Engines using high-octane fuel can run more efficiently by using higher
compression ratios.
o Alcohols have higher flame speed.
 It produces less emissions compared to gasoline.
 When alcohols are burned, it forms more moles of exhaust gases, which gives higher
pressure and more power in the expansion stroke.
 It has high latent heat of vaporization (hfg) which results in a cooler intake process. This
raises the volumetric efficiency of the engine and reduces the required work input in the
compression stroke.
 Alcohols have low Sulphur content in the fuel.
The Disadvantages of alcohol as a fuel are:
 Alcohols have a low energy content or in other words the calorific value of the fuel is
almost half of the gasoline.
 Combustion of alcohols produces more aldehydes in the exhaust. aldehyde emissions
would be a serious exhaust pollution problem.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 13
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Alcohol is much more corrosive than gasoline on copper, brass, aluminum, rubber, and
many plastics. This puts some restrictions on the design and manufacturing of engines to
be used with this fuel.
 It has poor cold weather starting characteristics due to low vapor pressure and
evaporation. Alcohol-fueled engines generally have difficulty in starting at temperatures
below 10 ◦C.
 Alcohols have poor ignition characteristics in general.
 Alcohols have almost invisible flames, which is considered dangerous when handling
fuel.
 There is the danger of storage tank flammability due to low vapor pressure. Air can leak
into storage tanks and create a combustible mixture.
 There will be less NOx emissions because of low flame temperatures. However, the
resulting lower exhaust temperatures take longer time to heat the catalytic converter to an
efficient operating temperature.
 Many people find the strong odor of alcohol very offensive. Headaches and dizziness
have been experienced when refueling an automobile.
 There is a possibility of vapor lock in fuel delivery systems.
Alcohol for SI Engines
 Alcohols have higher antiknock characteristic compared to gasoline.
 Alcohol fuel with an engine compression ratio between 11:1 and 13:1 are usually preferred.
 Alcohol Produces about half the heat energy of gasoline per litre.
 The stoichiometric air fuel ratio is lesser for alcohol than for gasoline.
 To provide a proper air-fuel mixture, a carburetor or fuel injector, fuel passages should be
doubled in area to allow extra fuel flow.
 Alcohol does not vaporize as easily as gasoline. Its latent heat of vaporization is much
greater. This affects cold weather starting. To overcome this, gasoline is keep introduced
in the engine until the engine starts and warms up.
 Even during normal operation, additional heat may have to be supplied to completely
vapourize alcohol.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 14
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Alcohol burns at about half the speed of gasoline. As such, ignition timing must be
changed, so that more spark advance is provided. This will give the slow burning alcohol
more time to develop the pressure and power in the cylinder.
Alcohol for CI Engines
Techniques of using alcohol in diesel engines are:
 Alcohol/diesel fuel solutions
 Alcohol diesel emulsions.
 Alcohol fumigation
 Dual fuel injection
 Surface ignition of alcohols.
 Spark ignition of alcohols
 Alcohols containing ignition improving additives.
Both Ethyl and Methyl alcohols have high self ignition temperatures. Hence, very high
compression ratios (25-27) will be required to self ignite them. Since this would make the engine
extremely heavy and expensive, the better method is to utilize them in dual fuel operation.
Dual fuel injection
 In the dual fuel engine, alcohol is carbureted or injected into the inducted air.
 Due to high self-ignition temperature of alcohols there will be no combustion with the
usual diesel compression ratios of 16 to 18.
 A little before the end of compression stroke, a small quantity of diesel oil is injected into
the combustion chamber through the normal diesel pump and spray nozzle.
 The diesel oil readily ignites and this initiates combustion in the alcohol air mixture also.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 15
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

