Feasibility analysis of 100% tire pyrolysis oil in a common rail Diesel engine

Abstract

Tire pyrolysis oil (TPO) represents a promising waste-derived fuel for Diesel engines with its main deficiency being lower cetane number compared to Diesel fuel. Until now, successful utilization of the TPO in Diesel engines was possible only by increasing its cetane number, increasing compression ratio of the engine or preheating intake air or operation. This study shows the foremost results of utilizing the pure TPO in a modern turbocharged and intercooled Diesel engine without any of the aforementioned aids, which significantly facilitates its use and boosts its conversion efficiency to mechanical work. This was achieved by the tailored injection strategy that includes pilot injection, which was previously not utilized in combination with the TPO. The study reveals that with additional tailoring of the pilot injection, further optimization of thermodynamic parameters can be achieved while operating the turbocharged and intercooled Diesel engine in a wide operating range under the use of pure TPO. Discovered phenomena are supported by interpretation of interactions between the injection parameters and combustion as well as emission formation phenomena of the pure TPO.

Full text

CA - crank angle, CI - cetane index, CO - carbon monoxide, CO2 - carbon dioxide, COV - coefficient of variation, D2 - Diesel fuel,
DOHC - double overhead camshaft, ECU - electronic control unit, FBN - fuel bound nitrogen, IFCE – indicated fuel conversion efficiency,
LHV - lower heating value , NOx - nitrous oxides, NP - no pilot injection, ROHR - rate of heat release, SH - shifted injection,
SOI - start-of-injection, TDC - top dead center, THC - total hydrocarbons, TPO - tire pyrolysis oil
Feasibility analysis of 100% tire pyrolysis oil
1
in a common rail Diesel engine
2
Urban Žvar Baškoviča,*, Rok Viharb, Tine Seljakc and Tomaž Katrašnikd
3
a,* Corresponding author. Faculty of Mechanical Engineering, Ljubljana, Slovenia, urban.zvar-
4
baskovic@fs.uni-lj.si
5
b Faculty of Mechanical Engineering, Ljubljana, Slovenia, rok.vihar@fs.uni-lj.si
6
c Faculty of Mechanical Engineering, Ljubljana, Slovenia, tine.seljak@fs.uni-lj.si
7
d Faculty of Mechanical Engineering, Ljubljana, Slovenia, tomaz.katrasnik@fs.uni-lj.si
8
Abstract
9
Tire pyrolysis oil (TPO) represents a promising waste-derived fuel for Diesel engines with its main
10
deficiency being lower cetane number compared to Diesel fuel. Until now, successful utilization of the
11
TPO in Diesel engines was possible only by increasing its cetane number, increasing compression ratio
12
of the engine or preheating intake air or operation. This study shows the foremost results of utilizing the
13
pure TPO in a modern turbocharged and intercooled Diesel engine without any of the aforementioned
14
aids, which significantly facilitates its use and boosts its conversion efficiency to mechanical work. This
15
was achieved by the tailored injection strategy that includes pilot injection, which was previously not
16
utilized in combination with the TPO. The study reveals that with additional tailoring of the pilot injection,
17
further optimization of thermodynamic parameters can be achieved while operating the turbocharged
18
and intercooled Diesel engine in a wide operating range under the use of pure TPO. Discovered
19
phenomena are supported by interpretation of interactions between the injection parameters and
20
combustion as well as emission formation phenomena of the pure TPO.
21
Keywords
22
Tire pyrolysis oil, Diesel engines, Injection strategy, Thermodynamic parameters, Emissions.
23
1 Introduction
24
Internal combustion engines are widespread both in transport as well as in stationary systems
25
for electricity generation, and it is commonly accepted that they will stay in commercial use as
26
a main power source for another 20 years [1]. Increasing engine efficiency, along with lowering
27
exhaust emissions has been the main objective of engine manufacturers to lower their
28
environment impact. In addition, the search for alternative sources of energy to power internal
29
combustion engines continues because of reduction of fossil oil reserves. In the past, significant
30
attention was given to use of fatty acid methyl esters [2–6], oxygenated fuel blends [7] and
31
numerous blends with conventional fuels (Diesel, gasoline) [8–10]. Additionally products of
32
gasification were utilized in internal combustion engines [11,12]. Furthermore, the growing
33
problem of disposal of slowly degradable waste, among which car tires represent a big portion,
34
makes waste-to-fuel technologies a logical step towards alternative fuels.
35
1.1 Energy recovery from waste tires
36
European Automotive Manufacturers Association estimates that there are approximately 1.35
37
billion vehicles on the roads worldwide [13], which considering that each has 4 tires results in
38
approximately 5.5 billion tires being used worldwide. An average car tire life span can be
39
considered to be five years [14] and therefore it can be concluded that more than 1 billion waste
40
car tires are generated annually. To reduce environment pollution, a recycling process is highly
41
desirable Furthermore, a high calorific value (35-40 MJ/kg) [15] as well as a considerable
42

