SAE International Journal of Fuels and Lubricants最新文献

{"title":"Response Surface Optimization of Brake Thermal Efficiency and\u0000 Specific Fuel Consumption of Spark-Ignition Engine Fueled with Gasoline–Pyrooil\u0000 and Gasoline–Pyrooil–Ethanol Blends","authors":"K. Manickavelan, S. Sivaganesan, S. Sivamani, M. V. Kulkarni","doi":"10.4271/04-18-01-0001","DOIUrl":"https://doi.org/10.4271/04-18-01-0001","url":null,"abstract":"The present study explores the performance of high-density polyethylene (HDPE)\u0000 pyrooil and ethanol blends with gasoline in SI engine using statistical modeling\u0000 and analysis using response surface methodology (RSM) and the Anderson–Darling\u0000 (AD) residual test. The pyrooil was extracted from HDPE through pyrolysis at\u0000 450°C and then distilled to separate the liquid fraction. Two blends were\u0000 prepared by combining pyrooil and gasoline, and pyrooil–ethanol mixture (volume\u0000 ratio of 9:1) and gasoline, both at volumetric concentrations ranging from 2% to\u0000 8% to evaluate brake thermal efficiency (BTE) and specific fuel consumption\u0000 (SFC) in a SI engine. An experimental matrix containing speed, torque, and blend\u0000 ratio as independent variables for both blends were designed, analyzed, and\u0000 optimized using the RSM. The results show that a 4% blend of pyrooil with\u0000 gasoline (P4) and a 6% blend of pyrooil–ethanol mixture with gasoline (P6E) were\u0000 optimum for an SI engine. Also, the experimental findings show that the P6E\u0000 blend exhibits 11% higher BTE and 11.82% lower SFC compared to base fuel (pure\u0000 gasoline), and 7.55% higher BTE and 6% lower SFC than P4. From the AD test, the\u0000 residuals for BTE and SFC follow a normal distribution. The results conclude\u0000 that distilled HDPE pyrooil could be used in SI engines at concentrations of P4\u0000 and P6E without requiring engine modification.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2024-07-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141826727","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Numerical Investigation of Combustion Characteristics in a Binary\u0000 Fuel Blend of C\u00008\u0000H\u000018\u0000 and H\u00002","authors":"Bader Almansour","doi":"10.4271/04-17-03-0017","DOIUrl":"https://doi.org/10.4271/04-17-03-0017","url":null,"abstract":"The escalating energy demand in today’s world has amplified exhaust emissions,\u0000 contributing significantly to climate change. One viable solution to mitigate\u0000 carbon dioxide emissions is the utilization of hydrogen alongside gasoline in\u0000 internal combustion engines. In pursuit of this objective, combustion\u0000 characteristics of iso-octane/hydrogen/air mixtures are numerically investigated\u0000 to determine the impact of hydrogen enrichment. Simulations are conducted at 400\u0000 K over a wide range of equivalence ratio 0.7 ≤ Ф ≤ 1.4 and pressure 1–10 atm.\u0000 Adiabatic flame temperature, thermal diffusivity, laminar burning velocity, and\u0000 chemical participation are assessed by varying hydrogen concentration from 0 to\u0000 90% of fuel molar fraction. As a result of changes in thermal properties and\u0000 chemical participation, it is noticed that the laminar burning velocity (LBV)\u0000 increases with higher hydrogen concentration and decreases as pressure\u0000 increases. Chemical participation and mass diffusion were found to be the main\u0000 contributors to the LBV increase in binary fuel blends. To circumvent\u0000 NOX formation, a binary fuel blend at Ф = 0.7 and 80%\u0000 H2 is selected to increase combustion intensity while maintaining\u0000 a relatively low flame temperature and retaining 85% of energy density by\u0000 volume. It is noted that the concentration of H, O, and OH radicals increase\u0000 with hydrogen enrichment. Furthermore, the analysis revealed that the LBV\u0000 increases linearly with the peak mole fraction of radicals. Key reactions are\u0000 identified through sensitivity analysis and net reaction rates. A significant\u0000 increase in net reaction rate is observed for H2 + O <=> H + OH\u0000 and H2 + OH <=> H + H2O, which in turn increases the\u0000 pool of radicals. This is evident by the increase in the net production rate of\u0000 H, O, and OH radicals.