1. Methanol: CH3OH
 It is an alcohol fuel and primary alternative fuel being used in M-85 i.e. which is made of
85% methanol & 15% Gasoline.
 Pure methanol and mixtures of methanol and gasoline in various percentages have been
extensively tested in engines and The most common mixtures are M85 (85% methanol and
15% gasoline) and M10 (10% methanol and 90% gasoline).
 The data of these tests which include performance and emission levels are compared with
pure gasoline (M0) and pure methanol (M100).
 Two fuel tanks are used and various flow rates of the two fuels can be pumped to the
engine, passing through a mixing chamber.
 Using information from sensors in the intake and exhaust, the electronic monitoring system
(EMS) adjusts to the proper airfuel ratio, ignition timing, injection timing, and valve timing
(where possible) for the fuel mixture being used.
 One problem with gasoline-alcohol mixtures as a fuel is the tendency for alcohol to
combine with any water present. When this happens the alcohol separates locally from the
gasoline, resulting in a non-homogeneous mixture.
 Methanol can be obtained from many sources, both fossil and renewable. These include
coal, petroleum, natural gas, biomass, wood, landfills, and even the ocean. However, any
source that requires extensive manufacturing or processing raises the price of the fuel.
 Emissions from an engine using M10 fuel are about the same as those using gasoline.
 With M85 fuel there is a measurable decrease in HC and CO exhaust emissions. However,
there is an increase in NOx and a large (≈ 500%) increase in formaldehyde emissions
 Methanol is used in some dual-fuel CI engines. Methanol by itself is not a good CI engine
fuel because of its high octane number, but if a small amount of diesel oil is used for
ignition, it can be used with good results
2. Ethanol:

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 16
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Ethanol has been used as automobile fuel for many years in various countries of the
world.
 Gasohol is a mixture of 90% gasoline and 10% ethanol.
 Two mixture combinations that are important are E85 (85% ethanol) and E10 (gasohol).
 E85 is basically an alcohol fuel with 15% gasoline added to eliminate some of the
problems of pure alcohol (i.e., cold starting, tank flammability, etc.).
 Ethanol can be made from ethylene or from fermentation of grains and sugar.
 Much of it is made from corn, sugar beets, sugar cane, and even cellulose (wood and
paper).
 At room temperature, Ethanol is always a liquid, and it has a melting point of 156K and a
boiling point of 351 K.
Construction & working of ethanol fumigation on diesel engine

• Fumigation is a method by which alcohol is introduced into the engine by carburetting,

vaporizing or injecting the alcohol into the intake air stream.

• A simple fumigation system was used, consisting of a single hole, direct opening spraying
nozzle.
• It was selected to achieve ethanol delivery at relatively low pressure.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 17
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

• The nozzle has a diameter of about 0.25 mm. Since the obtained nozzle flow rate was
relatively high, the produced ethanol jet was allowed to hit a partition in order to get ethanol
mist which is directly mixed with air before entering the engine.
• An electrically driven air compressor was used to supply ethanol to the nozzle.
• The nozzle was positioned approximately 50 cm ahead of the inlet manifold.
• This allowed the ethanol to be mixed with the intake air for a sufficient period, providing
uniform mixing.
Natural Gas: consists mainly about 95% methane, 3% ethane along with small percentage of
Propane and butane.
 Natural gas can be used as fuel in two different forms:
o Either compressed in cylinders, called as Compressed Natural Gas (CNG) or
o Liquefied Natural Gas (LNG) stored as a super-cooled (cryogenic) Liquid.

