Application of Tire Pyrolysis Oil as an Alternative Fuel for Internal Combustion Engines—A Literature Review

This paper provides a comprehensive overview of the physical properties and applications of natural gas (NG) and hydrogen as fuels in internal combustion (IC) engines. The paper also meticulously examines the use of both NG and hydrogen as a fuel in vehicles, their production, physical characteristics, and combustion properties. It reviews the current experimental studies in the literature and investigates the results of using both fuels. It further covers the challenges associated with injectors, needle valves, lubrication, spark plugs, and safety requirements for both fuels. Finally, the challenges related to the storage, production, and safety of both fuels are also discussed. The literature review reveals that NG in spark ignition (SI) engines has a clear and direct positive impact on fuel economy and certain emissions, notably reducing CO2 and non-methane hydrocarbons. However, its effect on other emissions, such as unburnt hydrocarbons (UHC), nitrogen oxides (NOx), and carbon monoxide (CO), is less clear. NG, which is primarily methane, has a lower carbon-to-hydrogen ratio than diesel fuel, resulting in lower CO2 emissions per unit of energy released. In contrast, hydrogen is particularly well-suited for use in gasoline engines due to its high self-ignition temperature. While increasing the hydrogen content of NG engines reduces torque and power output, higher hydrogen input results in reduced fuel consumption and the mitigation of toxic exhaust emissions. Due to its high ignition temperature, hydrogen is not inherently suitable for direct use in diesel engines, necessitating the exploration of alternative methods for hydrogen introduction into the cylinder. The literature review suggests that hydrogen in diesel engines has shown a reduction in specific exhaust emissions and fuel consumption and an increase in NOx emissions. Overall, the paper provides a valuable and informative overview of the challenges and opportunities associated with using hydrogen and NG as fuels in IC engines. It highlights the need for further research and development to address the remaining challenges, such as the development of more efficient combustion chambers and the reduction of NOx emissions.

Pyrolysis liquids and gases as alternative fuels in internal combustion engines – A review

Production of pyrolysis oil from used tyres and the effects of pyrolysis oil-gasoline blends on the performance of a gasoline-powered electric generator

Ether and ester fuels can work in the existing internal combustion (IC) engine with some important advantages. This work comprehensively reviews and summarizes the literatures on ether fuels represented by DME, DEE, DBE, DGM, and DMM, and ester fuels represented by DMC and biodiesel from three aspects of properties, production and engine application, so as to prove their feasibility and prospects as alternative fuels for compression ignition (CI) and spark ignition (SI) engines. These studies cover the effects of ether and ester fuels applied in the form of single fuel, mixed fuel, dual-fuel, and multi-fuel on engine performance, combustion and emission characteristics. The evaluation indexes mainly include torque, power, BTE, BSFC, ignition delay, heat release rate, pressure rise rate, combustion duration, exhaust gas temperature, CO, HC, NOx, PM, and smoke. The results show that ethers and esters have varying degrees of impact on engine performance, combustion and emissions. They can basically improve the thermal efficiency of the engine and reduce particulate emissions, but their effects on power, fuel consumption, combustion process, and CO, HC, and NOx emissions are uncertain, which is due to the coupling of operating conditions, fuel molecular structure, in-cylinder environment and application methods. By changing the injection strategy, adjusting the EGR rate, adopting a new combustion mode, adding improvers or synergizing multiple fuels, adverse effects can be avoided and the benefits of oxygenated fuel can be maximized. Finally, some challenges faced by alternative fuels and future research directions are analyzed.

<div class="section abstract"><div class="htmlview paragraph">Due to the increasing consumption of fossil fuels, alternative fuels in internal combustion engines have attracted a lot of attention in recent years. Ethanol is the most common alternative fuel used in spark ignition (SI) engines due to its advantages of biodegradability, positively impacting emissions reduction as well as octane number improvement. Meanwhile, acetone is well-known as one of the industrial waste solvents for synthetic fibers and most plastic materials. In comparison to ethanol, acetone has a number of more desirable properties for being a viable alternative fuel such as its higher energy density, heating value and volatility. In order to investigate the combustion, performance and emission characteristics by using acetone-gasoline blends in a port-fuel injection (PFI) spark-ignition (SI) engine, the various fuel blends of AC0 (gasoline), AC10 (90% gasoline and 10% acetone by volume), AC20 (80% gasoline and 20% acetone by volume) were tested, and the experiments were conducted at the engine speed of 1200 RPM and loads of 3 and 5 bar brake mean effective pressure (BMEP) under different equivalence ratios (Φ=0.83-1.25). The performance of these blends was evaluated through measurements of engine torque, in-cylinder pressure and exhaust emissions. In addition, the effect of acetone addition on the aromatic hydrocarbons emissions was also investigated by using a gas chromatography coupled to a mass spectrometer (GC/MS) for identification and a gas chromatography with a flame ionization detection (GC/FID) for quantification.</div></div>