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2024-06-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141361569","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Effect of Ethanol and Iso-Octane Blends on Isolated Low-Temperature\u0000 Heat Release in a Spark Ignition Engine","authors":"Samuel Philip White, A. Bajwa, Felix Leach","doi":"10.4271/04-17-03-0016","DOIUrl":"https://doi.org/10.4271/04-17-03-0016","url":null,"abstract":"Low-temperature heat release (LTHR) is of interest for its potential to help\u0000 control autoignition in advanced compression ignition (ACI) engines and mitigate\u0000 knock in spark ignition (SI) engines. Previous studies have identified and\u0000 investigated LTHR in both ACI and SI engines before the main high-temperature\u0000 heat release (HTHR) event and, more recently, LTHR in isolation has been\u0000 demonstrated in SI engines by appropriately curating the in-cylinder thermal\u0000 state during compression and disabling the spark discharge. Ethanol is an\u0000 increasingly common component of market fuel blends, owing to its renewable\u0000 sources. In this work, the effect of adding ethanol to iso-octane\u0000 (2,2,4-trimethylpentane) blends on their LTHR behavior is demonstrated. Tests\u0000 were run on a motored single-cylinder engine elevated inlet air temperatures and\u0000 pressures were adjusted to realize LTHR from blends of iso-octane and ethanol\u0000 without entering the HTHR regime. The blends were tested with inlet temperatures\u0000 of 40°C–140°C at equivalence ratios of 0.5, 0.67, and 1.0 with boosted (1.5\u0000 barA) conditions. The measured LTHR decreased with increasing ethanol content\u0000 for all conditions tested; iso-octane–ethanol blends with above 20% ethanol\u0000 content (by volume) showed minimal LTHR under engine conditions. These net\u0000 effects resulted from the combination of thermal effects (charge cooling) and\u0000 chemical effects (reactivity changes at low temperatures). The effect of\u0000 temperature, pressure, fuel composition, and equivalence ratio on ignition delay\u0000 times calculated from chemical kinetic modeling are presented alongside\u0000 pressure–temperature trajectories of the in-cylinder gases to explain the\u0000 trends. The underlying cause of the trends is explained by using a sensitivity\u0000 analysis to determine the contribution of each reaction within the chemical\u0000 kinetic mechanism to first-stage ignition, revealing the effect of introducing\u0000 ethanol on the OH radical pool and resulting LTHR intensity.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2024-05-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141126091","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Unveiling the Potential of Hydrogen in a Downsized Gasoline Direct\u0000 Injection Engine Performance and Emissions Experimental Study","authors":"Mohamed Mohamed, Abinash Biswal, Xinyan Wang, Hua Zhao, Anthony Harrington, Jonathan Hall","doi":"10.4271/04-17-03-0015","DOIUrl":"https://doi.org/10.4271/04-17-03-0015","url":null,"abstract":"The transportation sector’s growing focus on addressing environmental and\u0000 sustainable energy concerns has led to a pursuit of the decarbonization path. In\u0000 this context, hydrogen emerges as a promising zero-carbon fuel. The ability of\u0000 hydrogen fuel to provide reliable performance while reducing environmental\u0000 impact makes it crucial in the quest for net zero targets. This study compares\u0000 gasoline and hydrogen combustion in a single-cylinder boosted direct injection\u0000 (DI) spark ignition engine under various operating conditions. Initially, the\u0000 engine was run over a wide range of lambda values to determine the optimal\u0000 operating point for hydrogen and demonstrate lean hydrogen combustion’s benefits\u0000 over gasoline combustion.\u0000\u0000 \u0000Furthermore, a load sweep test was conducted at 2000 rpm, and the performance and\u0000 emission results were compared between gasoline and optimized hydrogen\u0000 combustion. An in-depth analysis was conducted by varying fuel injection time\u0000 and pressure. This enabled us to explore the effects of these variables on the\u0000 fuel’s performance and emissions, providing valuable insights for further\u0000 optimization.\u0000\u0000 \u0000The key findings of this study are significant. They note that hydrogen fuel\u0000 allows the engine to operate under lean conditions with stable combustion up to\u0000 3.8 lambda. Lean combustion produces higher engine thermal efficiency, low\u0000 cyclic variability, and near-zero NOx emissions. According to the\u0000 study, hydrogen combustion produces zero emissions of hydrocarbons (HC), carbon\u0000 monoxide (CO), and carbon dioxide (CO2) under a wide range of\u0000 operating conditions, making it a clean and environmentally friendly fuel\u0000 source. During low loading, exhaust hydrogen slip is less than 1000 ppm. This\u0000 slip drops below 500 ppm as the load increases. Finally, the study proved that\u0000 hydrogen is more stable than gasoline at a stoichiometric level. This suggests\u0000 that hydrogen could replace gasoline in some applications, which has major\u0000 implications for alternative energy.