Evaluation of turkish sulphur olive oil as an alternative diesel fuel

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The fuel properties of three-phase emulsions as an alternative fuel for diesel engines

Diesel engines are employed as the major propulsion power for in-land and marine transportation vehicles primarily because of their rigid structure, low breakdown rate, high thermal efficiency and high fuel economy. It is expected that diesel engines will be widely used in the foreseeable future. However, the pollutants emitted from diesel engines (in particular nitrogen oxides and particulate matter) are detrimental to the health of living beings and ecological environment have been recognized as the major air pollution source in metropolitan areas and have thus attracted much research interest. Although diesel oil emulsion has been considered as a possible approach to reduce diesel engine pollutants, previous relevant applications were restricted to two-phase emulsions. Three-phase emulsions such as oil-in-water-in-oil briefly denoted as O/W/O emulsions and water-in-oil-in-water, denoted as W/O/W, have not been used as an alternative fuel for any combustion equipment. Studies on the properties of three-phase emulsion as fuel have not been found in the literatures. The emulsification properties of an O/W/O three-phase diesel fuel emulsion were investigated in this experimental study. The results show that the mean drop size of the O/W/O emulsion was reduced significantly with increasing homogenizing machine revolution speed. An increase in inner phase proportion of the O/W/O emulsion resulted in increasing the emulsion viscosity. The viscosity of O/W/O emulsion is greater than that for water-in-oil (denoted briefly as W/O emulsion) for the same water content. More stable emulsion turbidity appeared for three-phase O/W/O diesel emulsions added with emulsifier with HLB values ranging from 6 to 8. In addition, three-phase O/W/O emulsions with greater water content will form a larger number of liquid droplets, leading to a faster formation rate and greater emulsion turbidity at the beginning but a faster descending rate of emulsion turbidity afterwards. The potential for using O/W/O emulsions as an alternative fuel for diesel engines was also evaluated.     

Low-temperature phase behavior of vegetable oil/co-solvent blends as alternative diesel fuel

Vegetable oils (triacylglycerols) have many characteristics that make them attractive candidates as renewable alternative fuels for compression-ignition (diesel) engines. Unfortunately, vegetable oils are too viscous to be compatible with modern direct-injection diesel fuel systems and engines. Co-solvent blending is a simple and flexible technology that reduces viscosity by mixing the oil with low molecular weight alcohol. A co-solvent (A), consisting, of surfactant plus an amphiphilic compound, is added to solubilize otherwise nearly immiscible oil-alcohol mixtures into a single-layer (isotropic) solution. This work examines low-temperature phase behavior of two soybean oil (SBO)/methanol mixtures solubilized by A=unsaturated long-chain (C₁₈) fatty alcohol/medium-chain alkanol (n-butanol and 2-octanol), one SBO/methanol mixture solubilized by A=triethylammonium linoleate/2-octanol, and one SBO/95 wt% ethanol (E95) mixture solubilized by n-butanol. The E95-blend was further blended in 1∶1 (vol/vol) mixtures with No. 2 diesel fuel. Two types of anisotropic phase behavior were observed; formation of a cloudy layer of solid crystals suspended in bulk solution (Type 1) and formation of two immiscible liquid layers (Type II). The type of phase separation in a given solution was influenced by phase separation temperature (T _ϕ) relative to the crystallization characteristics of compounds in the SBO and fatty alcohol or amine constituents present in solution. Solutions with relatively low T _ϕ values experienced crystallization of small solid particles favoring Type 1 separations. Conversely, solutions with T _ϕ sufficient to avert crystallization of high melting point compounds favored Type II separations where T _ϕ=critical solution temperature (T _critical). Increasing the A/oil (SBO or No. 2 diesel/SBO mixture) mass ratio decreased T _ϕ while increasing the mass fraction of alcohol (methanol or E95) increased T _ϕ. This work shows that vegetable oil/A-based blends can be formulated with cold flow properties superior with respect to cloud point and comparable with respect to kinematic viscosity (v) of methyl soyate (biodiesel), either neat or blended with petroleum middle distillates. Retired     

A study on using fish oil as an alternative fuel for conventional combustors

Combustion tests for fish oil and its blends with fuel oils were performed in a pilot tunnel furnace and two residential boilers to evaluate fish oil as an alternative fuel for conventional boilers and furnaces. Droplet evaporation tests were also conducted as a complementary study of the combustion properties. Fish oil and the blends burned readily in the facilities. The emissions were generally lower than burning the pure fuel oil except that of NO, which was higher for blends with No. 6 residual fuel oil. With better quality No. 2 fuel oil the NO emission of the blends was at the same level as that of the pure oil. Overall fish oil showed good combustion properties and significant economic and environmental benefits are expected.     

