Waste plastic pyrolytic oil blends as valuable fuels for modern compression ignition engines
- 提供方法
- 本サイト上にてダウンロード・閲覧可
- 形態
- 価格
- 一般価格(税込)：￥1,100 会員価格(税込)：￥880
- 文献番号
- 20239250
- 文献・情報種別
- その他の国際会議
- 掲載ページ
- 1-10(Total 10 p)
- 発行年月
- 2023年 8月
- 出版社
- (公社)自動車技術会 & SAE
- 言語
- 英語
- イベント
- 2023 P, E&L
書誌事項
| カテゴリ（英） | RF1 Bio fuels, HVO 翻訳 |
|---|---|
| 著者（英） | 1) Jacek Hunicz, 2) Maciej Mikulski, 3) Arkadiusz Rybak, 4) Kamil Duda, 5) Murugan Sivalingam |
| 勤務先（英） | 1) Lublin University of Technology, 2) University of Vaasa, 3) Lublin University of Technology, 4) University of Warmia and Mazury, 5) National Institute of Technology Rourkela |
| 抄録（英） | This study tests the use of thoroughly-evaluated waste plastic pyrolytic oils (WPOs) as substitute fuels in a modern, single-cylinder, diesel research engine. Emissions results are supported by FTIR analysis of exhaust gases, identifying 20 species. The results show that contemporary Tier 4-compliant combustion systems with split injection can handle high polypropylene-based WPO content in diesel fuel without re-calibration. Fuels with polypropylene oil (PPO) admixtures of up to 40% can be used as drop-in alternatives for contemporary compression ignition engines. Although PPO has a lower viscosity than DF, the negative influence of this on CO emission is compensated by the oxygenated nature of the fuel. Considering the requirements of the current US EPA Tier 4 emission limits, NOX and THC remain unaffected by the mentioned blends. PM emission is increased only at peak loads, providing conformity across the whole ISO 8178 test cycle. However, its low flashpoint may constrain the applicability of PPO in domains highly focused on storage safety, such as mining or shipping. Polystyrene-based oils (PSO) are more troublesome in modern compression ignition engines. The issues start with poor ignitibility at low engine-loads and a tendency for incomplete combustion. This causes increased THC and excessive CO levels across the whole operating envelope. All other emission quantifiers, including unlegislated compounds, are significantly higher for PSO than for PPO at similar admixtures. Furthermore, as the combustion onset is affected only at low engine-loads, PSO shows limited re-calibration potential by engine control parameters, and would require viscosity and cetane number improvers to conform with emission and efficiency targets. Generally, both fuels show limited potential for improvement with dedicated engine calibration. Considering all the above, polypropylene pyrolytic oils are favorable for combustion engine applications in terms of the whole value chain. An alternative utilization roadmap is recommended for polystyrene pyrolysis. 翻訳 |