1.Compressed Natural Gas Engines

Compressed natural gas (CNG) vehicles operate much like gasoline-powered vehicles with
spark-ignited internal combustion engines. The engine functions the same way as a gasoline
engine.
• CNG is stored on the vehicle in high-pressure tanks at 20 to 25 Mpa.
 Natural gas is stored in a fuel tank, or cylinder, typically at the back of the vehicle.
 The CNG fuel system transfers high-pressure gas from the fuel tank through the fuel
lines, where a pressure regulator reduces the pressure to a level compatible with the
engine fuel injection system.
 Finally, the fuel is introduced into the intake manifold or combustion chamber, where it is
mixed with air and then compressed and ignited by a spark plug
Advantages of CNG
 High octane number, it makes very good S.I. engine fuel.
 Low engine emissions
 It is cheap (It costs about 25 to 50% less than gasoline.
 It is engine friendly and safer in operation.
 Fuel fairly abundant world-wide. i.e. Natural gas is the second most abundant fuel
available in India after coal.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 18
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 It is Easy to tap.
 It is cleaner & odourless.
Disadvantages of CNG
 Low energy density resulting in low engine performance.
 Low engine volumetric efficiency because it is a gaseous fuel.
 Need for large pressurised fuel storage tank.
 Inconsistent fuel properties.
 Refueling is a slow process.
 The storage cylinder takes a lot of space as the gas once filled has to travel at least of 400
km. But now a days there are bi-fuel and duel-fuel engines which can run on CNG and
other fuel.
2.Liquified Petroleum gas
• Liquefied petroleum gas simply called as LPG or Autogas consists of mainly propane
along with propylene, butane and butylene's in various proportions.
• It is produced as a bi-product of natural gar processing and petroleum refining.
Advantages:
• It contains less percentage of carbon compared to other fuels.
• Evaporates easily at normal temperature and pressure.
• Varying it's composition leads to variable engine performance.
• High Antiknock characteristic’s.
• Although it's heat energy is about 80% percent of gasoline, it's high octane value
compensates the thermal efficiency of the engine.
• Vehicle running copt with this fuel is less.
Disadvantages:
• Ignition temperature of LPG is higher than gasoline.
• Requires heavy pressure cylinders for storage.
• A special fuel teed system is required.
• Because of it's potential to vaporize immediately, any leaks.
• Can be hazardous.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 19
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

BIO FUELS: is an inexhaustible, biodegradable fuel manufactured from Biomass.”

 Biofuel is considered as pure and the easiest available fuels on planet earth.
 It is obtained from biomass like wood, sugarcane, cellulose and straw etc.,
 The direct combustion of these dry matter are converted into a gaseous and liquid fuel.
 Other sources include organic matter like sludge, sewage and vegetable oils which can be
also converted into biofuels by a wet process like digestion and fermentation.
Types of Biofuels
Biofuel is generally available in all regions of the world, which mainly include fuels like:
a) Biodiesel
b) Bioethanol
c) Bio methanol
The two most common types of biofuels in used in today’s automotive technology are
Bioethanol and Biodiesel.
Classification of Biofuel
Bio-fuel resources fall into three categories
1. Solid bio-fuel – Wood, charcoal, saw dust, agricultural waste and non energy crop etc,
This things can burn directly to produce the energy.
2. Liquid bio-fuel
(a) Bio-diesel – it’s domestically produced renewable fuel from vegetable oil, animal oil,
cooking oil and recycle grease.
 it’s Non-toxic & Biodegradable and it’s also used in Diesel Engine.
(b) Bio-ethanol – it’s produced from corn, wheat, sugarcane & starch.
 it can be used as alternative fuel for petrol in order to reduce vehicle
emission
3. Gaseous bio-fuel – it’s essentially methane gas produced from biodegradable waste and
energy crops.
(a) Bio-gas contains 55to 65% Methane, 30-40% CO2 & rest impurities i.e., H2, H2S, &
some N2).
(b) Synthesised gas – its basically a mixture of Co & H.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 20
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Advantages of Biofuel:
1. Promotes a healthier population.
2. It helps in maintaining a cleaner environment.
3. There is no emission of hazardous gases, such as Carbon monoxide (CO) and sulphur
oxide (SO).
4. Using biofuels rather than fossil fuels, there is the only emission of non-toxic materials,
which reduces the risk of cancer and breathing problems in human beings.
5. Biofuels are friendly to the environment because they reduce the risk of global warming.
Disadvantages of Biofuel:
1. It disturbs the life cycle.
2. Cost of labour and it requires huge space for storage.
3. More water consumption, especially in dry climates.
4. Growing biomass for biofuel production increases the demand for agricultural land.