Characterization of a method for aerosol generation from heavy fuel oil (HFO) as an alternative to emissions from ship diesel engines

This work describes a laboratory method to synthesize aerosols with properties similar to those emitted by ocean going ships. In this method, an oxy-hydrogen flame burner nebulizes and combusts heavy fuel oil (HFO). The oil was fed to the burner via a syringe pump at a maximum rate of 15 ml/h. Adjusting the feed temperature of the oil and the use of a quenching ring in the burner, it is possible to obtain an aerosol with a mode diameter of about 11 nm. This is close to the reported 5–8 nm for the nano-mode of ship emissions. Filter samples were also analyzed for elemental carbon, organic carbon and anion composition. No elemental carbon mass was detected and only a few sulfur containing compounds were present. A chemical equilibrium model was applied for both oxy-hydrogen flame and 2-stroke ship diesel engine combustion conditions to predict equilibrium concentrations, chemical formula and phase of vanadium and nickel containing compounds. The model confirmed that the real-world ship diesel engine and the oxy-hydrogen flame burner combustion processes produced the same vanadium, nickel and sulfur particulate matter (PM) products in terms of chemical formula and phase. Both the 5–8 nm particles from real-world ship emissions and the laboratory synthesized particles contain transition metals. Transmission electron microscope (TEM) images of laboratory synthesized particles show similar morphology to those sampled from a ship. Cloud condensation nuclei (CCN) measurement indicates that neither laboratory generated nor ship emitted aerosol is hygroscopic. To our knowledge, this is the first time the 5–8 nm particles emitted from ships have been aptly synthesized on a laboratory scale.     

Fuel properties and emissions of soybean oil esters as diesel fuel

The effects of using blends of methyl and isopropyl esters of soybean oil with No. 2 diesel fuel were studied at several steady-state operating conditions in a four-cylinder turbocharged diesel engine. Fuel blends that contained 20, 50, and 70% methyl soyate and 20 and 50% isopropyl soyate were tested. Fuel properties, such as cetane number, also were investigated. Both methyl and isopropyl esters provided significant reductions in particulate emissions compared with No. 2 diesel fuel. A blend of 50% methyl ester and 50% No. 2 diesel fuel provided a reduction of 37% in the carbon portion of the particulates and 25% in the total particulates. The 50% blend of isopropyl ester and 50% No. 2 diesel fuel gave a 55% reduction in carbon and a 28% reduction in total particulate emissions. Emissions of carbon monoxide and unburned hydrocarbons also were reduced significantly. Oxides of nitrogen increased by 12%.     

Properties of rapeseed oil for use as a diesel fuel extender

Chemical and thermal analyses were carried out on degummed and filtered (5 μm) rapeseed oil (referred to as SRO, i.e., semirefined rapeseed oil) to determine its suitability as a diesel fuel extender. The upper rate for inclusion of SRO with diesel fuel is 25%. This fuel blend had a phosphorus level of 2.5 ppm, which was comparable to rape methyl esters (1.0 ppm phosphorus). Thermogravimetric analyses were used to estimate the cetane ratings of the fuels. A 25% SRO/diesel blend had an estimated cetane index of 32.4 compared to 38.1 for diesel fuel only. Differential scanning calorimetry and thermogravimetric analyses were used to compare the volatility ranges of the fuels. SRO needed higher temperatures for volatilization (i.e., 70–260°C for diesel fuel vs. 280–520°C for SRO). This indicated poorer cold-starting performance of SRO compared with diesel fuel. SRO fuel is a low-sulfur, high-oxygen fuel giving SRO a more favorable emissions profile than pure diesel fuel.     