Controlled detonation combustion could be used in future internal combustion engines to achieve high cycle eficiency and minimize NOx formation, if conventional design limitations are removed. Such an engine is herein proposed that uses a separate detonation combustion chamber which discharges tangentially into an expansion chamber formed by the piston and cylinder at top dead center. The expansion chamber is designed to efficiently store a portion of the detonation wave's kinetic energy in the form of a vortex, which is subsequently convened into static pressure. The rapid burning followed by leaning through mixing with air in the vortex chamber may reduce the formation of NOx and unburned hydrocarbons as compared to conventional combustion. The thermodynamic aspects of detonation combustion compared to either volume or pressure combustion yield a significant increase in combustion compression ratio for fuels such as natural gas. The shock wave propagation through the vonex chamber is described with a shock-capturing fmite element Euler flow code supporting the premise of vortex storage and rapid mixing characteristics. Potential problems and issues of such of the DICE are also addressed. *Assistant Professor, Aeronautical and Astronautical Engineering, University of Illinois at UrbanaChampaign, Urbana, IL ** Professor, Mechanical and Aerospace Engineering. West Virginia University, Morgantown, WV *** Graduate StudenL Mechanical Engineering, The Georgia Technical Institute. Atlanta, GA W This document, or portions of it, contains commercial information that is or may become the subject of a United States Patent application. W A. Natural Gas I C Engines Since the U.S. Clean Air Act was introduced [l], there has been strong interest in the cleaner burning and more thermally efficient operation of internal combustion (IC) engines. Alternate fuels, such as methane, are promising to reach such goals. However, current efforts to substitute alternate fuels for conventional liquid fuels in internal combustion engines face many obstacles. They include from problems with storage, distribution, ignition, low fuel efficiency, and emissions. The latter two problems are addressed in this new approach to the IC engine. The amount of work which can be produced inside an internal combustion engine by combustion products depends on their pressure relative to the surroundings. Consequently, the higher the initial stagnation pressure of the combustion products, the higher the power that can be produced during expansion, which increases the efficiency of the engine. The obtainable pressure is not only a function of supercharging and piston compression, but also of the process used to burn the fuel, which dictates the combustion compression ratio (CCR). One important aspect associated with the efficient use of alternative fuels in IC engines is maximizing the CCR. Slow burning fuels are combusted near pressure and usually produce a CCR of less than one. Such a process provides combustion products with a minimal potential for doing work. Note, most of our limited fossil fuels are currently burned inefficiently in the so called constant pressure burning mode including systems such as power plant furnaces, jet engines, and diesel engines. One such fuel, natural gas, is an abundant. inexpensive and desirable alternative fuel for IC engines as it is clean burning with high octane and cetane number and is thus capable of tolerating high piston compression ratio's without knock. Ignition is easy due to the wide ignition limits of natural gadair mixtures. In addition, Iwn-burning of methane produces low carbon monoxide and significantly reduces NOx formation (techniques are also being investigated which

The automotive industry is experiencing radical changes under the pressure of institutions that are increasingly reducing the limits on CO2 and pollutant emissions from road vehicles powered by internal combustion engines (ICEs). A way to decarbonize the transport sector without disrupting current automotive production is the adoption of alternative fuels for internal combustion engines (ICEs). Hydrogen is very attractive, thanks to the zero-carbon content and very high laminar flame speed, allowing for extending the lean burn limit. Other alternative fuels are methanol and ethanol. This work deals with the conversion of a small-sized passenger car powered by a three-cylinder spark ignition (SI) engine for the use of alternative fuels. In particular, the spark timing has been optimized to improve the fuel economy under every operating condition. The optimization procedure is based on the MATLAB/Simulink® R2024a-GT-Power co-simulation analysis and minimizes the fuel consumption by varying the spark timing independently for each cylinder. In particular, at full load, the algorithm reduces the spark timing only for the cylinder in which knock is detected, reducing fuel consumption by about 2% compared to the base calibration. This approach will be adopted in future activities to understand how the use of alternative fuels affects the ignition control strategy.

Since the early years of the 21st century, the whole world has faced two very urgent problems: the depletion of fossil energy sources and climate change due to environmental pollution. Among the solutions sought, 2,5-Dimethylfuran (DMF) emerged as a promising solution. DMF is a 2nd generation biofuel capable of mass production from biomass. There have been many studies confirming that DMF is a potential alternative fuel for traditional fuels (gasoline and diesel) in internal combustion engines, contributing to solving the problem of energy security and environmental pollution. However, in order to apply DMF in practice, more comprehensive studies are needed. Not out of the above trend, this paper analyzes and discusses in detail the characteristics of DMF's combustible laminar flame and its instability under different initial conditions. The evaluation results show that the flame characteristics of DMF are similar to those of gasoline, although the burning rate of DMF is much higher than that of gasoline. This shows that DMF can become a potential alternative fuel in internal combustion engines.