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2024-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140989104","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Research on Improving the Efficiency of Centrifugal Pump Using the\u0000 Different Vane Surfaces of Bearings","authors":"Hanxin Chen, Xiaoyan Guo, Vanliem Nguyen","doi":"10.4271/04-17-02-0012","DOIUrl":"https://doi.org/10.4271/04-17-02-0012","url":null,"abstract":"With the use of the stepped surface of the friction pairs of the stepped bearings\u0000 (SB) in the high-speed centrifugal pumps, its liquid film thickness is suddenly\u0000 changed and it was discontinuously distributed in the direction of motion of\u0000 pump. To ensure the continuity of the liquid film thickness and enhance the\u0000 lubrication efficiency of the pump, based on the lubrication model of the SB,\u0000 two other structures of the inclined surfaces [inclined bearings (IB)] and\u0000 curved surfaces [curved bearings (CB)] used to replace stepped surfaces of the\u0000 SB are investigated, respectively. Under the same conditions of the minimum\u0000 thickness of the liquid film and initial dimensions of the sliding friction\u0000 pairs, the influence of both the thickness ratio (α) of the\u0000 liquid film and dimension ratio (β) in the direction of motion\u0000 of SB, IB, and CB on the bearing capacity and friction coefficient of the liquid\u0000 film are simulated and analyzed, respectively. Based on the optimal ratios\u0000 {α and β} of SB, IB, and CB in improving\u0000 bearing capacity and minimizing friction, the lubrication efficiency between SB,\u0000 IB, and CB is then simulated and compared. The results indicate that the maximum\u0000 bearing capacity of the CB is obviously enhanced by 11.1% and 39.7%, whereas the\u0000 minimum friction coefficient is also remarkably decreased by 15.8% and 36.9%\u0000 compared to the IB and SB, respectively. Besides, the maximum liquid film\u0000 pressure of the CB is also higher than that of the IB and SB by 5.5% and 13.9%,\u0000 respectively. Therefore, the use of the curved surface of the CB can further\u0000 enhance the lubrication efficiency and reduce the friction of the liquid film in\u0000 the high-speed centrifugal pumps.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2024-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140488319","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Blending Carbon Intensity for Ethanol in Gasoline","authors":"Terrence Higgins, Nigel Clark, Tammy Klein, David McKain","doi":"10.4271/04-17-02-0010","DOIUrl":"https://doi.org/10.4271/04-17-02-0010","url":null,"abstract":"<div>Greenhouse gas emissions reduction from the light-duty transportation fleet is urgent and should address both electric and conventional powertrain technologies. Internal combustion engines will continue to be employed for vehicle propulsion and fleet turnover is slow, encouraging reduction of carbon content in gasoline. Currently ethanol, a renewable fuel, is blended at the 10% level into petroleum to produce finished market gasoline. Ethanol enables a less carbon-intensive petroleum blendstock composition, providing for additional reduction, but this is often overlooked in studies. Carbon intensity, as a ratio of CO₂ mass to heat released upon combustion, is a measure of well-to-wheels greenhouse gas production. The well-to-wheels carbon intensity of ethanol does not include its chemical carbon content because it arises from a renewable source, but does consider all upstream farming, production, and transportation carbon impacts. The well-to-wheels carbon intensity of the petroleum fraction includes the chemically bound carbon, as well as production and transportation impact. Carbon intensity modeling results for ethanol vary widely, primarily due to differences in land-use change assessment. The GREET model has gained wide acceptance and provides a present-day carbon intensity for pure ethanol that is 43% lower than for petroleum gasoline. Ethanol exhibits a high blending octane number so that the petroleum component has a lower octane rating than required for purely petroleum gasoline. Fuel trends and modeling suggest that a 10% (by volume) ethanol addition enables a 9% reduction of aromatics, which have a high carbon intensity. If the carbon reduction benefits of the aromatic reduction are assigned to the agency of the ethanol, the blending carbon intensity of ethanol is 56% lower than for petroleum gasoline. Increase in ethanol blending therefore offers substantial immediate climate change reduction.