Bio-diesel: is a domestically produced, renewable fuel, can be used as an alternative fuel for
diesel.
• It is produced from straight vegetable oil, animal fats by a process called
transesterification.
Example: Steps Involved in the Production of Bio-Diesel

• Biodiesel is produced from vegetable oils, yellow grease, used cooking oils, or animal
fats.
Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 21
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

• The fuel is produced by transesterification process that converts fats and oils into
biodiesel and glycerin (a coproduct).
• i.e. Approximately 100 pounds of oil or fat are reacted with 10 pounds of a short-chain
alcohol (usually methanol) in the presence of a catalyst (usually sodium hydroxide
[NaOH] or potassium hydroxide [KOH]) to form 100 pounds of biodiesel and 10 pounds
of glycerin (or glycerol).
• Glycerin, a co-product, is a sugar commonly used in the manufacture of pharmaceuticals
and cosmetics.
Advantages:
1. It is a renewable fuel made from natural resources.
2. Better lubricating property.
3. It produces less toxic pollutants.
4. Bio-diesel can be blended with other energy resources and oils.
5. Better fuel economy.
Disadvantages:
1. Calorific value of bio-diesel is only about 9% of that of diesel.
2. Expensive than diesel oil.
3. Although bio-diesel cleans dirt from the engine, the dirt gets Collected in the fuel filter and
clogs it.
4. Bio-diesel is more susceptible to water contamination compared to diesel fuel.

VEGETABLE OIL
 Vegetable oil is considered as one of the alternative fuels for diesel engines. However,
the viscosity of vegetable oil is higher compared to diesel.
 Therefore, it must be lowered to allow for proper atomization in engines designed to burn
diesel fuel.
 Otherwise, incomplete combustion and carbon build up will ultimately damage the
engine.
Vegetable oils are classified as follows
1. Waste Vegetable Oil (WVO) and
2. Straight Vegetable Oil (SVO) or
3. Pure Plant Oil (PPO) to distinguish it from biodiesel.
Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 22
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Note: Free fatty acids in WVO have a detrimental effect on metals. i.e. Copper and its alloys,
such as brass, are affected by WVO.
• Stainless steel and aluminum are generally unaffected.
As of 2010, the United States was producing in excess of 12 billion liters of waste vegetable oil
annually, mainly from industrial deep fryers in potato processing plants, snack food factories and
fast food restaurants.
• If all those 12 billion liters could be collected and used to replace the energy equivalent
amount of petroleum almost 1% of US oil consumption could be offset.
• It is to be noted that use of waste vegetable oil as a fuel, competes with some other
uses of the commodity.
• The main form of SVO/PPO used in various countries is rapeseed oil which has a
freezing point of −10◦C.
Example: Use of sunflower oil, which gels at around −12◦C,
 Most diesel engines are suitable for the use of SVO/ PPO, with minor modifications.
 The relatively high kinematic viscosity of vegetable oils must be reduced to make them
compatible with conventional C I engines fuel systems.
 It can be achieved either by co-solvent blending or can be reduced by preheating it using
waste heat from the engine or using electricity.
 However, it is to be kept in mind that higher rates of wear and failure in fuel pumps and
piston rings may occur and it should be appropriately tackled.
 One common solution is to add a heat exchanger, and an additional fuel tank for ”normal”
diesel fuel (Petro diesel or biodiesel) and a three way valve to switch between this
additional tank and the main tank of SVO/PPO.
 Attention to maintenance of the engine, particularly of the fuel injectors, cooling system
 and glow plugs will increase the life of the engine.
BIO-GAS
Biogas is another alternate fuel tried in diesels. Biogas can be produced by anaerobic digestion of
organic matter.
 Potential raw materials available on a large scale are cow dung, municipal wastes, and
plants specially grown for this purpose like water hyacinth, algae, certain types of
grasses.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 23
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

 Bio gas consists mainly of methane and carbon dioxide.