Modelling the evaporative cooling effect from methanol injection in the intake of internal combustion engines

One of the major risks mankind has encountered during recent years is, without a doubt, the anthropogenic contribution to environmental pollution [...]

This research presents the impact of diesel blends with tire pyrolysis oil (TPO) as an additive for minimizing the wear and tear of engine components. This study investigates the blends of normative diesel oil with TPO content ranging from 5% m/m to 20% m/m. Reference measurements are made for pure diesel oil (D100) and pure TPO. This investigation included an evaluation of the corrosion effect and the effect of the fuels tested on abrasive wear. For each fuel, the sulfur content, water content, lubricity (which is defined as the corrected average diameter of the wear trace during the high-frequency reciprocating rig (HFRR) test), and impurity content are determined. Impurities are assessed using indicators such as ash residue, coking residue from 10% distillation residue, determination of wear metals and contaminants, insoluble impurity content, and total sediment by hot filtration. All parameters are determined using recognized methods described in international standards. Approximation models are built for all the analyzed parameters, which can be used in future studies. At the same time, the individual values of the analyzed factors are compared with the threshold values specified in selected standards and regulations. Consequently, it is possible to assess the usefulness of individual fuels in terms of meeting the requirements for minimum wear of engine components. The results show the suitability of pyrolysis oil and the potential for its use as an additive to fossil fuels in terms of meeting most factors. Some of the fuels tested did not meet the standards for acceptable sulfur content. However, in terms of sulfur content, all of the analyzed fuels can be used to power watercraft and land-based power and thermal power plants equipped with flue gas desulphurization systems. A second indicator for not meeting the standards is the ash residue value, which indicates the high content of non-combustible, mainly metallic, substances in the pyrolysis oil used for the tests. Post-recycled oils must, therefore, undergo appropriate purification before being used as an additive to diesel fuels for internal combustion engines. Once the post-recycling oil has been subjected to desulfurization and advanced filtration, it can be used as a fuel additive for land vehicles, which fits in with closed-loop economies and sustainable development strategies.

The growing interest in sustainable alternative fuels for internal combustion engines (ICEs) results from rising concerns over ecological pollution and the depletion of fossil fuel stocks. The study aimed to assess hydrogen and biofuel as sustainable alternative fuels for the internal combustion engine and its legal structure in Nigeria. The study cut across a thorough literature review to compile pertinent information on these alternative fuels' characteristics and manufacturing processes, such as Hydrogen and Acetylene as a sustainable alternative fuel for internal combustion engines, Natural gas as an alternative fuel, and Ethanol as a Fuel for Internal Combustion Engine; Biogas as a sustainable alternative for internal combustion engines. Furthermore, the study discusses the challenges and ways forward for hydrogen, Acetylene, natural gas, Ethanol, and biofuel to be employed as alternative fuels. Also, the study looked into the legal structure of hydrogen and biofuel as alternative fuels for internal combustion engines in Nigeria. The results from the study show that hydrogen and biofuel are suitable replacements for fossil fuels. However, the stakeholders in Nigeria need to develop a robust legal structure for its operations and utilisation in Nigeria. The study concluded by making sustainable suggestions for utilising multi-criteria decision analysis for the stakeholders to successfully develop the legal structure that will also ascertain the quality of alternative fuels produced from hydrogen and biofuel.

Experimental study on an SI engine fuelled by gasoline/acetylene mixtures

Biogas, which is a renewable alternative fuel, has high antiknocking properties with the potential to substitute fossil fuels in internal combustion engines. In this study, performance characteristics of a spark-ignition (SI) engine operated under methane (baseline case) and biogas are compared at the compression ratio (CR) of 8.5:1. Subsequently, the effect of CR on operational limits, performance, combustion, and emission characteristics of the engine fueled with biogas is evaluated. A variable compression ratio, spark-ignition engine was operated at various CRs of 8.5:1, 10:1, 11:1, 13:1, and 15:1 over a wide range of operating loads at 1500 rpm. Results showed that the operating range of the engine at 8.5:1 CR reduced when biogas was utilized in the engine instead of methane. However, the operating range of the engine for biogas extended with an increase in CR—an increase from 9.6 N-m-16.5 N-m to 2.8 N-m-15.1 N-m was observed when CR was increased from 8.5:1 to 15:1. The brake thermal efficiency improved from 13.7% to 16.3%, and the coefficient of variation (COV) of indicated mean effective pressure (IMEP) reduced from 12.7% to 1.52% when CR was increased from 8.5:1 to 15:1 at 8 N-m load. The emission level of carbon dioxide was decreased with an increase in CR due to an improvement in the thermal efficiency and the combustion process.

Effect of fuel additives on internal combustion engine performance and emissions