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Experimental Study of Adding Kerosene to the Recycled Lubricating Oil in a Diesel Engine Fuel

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Experimental Study of Adding Kerosene to the Recycled Lubricating Oil in a Diesel Engine Fuel International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 10 | Oct-2016 www.irjet.net p-ISSN: 2395-0072 Experimental Study of Adding Kerosene to the Recycled Lubricating Oil in a Diesel Engine Fuel Mohamed Tarek Hamouda1, Ahemd Taher Hussin2, Mahmoud Mohamed Kamal3, Gamal Mosaad Hennes4 1Mechanical Power Department, Faculty of Engineering, Ain Shams University, Cairo, Egypt 2Assistant Professor Mechanical Power Department, Faculty of Engineering, Ain Shams University, Cairo, Egypt 3Professor, Mechanical Power Department, Faculty of Engineering, Ain Shams University, Cairo, Egypt 4Professor, Mechanical Power Department, Faculty of Engineering, Ain Shams University, Cairo, Egypt ------------------------------------------------------------***-------------------------------------------------------------- ABSTRACT - A pressurized injector chamber was used to frying cooking oils, waste lubricating oils, plastics, and tires test the effect of using pure petroleum diesel (denoted by W0), are grapping the attention these days. However, a major RWLO (Recycled Waste Lubricating Oil)-diesel blends (20 % problem with this kind of waste materials is it cannot be used RWLO + 80 % diesel fuel (denoted by W20), 40 % RWLO + 60 as an engine fuel directly. Several processing includes % diesel fuel (denoted by W40)) and RWLO-diesel-kerosene filtration and purification to remove undesirable particles blends on spray characteristics. which may harm the fueling system of an engine. Using RWLO as a fuel affected the spray characteristics due Waste engine oil loses its physical properties due to its to the difference in its physical properties as RWLO has higher exposure to high temperatures in addition to the fact that it viscosity when compared to diesel fuel. Experiments showed holds many suspended matters resulted from the engine that spray penetration is increased by about 27 % while cone operation. About 40 million metric tons per year of waste angle showed an opposite behavior as it decreased by about 47 lubricating oils are produced all over the world, and around % when compared by pure diesel. The brake specific fuel 60% of the production becomes waste and most of them, consumption (BSFC) is increased by about 14 % while the which is improper, disposed or lost in use [4]. One liter of brake thermal efficiency showed an opposite behavior as it waste lubricating oil being improperly disposed to the reduced by about 12 % when compared to W0. Tail pipe environment contaminates about 810,000 liters of water and emissions are increased upon switching from diesel fuel to about 5,000,000 tons of clean water not usable. Such diesel/RWLO blends as unburned hydrocarbons and carbon numbers show the importance of converting the waste oil monoxide emissions are increased by about 60 and 22 % into a usable fuel [5]. The issue has grown in importance in respectively when compared to diesel fuel light of recent numbers. The new technologies developed Kerosene was added as an additive due to its low viscosity during the last years made it possible to produce diesel fuel in addition to its high calorific value when compared to diesel from recycled waste lubricating oils with an added attractive fuel. Such changes in physical and chemical properties for the advantage of being lower in price. blend when kerosene is added as an additive improved the The availability of waste lubricating oil and its higher engine performance and emissions significantly as shown in flash and fire point which makes it safer to handle and store the following sections. compared to diesel fuel are some of the advantages of using Keywords: Recycled Waste Lubricating Oil, RWLO-diesel- RWLO as a fuel. Their disadvantages, however, include the kerosene blends, Spray characteristics, Engine performance, higher viscosity in addition to its lower calorific value and High viscosity Fuel volatility. Most studies in this field have only focused on using oil directly without applying any changes on its physical structure. Some major drawbacks of this approach is 1- INTRODUCTION that using high viscosity fuels may lead to problems such as severe engine deposits, injector cooking, piston ring sticking It is becoming increasingly difficult to ignore the and blockage of fuel lines and filters which act as a key increasing impact of air pollution caused by using fossil fuels, problem for using waste lubricating oil as a fuel. One fossil fuels depletion, being concentrated in certain places in question that needs to be asked, however, is how to lower the the world and their high costs [1, 2, 3]. One of the most viscosity of the oil in order to make it suitable for engines. significant current discussions is how to make alternative In order to compromise such conflicting features to