 Its calorific value is low but its knock resistance (octane number) is high and ignition
quality (cetane number) is low.
 In dual fuel type diesel engine, the Gas is mixed with the incoming air and ignited by
pilot diesel fuel injection.
 Similar to the behavior of alcohol diesel oil , it also suffers a fall in efficiency at part
loads, compared to the diesel engine, but has good efficiency at full power output.
Producer Gas
Producer gas is made by flowing air and steam through a thick coal or coke bed which
ranges in temperature from red hot to low temperature.
 The oxygen in the air burns the carbon to CO2. This CO2 gets reduced to CO by
contacting with carbon above the combustion zone.
 Steam gets dissociated, which introduces H2 and the freed O2 combines with the carbon.
 Producer gas has a high percentage of N2, since air is used.

55% nitrogen, 29% carbon monoxide, 5.5% carbon dioxide, and 10.5%
Composition
hydrogen
Heating
4.5–6 MJ/m3, depending on its constituents
value

Powering gas turbines, firing coke ovens and blast furnaces, and heating
Uses
cement and ceramic kilns

Blast Furnace Gas

 Blast furnace gas is a byproduct of melting iron ore in steel plants.
 It consists principally CO and N2.
 It is similar to producer gas and has a low heat value.
 It contains lot of dust particles and therefore should be cleaned thoroughly
Acetone
• Acetone (C3H60) is more volatile than methanol.
• This may be used as a fuel without blending with other volatile fuels.
• Its antiknock quality is higher than that of butanol.
• Hence, it is a desirable fuel to blend with butanol.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 24
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Hydrogen
 Hydrogen is the simplest element. An atom of hydrogen consists of only one proton and
one electron.
 Despite its simplicity and abundance, hydrogen doesn’t occur naturally as a gas on the
Earth – it is always combined with other elements. for example, Water, is a combination
of hydrogen and oxygen (H2O).
 Hydrogen has the potential to provide clean, reliable and affordable energy supply that
can enhance economy, environment and security.
 Hydrogen can be produced by using a variety of energy sources, such as solar, nuclear
and fossil fuels and can be converted to useful forms energy efficiently and without
detrimental environmental effects.
 When hydrogen is burned as fuel or converted to electricity it produces energy and it
joins with oxygen to produce water as the only emission.
A number of automobile manufacturers have built with prototype or modified engines which
operate on hydrogen fuel
Advantages
1. Low emissions: Essentially no CO or HC in the exhaust as there is no carbon in the fuel.
Most exhaust would be H2O and N2 and NOx.
2. Fuel availability: There are a number of different ways of making hydrogen, including
electrolysis of water.
3. Fuel leakage to environment: is not a pollutant
4. High energy content: per volume when stored as a liquid. This would give a large
vehicle range for a given fuel tank capacity.
Disadvantages
1. Requirement of heavy, bulky fuel storage both in vehicle and at the service stations.
2. Difficult to refuel and the possibility of detonation
3. Poor engine volumetric efficiency.
4. Fuel cost would be high at present-day technology and availability.
5. High NOx emissions because of high flame temperature

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 25
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Comparison

Petrol Liquefied Petroleum Gas (LPG)

Fuel consumption in petrol engine is less Compared to petrol, running the engine on LPG
when compared to LPG. results in around a 10% increase in consumption.

Petrol has odour LPG is odourless

Octane rating of petrol is 81 Octane rating of LPG is 110

Petrol engine is not as smooth as LPG engine Due to higher octane rating, the combustion of
LPG is smoother and knocking is eliminated and
the engine runs smoothly

In order to increase octane number petrol LPG is lead-free with high octane number
required lead additives.

The mixture of petrol and air always leaks When LPG leaks past the rings into the crankcase,
past the piston rings and washes away the it does not wash oil from cylinder walls and does
lubricating oil from the upper cylinder wall not generate black carbon. Hence, the lubricating
surfaces in the process. This results in lack of layer is not washed away. Thereby, the engine life
lubricant which causes more wear. is increased by 50%

Due to formation of carbon deposits on the Due to absence of carbon deposits on the
spark plugs, the life of the spark plugs is electrodes of the spark plugs, the life of the spark
shortened. plugs is increased.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 26
Module5: Unconventional Engines &Alternative Fuels for IC Engine 21ME742

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 27