Investigation of soybean oil as a diesel fuel extender: Endurance tests

Engine performance and crankcase lubricant viscosity were followed with 1∶2 and 1∶1 fuel mixtures of degummed soybean oil in No. 2 diesel fuel in tests with a John Deere 6-cylinder, 404 cubic in. displacement, direct-injection, turbocharged engine for a total of 600 running hours. A crankcase oil contamination problem resulting in an unacceptable thickening and a potential for gelling did exist with a 50/50 blend or a greater concentration of soybean oil, but it did not occur with the 1∶2 blend. The data accumulated during the initial 600 hr running time indicates that a fuel blend of one-third degummed soybean oil and two-thirds No. 2 diesel (1∶2 blend) may be a suitable fuel for agricultural equipment during periods of diesel fuel shortages or allocations. Additional data are being accumulated and will be analyzed in the future.     

Hydrocracking of petroleum vacuum distillate containing rapeseed oil: Evaluation of diesel fuel

Hydrocracking of pure petroleum vacuum distillate and the same fraction containing 5 wt.% of rapeseed oil was carried out at 400 and 420 °C and under a hydrogen pressure of 18 MPa over commercial Ni-Mo catalyst. Reaction products were separated by distillation into kerosene, gas oil and the residue. Fuel properties of fractions suitable for diesel production were evaluated (gas oils and remixed blends of kerosene and gas oil). Gas oils obtained from co-processing showed very good fuel properties as the remixed distillates did. Gas oil obtained from co-processing at 420 °C showed also reasonable key low-temperature properties (cloud point: −23 °C, CFPP: −24 °C) similar to those of gas oil obtained from pure petroleum raw material processing.     

Biocatalytic oxidation of fuel as an alternative to biodesulfurization

A biotechnological method for fuel desulfurization is described. The method includes the steps of biocatalytic oxidation of organosulfides and thiophenes, contained in the fuel, with hemoproteins to form sulfoxides and sulfones, followed by a distillation step in which these oxidized compounds are removed from the fuel. Straight-run diesel fuel containing 1.6% sulfur was biocatalytically oxidized with chloroperoxidase from Caldariomyces fumago in the presence of 0.25 mM hydrogen peroxide. The reaction was carried out at room temperature and the organosulfur compounds were effectively transformed to their respective sulfoxides and sulfones which were then removed by distillation. The resulting fraction after distillation contained only 0.27% sulfur. Biocatalytic oxidation of fuels appears as an interesting alternative to biodesulfurization.     

Utilization of unattended methyl ester of paradise oil as fuel in diesel engine

Engine tests have been carried out with the aim of obtaining the performance, emission and combustion characteristics of a diesel engine running on methyl ester of paradise oil (MEPS) and its diesel blends. From the emission analysis it was found that there was a significant reduction in smoke and hydrocarbon emissions by 33% and 22% respectively for MEPS 50 blend and 40% and 27% reductions for MEPS 100. However, there was an increase of 5% and 8% NO_x emission for MEPS 50 and MEPS 100 respectively. Brake thermal efficiencies of MEPS and its diesel blends are slightly lower than that of std. diesel. From the engine analysis, it was found that the performance of MEPS and its diesel blends were similar to that of std. diesel.     

Sunflower oil diesel fuel: Engine wear implications

Diesel lubricating oil contaminated with sunflower oil fuel was degraded under conditions simulating an engine crankcase environment for metal wear testing. Wear analyses were performed using a fourball apparatus according to ASTM D 4172. Lubricity of oils was characterized by ball scar dimensions. Contaminated lubricating oils exhibited lower metal wear indexes than pure lube oil control samples, even when the former were severely degraded as measured by thickening and loss of alkaline reserve.     

Sunflower oil diesel fuel: Lubrication system contamination

Diesel lubrication oil contaminated with sunflower oil fuel was exposed to conditions simulating an engine crankcase environment to quantify and elucidate the mechanisms of loss of alkalinity and oil mixture thickening. Oxygen was found to be a dominant factor in both phenomena as was the presence of metallic copper catalyst. Triglyceride polymerization causing oil thickening does not appear causally related to alkalinity loss, but rather seems governed by a separate free radical mechanism.     

Transesterification of heated rapeseed oil for extending diesel fuel

Fatty acid methyl esters are well established as an alternative fuel called “biodiesel.” For economic reasons, used frying oil is an interesting alternative feedstock for biodiesel production. The chemical changes that occur during heating of rapeseed oil, especially the formation of polymers, were investigated. Heated rapeseed oil samples were transesterified with methanol and analyzed by size-exclusion chromatography. During heating, the amount of polymers in the starting oil increased up to 15 wt%, but only up to 5 wt% in the transesterified samples. So during transesterification, dimeric and trimeric triglycerides in the starting oil were mainly converted into monomeric and dimeric fatty acid methyl esters. The amount of polymeric fatty acid methyl esters had a negative influence on fuel characteristics. After 6 h of heating, the amount of Conradson carbon residue and after 16 h the viscosity exceeded that of the existing specifications for biodiesel. Therefore, the amount of polymers in waste oil is a good indicator for the suitability for biodiesel production. Presented in part at the 89th Annual Meeting, American Oil Chemists’ Society, Chicago, IL, May 1998.     