amount of carbon black in used vehicle tires rubber stand out as being a good feedstock for fuel
43
production.
44
Several conversion processes have been developed to transform solid waste disposals into liquid
45
fuels which have similar physical characteristics to conventional automotive fuels and could
46
therefore be used in the conventional engines with small adaptations of the engine control.
47
Nowadays, tire recycling pyrolysis methods can be considered as methods that are receiving
48
the most attention, as they can be seen as an environmentally acceptable and efficient way of
49
tire disposal [16]. Among them, for conversion of waste vehicle tires, the most suitable
50
pyrolysis subtype is vacuum pyrolysis [17]. Different studies utilized different temperatures
51
and other process conditions, such as residence time, pressure, and tire particle and feedstock
52
composition to perform de-polymerization of vehicle tires in an inert atmosphere, which had
53
the influence on the ratio between product, consisting of incondensable gasses, tire pyrolysis
54
oil (TPO) and char. However, process conditions can be optimized to favour either of the
55
products [18]. It was found out that the maximum recovery of oil was obtained at 415 °C [19].
56
1.2 Current approaches to utilization of the TPO in Diesel engines
57
Diesel - compression ignition (CI) - engines stand out as being potential power plants for the
58
use of TPO, although either fuel properties or engine operation parameters should be optimized
59
to allow for stable combustion and comparable performance and emissions to Diesel fuel (D2)
60
operation. Current approach to successful operation of Diesel engines with TPO mainly relies
61
on the following strategies (Fig. 1):
62
 Blending of TPO with other fuels. Some analyses [20,21] indicate that, because of its
63
low cetane number, TPO should be blended with D2 or complemented by a cetane
64
improver, such as diethyl ether, for application in Diesel engines. Consequently, many
65
studies using TPO blended with Diesel fuel [15,16,20,22–25] or methyl esters
66
[26,27,10] are found in the literature. Results indicate that reliable operation of Diesel
67
engine can be achieved up to 70% of the TPO in the Diesel blend [28].
68
 Increasing intake air temperature. Some studies suggest that increasing the intake air
69
temperature above threshold which is in case of TPO 145 °C is also a suitable measure
70
[29]. This temperature rise was achieved through an external heater used for preheating
71
intake air, which lowers the total energy efficiency and applicability of the system.
72
Intake air preheating can be omitted in case of turbocharged engines, where bypassing
73
intercooler results in sufficiently high temperatures to yield the same effect as intake air
74
preheating. Bypassing intercooler also results in higher temperature levels and thus
75
temperature loadings components as well as in lower engine efficiency and higher
76
nitrous oxides (NOx) emissions.
77
 Increasing compression ratio. Additional strategy to achieve complete combustion of
78
pyrolysis oil is an increase of engine compression ratio to 22-24, which leads to higher
79
in-cylinder temperatures at the end of compression stroke [30]. In addition, such high
80
compression ratios cannot be realized with highly boosted engines, which yield high
81
power densities and high effective efficiencies.
82
Generally, most of the studies with TPO were performed using stationary single cylinder
83
Diesel engines [16,20–22,26,30]. Studies with multi-cylinder turbocharged engines
84
[15,23,24] were generally not performed with the pure TPO with the exception of study in
85
[24], where pure TPO was utilized in turbocharged multi-cylinder engine without hardware
86
modifications at high loads, where boost pressure and thus intake air temperature are
87
sufficiently high. Literature review of possible methods to utilize pure TPO in Diesel
88
engines is therefore revealing that all presented approaches have a common goal -
89
increasing temperature at SOI [24,29–31]. Although increasing the cetane number by
90

blending TPO either with cetane improvers [21], Diesel fuel [15,16,20,22–25] or methyl
91
esters [26,27,10] is suitable, the objective of this study is to analyse the behaviour of pure
92
TPO as this gives the biggest economical advantage in future utilization of TPO.
93
1.3 Innovative approach to utilization of the TPO in Diesel engines
94
Apart from methods presented above, increase in temperature at SOI of the main injection can
95
also be achieved by tailoring the injection strategy of a Diesel engine. In case of the TPO,
96
introduction of the pilot injection is a novel approach that allows for the use of the pure TPO in
97
a turbocharged and intercooled engine without any hardware modifications. It is furthermore
98
shown in the paper that additional benefits can be achieved by tailoring the injection timing of
99
the pilot injection, which can be realized in a modern, common rail engine that is seldom
100
analysed in the publically available studies on the TPO. A comparison of existing methods and
101
the proposed method is presented in Fig. 1.
102
103
104
105
106
107
Fig. 1: A schematic diagram of the TPO utilization methods in internal combustion engines
108
Presented results thus indicate that a Diesel-like combustion of the TPO can be achieved in
109
modern turbocharged and intercooled Diesel engines by tailoring injection strategies only. An
110
additional goal of the presented study is also to extend the operating range of the turbocharged
111
and intercooled Diesel engine in terms of load and speed variability by again utilizing tailored
112
injection strategies only. This is demonstrated on the low-mid engine load and speed operating
113
points. Successful Diesel-like combustion of the pure TPO that is realized by the advanced
114
control strategies, without the need for hardware modifications or the use of cetane improvers
115
or additional energy use for heating, thus significantly facilitates the use of the TPO and boosts
116
its conversion efficiency to mechanical work. Furthermore, fundamental contributions on the
117
interactions between the injection parameters and combustion as well as emission formation
118
phenomena on the one hand establish the basis for reasoning the needs on adaptations published
119
in the previous researches related to the use of the TPO, whereas, on the other hand, they open
120
the way to use pure TPO in a very wide range of operating conditions of modern turbocharged
121
and intercooled Diesel engines.
122
1.4 TPO emission characteristics
123
Utilization of TPO in Diesel engines affects along with combustion characteristics also
124
emission response of the engine. Among the TPO studies, emission response of multi-cylinder
125
TPO utilization in Diesel
engines
Increasing fuel
cetane number
Blending with
cetane improvers
Blending with
Diesel fuel
Increasing air
temperature in the
intake system
Increasing engine
compression ratio
Tailored
injection
strategies
Current approach
Novel approach

