Ternary Fuel Mixture of Diesel, Rapeseed Oil and Tyre Pyrolytic Oil Suitable for Modern Crdi Engines

Abstract

The focus on seeking alternative fuels for combustion engines has been on the environmental and political scene for many years. Simultaneously there is a more and more serious problem of non-degradable waste utilization. In the present work an attempt has been made to asses both of those aspects by proposing a tailor-made, 3-component mixture consisting of mineral diesel, crude rapeseed oil and waste tyre pyrolytic oil. It was proven that the addition of pyrolytic oil can improve some basic drawbacks of rapeseed oil / diesel mixtures like high density and viscosity or low cold filter plugging point. On the basis of maximum bio-component share and optimum physicochemical properties a best fuel sample (40% mineral diesel oil, 55% rapeseed oil and 5% pyrolytic oil fraction) had been selected for engine tests, performed on a light-duty multi-cylinder Compression Ignition (CI) engine with electronic, Common Rail (CR) injection system. The steady state tests were performed for two rotational speeds and two injection strategies (single and sequential fuel injection), for each of which a full load sweep was performed. The engine research included in-cylinder pressure analysis along with efficiency estimation and exhaust gas emission measurements. The research confirmed the assumption that the selected fuel mixture is suitable for modern CI engines. The specific fuel consumption was similar or lower for the tested fuel compared to standard diesel, except the cases were sequential injection was incorporated. Emissions remained on similar levels as for both fuels except Total HydroCarbons (THC) at sequential injection operation points, which correlated with lower fuel conversion efficiency.

Performance and emission characterization of a common-rail compression-ignition engine fuelled with ternary mixtures of rapeseed oil, pyrolytic oil and diesel

“…2 presents fractions obtained by distillation. During distillation it was observed that visible soot amounts penetrated into the heavy fraction, which was also noted in the previous works by Ambrosewicz-Walacik and Danielewicz [36], Ambrosewicz-Walacik et al [35]. Thus, the medium naphtha fraction II, which accounted for 59% of the total TPO sample mass, was used for further investigations.…”

“…This is subjected to a detailed in-cylinder measurement-based combustion analysis aimed at providing insight into the prospects of further combustion process optimization. Due to the broad scope of the study, these results are discussed in a separate paper by the authors [35], being Part 2 of the present work.…”

Evaluating the Influence of Cetane Improver Additives on the Outcomes of a Diesel Engine Characteristics Fueled with Peppermint Oil Diesel Blend

“…Even though the alcohol fuels have lower cetane number and lower calorific value, it is highly admired for its lower boiling point and viscosity which aids to better atomization and fuel-air mixing [13]. Researchers also tried blending different types of fuels with diesel to form ternary blends to improve the fuel characteristics [14][15][16][17]. However, no significant improvement was noticed due to the blending of fuels with different physiochemical properties.…”

Injection Strategy and EGR Optimization on a Viscosity-Improved Vegetable Oil Blend Suitable for Modern Compression Ignition Engines

“…The above-mentioned works by Ambrosewicz-Walacik et al [8] and Mikulski et al [12] are among the few that investigate the effects of SVO on reasonably modern CI engines with electronic fuel injection equipment. The remaining available literature pertains to studies investigating the SVO use case on very simple, legacy platforms that are characteristic of typical agricultural applications in less developed countries.…”

“…This is predominantly related to high viscosity, usually above 30 mm 2 /s (at 40 °C), causing worse fuel atomization and reduced oxygen entrainment into the developing spray. High viscosity together with reduced cetane number result in extended ignition delay (physical and chemical, respectively) when SVO is combusted [8]. Both atomization and retarded combustion contribute in the long run to engine operational issues related to injector coking and lube oil dilution [9].…”