Hydrogenated monoterpenes as diesel fuel additives

Myrcene and limonene were hydrogenated to their fully saturated forms, 2,6-dimethyloctane and 1-isopropyl-4-methylcyclohexane, respectively. Mixtures of diesel fuel and up to 10% of each saturated hydrocarbon were tested by ASTM D975 to evaluate the 2,6-dimethyloctane and 1-isopropyl-4-methylcyclohexane as diesel fuel additives. The results showed that all tested mixtures were within the acceptable ranges specified by ASTM for diesel fuel and that the additives lowered the measured cloud point, compared to the base diesel fuel. Saturated limonene had positive effects on viscosity, as well. As myrcene and limonene are produced naturally in plants, these species represent a renewable route to fuel additives.     

Vegetable oils and animal fats as alternative fuels for diesel engines with dual fuel operation

Vegetable oils and animal fats are applicable as fuels in standard diesel engines after having adapted the fuel system for electronically controlled dual fuel regime oil/fat-fossil diesel. In this contribution, performance and emission characteristics of the engines running on rapeseed oil, lard, or chicken fat are given and compared to those of fossil diesel and fatty acid methyl esters. The results of engine tests of these fuels show a decrease in maximum power and maximum torque in comparison to fossil diesel due to a lower energy content of triacylglycerols. These values are influenced also by a type of the engine used at testing. When compared to fossil diesel, the opacity of oil/fat based fuels is higher for an engine with lower injection pressures while it is lower for an engine with higher injection pressures. The level of both controlled and uncontrolled emissions is low for all tested biofuels and is low also for the reference fossil diesel. The results of performance and emission tests for rapeseed oil containing 3 and 6 vol.% of anhydrous ethanol are comparable to those obtained for pure oil. In this paper, practical experiences based on long-term operation of adapted vehicle fleet fuelled with oil/fat-fossil diesel are mentioned.     

小型燃油锅炉的柴油燃烧适应性分析

通过对小型燃油锅炉进行试验分析和简化的数值模拟,研究了该小型燃油锅炉在3种燃烧器状况下燃烧中国柴油的适应性,试验从锅炉燃烧效率以及排烟情况等分析燃烧的好坏,数值模拟从炉膛内部温度分布讨论不同的燃烧工况下的燃烧状况.     

Canola and high erucic rapeseed oil as substitutes for diesel fuel: Preliminary tests

A cooperative project using the facilities of the POS Pilot Plant Corporation, the Saskatchewan Research Council and the Agricultural Engineering Department, University of Saskatchewan, and funded by Agriculture Canada, was initiated in 1980 to investigate the feasibility of using canola and high erucic rapeseed oil as a replacement/extender to diesel fuel in direct-injection diesel engines. Work carried out included the documented production and refining of canola and R500 (high erucic) vegetable oils, preparation of methyl ester and of blends of all these fuels with methanol and ethanol. These fuels were evaluated by ASTM and improvised tests to determine their usefulness as diesel fuel. Engine tests involved a 2-cylinder Petter diesel and a 6-cylinder John Deere turbocharged diesel. Results were similar for both engines in short-term performance tests, and indicated that: (a) maximal power was essentially the same when burning canola oil as when burning diesel fuel; (b) specific fuel consumption was ca. 6% higher when burning canola oil, but because canola oil has a heating value 14% less than diesel fuel, the thermal efficiency is somewhat higher when operating on canola oil; (c) there were no starting problems down to 10 C; (d) there were fewer particulates in the exhaust when burning canola oil; and (e) there was generally less combustion noise when burning canola oil. The high viscosity of canola oil (ca. 35 times that of disel fuel at 20 C) poses a major problem in using the oil at low temperature. Blending with diesel fuel and the creation of a methyl ester from the canola oil both proved effective in reducing viscosity, but neither lowered the pour point apprecibly. Efforts on reduction of pour points and further work on blends and on heating the fuel are described.