</div>","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136317095","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Experimental Study of High-Pressure Reacting and Non-reacting Sprays for Various Gasoline Blends","authors":"Ankith Ullal, Bastian Lehnert, Shengrong Zhu, Stephan Révidat, Mark Shirley, Kyoung Pyo Ha, Michael Wensing, Johannes Ullrich","doi":"10.4271/04-17-02-0009","DOIUrl":"https://doi.org/10.4271/04-17-02-0009","url":null,"abstract":"<div>Research into efficient internal combustion (IC) engines need to continue as the majority of vehicles will still be powered by IC or hybrid powertrains in the foreseeable future. Recently, lean-burn gasoline compression ignition (GCI) with high-pressure direct injection has been receiving considerable attention among the research community due to its ability to improve thermal efficiency and reduce emissions. To maximize GCI benefits in engine efficiency and emissions tradeoff, co-optimization of the combustion system and fuel formation is required. Thus, it is essential to study the spray characteristics of different fuels under engine-like operating conditions. In this work, high-pressure spray characteristics are experimentally studied for three blends of gasoline, namely, Naphtha, E30, and research octane number (RON) 98. A single-hole custom-built injector was used to inject fuel into a constant volume chamber with injection pressure varying from 40 MPa to 100 MPa. The chamber pressure was varied from 4 MPa to 7 MPa. The spray parameters measured were liquid and vapor penetration, liquid and vapor spray plume angle, and spray and flame luminosity area for reacting and non-reacting sprays. The measurement techniques used were shadowgraphy, Schlieren method, and flame luminosity area measurement. Liquid penetration followed the fuel density pattern and was shortest for Naphtha, followed by RON 98 and E30. The increase in injection pressure did not significantly affect liquid penetration, but improved atomization as well as reduced soot intensity. In addition, vapor penetration was increased on account of higher injection velocity and vaporized mass. The higher chamber pressure drastically reduced liquid and vapor penetration on account of increased drag. Compared to non-reacting sprays, vapor penetration and spray plume angle for reacting sprays deviated according to the fuel type. Ignition of the fuel increased vapor penetration and spray plume angle due to the expansion of hot gases. Naphtha ignited the earliest on account of its low RON and high volatility. It had the highest deviation from the corresponding non-reacting case for vapor penetration. RON 98 fuel only showed a slight increase in vapor plume angle indicating the start of reaction, whereas E30 did not show any deviation.</div>","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135149208","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Reviewers","authors":"Nadir Yilmaz","doi":"10.4271/04-16-03-0021","DOIUrl":"https://doi.org/10.4271/04-16-03-0021","url":null,"abstract":"<div>Reviewers</div>","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135143173","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"100 Years of Corrosion Testing—Is It Time to Move beyond the ASTM D130? The Wire Corrosion and Conductive Deposit Tests","authors":"Gregory J. Hunt, Lindsey Choo, Timothy Newcomb","doi":"10.4271/04-17-01-0002","DOIUrl":"https://doi.org/10.4271/04-17-01-0002","url":null,"abstract":"<div>The ASTM D130 was first issued in 1922 as a tentative standard for the detection of corrosive sulfur in gasoline. A clean copper strip was immersed in a sample of gasoline for three hours at 50°C with any corrosion or discoloration taken to indicate the presence of corrosive sulfur. Since that time, the method has undergone many revisions and has been applied to many petroleum products. Today, the ASTM D130 standard is the leading method used to determine the corrosiveness of various fuels, lubricants, and other hydrocarbon-based solutions to copper. The end-of-test strips are ranked using the ASTM Copper Strip Corrosion Standard Adjunct, a colored reproduction of copper strips characteristic of various degrees of sulfur-induced tarnish and corrosion, first introduced in 1954. This pragmatic approach to assessing potential corrosion concerns with copper hardware has served various industries well for a century.