run fuel sources more attractive. Therefore, alternative energy diesel engines without modification, blending of RWLO and resources and energy from waste material such as waste kerosene with the petroleum diesel fuel was the aim of this © 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 35 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 10 | Oct-2016 www.irjet.net p-ISSN: 2395-0072 study. The production of a fuel which can be used to operate pictures for the spray behavior when different blends were diesel engines from waste lubricating oil offers a triple-facet used. solution: economical, environmental and waste management. The main issues addressed in this paper are: 4- ENGINE PERFROMANCE EXPERIMENTAL Examining the physical properties for the blends in order to determine the best mixture with properties similar to PROCEDURES diesel fuel after adding kerosene as an additive. A Twin-cylinder, air-cooled, four-stroke, diesel engine The effect of using different blends on fuel on spray type DEUTZ F2L-511 operating at a constant speed of 1500 characteristics, engine performance and emissions. rpm was used in the experiments. The basic specifications of The main of the present work is to ensure simultaneous the engine are shown in Table 1. The engine is connected to a reduction in the tailpipe exhaust emissions specially carbon 3-phase electric generator used to supply electricity to three monoxide and unburned hydrocarbons emissions while rows of lamps (3L), each containing three lamps (100W enhancing the performance by improving the thermal each) and three rows of heaters (3H), each containing three efficiency and reducing the fuel consumption. heaters (≈ 1200 W each) representing about 90 % of full load. 2- MATERIALS AND METHODS Firstly, the RWLO has passed through several filters in order to ensure that there are no suspended particles or metals inside it which may cause damage to the injection circuit when used as a fuel engine. Then, the filtered oil was heated to 200 °C for one hour, to evaporate the water. Sulphuric acid was then added with a percentage of 10 % by volume of the oil while the whole mixture was stirred for 10 minutes. The mixture was left for 24 hours in order to allow the additives to settle down at the bottom of the container forming a semi solid substance (sludge). Thus useful oil was easily extracted. Such process helps to lower the viscosity of oil to appropriate level as shown in section 5.1.1. in order be used as a fuel in diesel engines. A 10 % by weight of sodium hydroxide was add to the extracted oil to neutralize the effect Fig-1: Front view of the pressurized chamber of any remaining acid to avoid any damage to the injection system. Finally, kerosene was added as an additive in order to investigate its effect on the spray behavior, engine performance and emissions [6]. 3- SPRAY CHARACTERISTICS EXPERIMENTAL PROCEDURES A pressurized chamber was fabricated to characterize the spray pattern of different blends of RWLO and kerosene with the petroleum diesel fuel. The chamber consists of 4 sides of steel, 2 sides of acrylic glass, air valve and a typical Diesel injector as shown in Figure 1, Figure 2 and Figure 3. The steel walls are 4 mm thick while the acrylic walls are 10 mm thick in order to withstand such pressure and to visualize the spray length penetration and cone angle. The chamber can be pressurized up to 7 bar all the results obtained were Fig-2: Plan view of the pressurized chamber compared to W0 in order to find the optimal blend. Canon EOS Rebel T5 18MP DSLR digital camera was used to take © 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 36 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 10 | Oct-2016 www.irjet.net p-ISSN: 2395-0072 The temperature readings were corrected for the radiation, convection, and conduction heat transfer from the thermocouple bead whose diameter is 0.5 mm. Data were recorded after reaching a steady state as indicated by the exhaust gas and cooling water temperatures utilizing K-type thermocouples. Table 2 shows the uncertainty values corresponding to the systematic errors of the respective quantities measured. Table 2: Uncertainty analysis due to systematic errors. Variable Uncertainty due to systematic errors (%) Spray penetration length 0.30 Spray cone angle 2.40 Fig-3: Side view of the pressurized chamber Engine brake power 0.24 An exhaust gas analyzer integrated with a K-type Brake-specific fuel consumption 4.47 thermocouple probe was employed to measure the exhaust gas species concentrations for NOx, HC and CO as well as the Exhaust gas temperature 0.34 exhaust gas temperature. To ensure the accuracy of the measured values, the gas analyzer was calibrated before the HC concentration 1.51 measurement. The exhaust gas suction probe was made with CO concentration 0.15 a tapered end to minimize the flow disturbances and it was confined by a cooling water jacket to keep the species NOx concentration 0.17 concentrations at their levels at the point of measurement.
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