</div> <div>Driveline lubricants have always been required to protect hardware, and transmission fluid specifications have always included a version of the copper corrosion strip test to assure this. In conventional transmissions, copper and its alloys are present in the form of mechanical parts such as bushings, bearings, and washers. Corrosion of these parts, while detrimental, does not typically result in immediate failure. However, the incorporation of electronics and electric motors has resulted in new failure modes which can have immediate and devastating consequences. Designing a lubricant to protect new electrified hardware requires an understanding of corrosion that occurs under actual operating temperatures, as well as potential damage from corrosion products. While the ASTM D130 provides general insight regarding the susceptibility of the hardware to corrode, the information is typically gleaned at elevated temperatures, and no information is gathered about the impact of corrosion products. The ASTM D130 is simply not sufficiently specific to adequately assess the risk of these new failure modes that may occur within electric drive units (EDUs). Newer methods, in particular, the wire corrosion test (WCT) and conductive deposit test (CDT), have been created to fill these gaps.</div> <div>In this article, we provide the history of the creation and evolution of the ASTM D130 standard, which is important in understanding both its significance and limitations. We then assess the corrosion characteristics of five lubricants using both the ASTM D130 strip method and the WCT method. We contrast these results, which demonstrate the greater understanding gleaned from the WCT. We then assess the five lubricants with the CDT, which provides insight into whether the corrosion products might endanger the system. We conclude that both the WCT and CDT are needed to provide a holistic understanding of corrosion in electrified hardware necessary to minimize the risk of corrosion-related failure modes. We anticipate that the WCT and CDT will e","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-09-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136098942","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Performance of a Diesel Engine Run with Kerosene–Rapeseed Oil Blends\u0000 Doped with Ignition Promoters","authors":"A. Cherepanova, D. Ukhanov, Evgeniy Savel’ev, V. Sapunov","doi":"10.4271/04-17-02-0008","DOIUrl":"https://doi.org/10.4271/04-17-02-0008","url":null,"abstract":"The use of straight vegetable oil in diesel engines leads to undesirable\u0000 consequences due to the peculiar physicochemical properties of vegetable oils.\u0000 In this regard, the use of pure and unmodified vegetable oils requires their\u0000 obligatory dilution with petroleum fuels, usually diesel fuel. However, blends\u0000 of diesel fuel with vegetable oil have a significantly higher density and\u0000 viscosity than pure diesel fuels. Therefore, in this article, it was proposed to\u0000 use blends of vegetable oil with aviation kerosene since kerosene has lower\u0000 density and viscosity compared to diesel fuel. In addition, kerosene is less\u0000 prone to coking of injectors, has a higher calorific value, and has a lighter\u0000 hydrocarbon composition, which makes starting the engine easier. Within the\u0000 framework of the study, engine tests of a full-size four-cylinder diesel engine,\u0000 MMZ D-245.12.C, were carried out at maximum load in the range of crankshaft\u0000 speeds from minimum (1000 min−1) to nominal (2400 min−1).\u0000 Various blends of kerosene with rapeseed oil with an oil content of 10 to 50% by\u0000 volume have been tested. Ignition promoters were introduced into the fuel blends\u0000 to improve their combustion. Commercial ethylhexyl nitrate was used as an\u0000 ignition promoter. In addition, experimental additives were investigated, which\u0000 are the FAMEs of vegetable oils oxidized to various concentrations of peroxide\u0000 compounds. It has been shown that blends of kerosene and rapeseed oil doped with\u0000 ignition promoters can be successfully used in diesel engines. The engine showed\u0000 the maximum power and the lowest level of smoke emissions when running on a\u0000 blend of kerosene and rapeseed oil with the addition of oxidized FAME of olive\u0000 oil with a peroxide content of 1.1 g OOH/100 g.","PeriodicalId":21365,"journal":{"name":"SAE International Journal of Fuels and Lubricants","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2023-07-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48465019","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}