four stroke Diesel engine with pure TPO is analysed in Ref. [24]. Authors reported that higher
126
nitrogen content of the TPO increases NOx emission, compared with the D2 [24]. Furthermore,
127
lower cetane number of TPO, compared to D2, results in additional increase of NOx emissions
128
in low load operating points [24]. Higher CO and THC emissions of pure TPO, compared to
129
D2, can be ascribed to shorter combustion durations and longer time needed for heavy TPO
130
components to form combustible mixture, respectively [24]. Similar trend was reported for NOx
131
emissions in the study [32], where TPO was blended at 5 vol.% with D2 (5TPO) and tested in
132
a four stroke automotive engine. Higher concentrations of NOx for 5TPO, compared to D2,
133
before catalyst were ascribed to its higher nitrogen content as well as its higher aromatic content
134
and lower H/C ratio [32]. High aromatic content is also the cause of higher toluene (C7H8)
135
emissions of 5TPO, compared to D2 [32]. These reported trends in agreement with results
136
reported in other publications. Murugan et al. [28] used four stroke single cylinder engine for
137
analysing combustion and emission characteristics of blends up to 70 vol.% TPO-Diesel
138
mixtures . They ascribed increase of NOx emissions to higher aromatic content of TPO fuel,
139
increase of HC emissions to higher viscosity, density and poor volatility of TPO and increase
140
of CO emissions to poor mixture preparation, inefficient combustion due to higher viscosity
141
and poor volatility, when the TPO share in the mixture was being increased [28]. Another set
142
of experiment was conducted on a single cylinder, four stroke Diesel engine with various fuel
143
blends of the TPO and the Diesel fuel and pure TPO [22]. TPO blends produced higher HC,
144
CO and SO2 emissions due to poor atomization, lower cetane number and longer ignition delays
145
of TPO, compared to D2, as explained by authors [22]. Study [33] reported results on engine
146
performance and exhaust emissions in a four stroke naturally aspirated direct injection Diesel
147
engine where the effect of tire-derived fuel in blends up to 90 vol.% of TPO mixture with D2
148
was analysed. Authors determined that increased share of TPO results in decrease of CO and
149
HC emissions at lower engine speeds and their increase at higher engine speeds [33].
150
Substantial increase of NOx is present at all engine speeds [33]. The emissions were explained
151
with difference in density, volatility, viscosity and aromatic content between D2 and TPO [33].
152
2 Fuel properties
153
Composition of tire pyrolysis oil has been shown to consist of both short and long chain carbon
154
molecules, single and multiple chain structures [34]. The TPO used in this study was produced
155
by the vacuum pyrolysis method, which has the potential to produce a low sulphur fuel with
156
reasonably high yield from tires [34]. Pyrolysis process was performed between 600°C and
157
700°C and the retention time of waste tires pieces (mean size 100 mm x 100 mm), of which
158
steel wires and fabrics were previously removed, was 60 min. TPO fuel, utilized in this study
159
consists of fractions between 190°C and 350°C.
160
The main properties of the TPO and D2 are presented in Table 1. Utilized D2 complies with
161
the specifications of the SIST EN-590 [35] standard. Lower heating value (LHV) on mass basis
162
is for TPO fuel lower than for D2, although it features higher density, which results in higher
163
volumetric energy density for TPO fuel. In spite of reduced C and H content, TPO still features
164
relatively high LHV due to higher sulphur content, compared to D2, which contributes to
165
heating value and compensates the inert components in the fuel (namely N and O). From the
166
elemental composition, presented in Table 1, slightly lower H/C ratio for TPO compared to D2
167
can be calculated. The result is a consequence of its molecular composition with a higher
168
number of double bonds and polycyclic aromatic hydrocarbons than D2 fuel.
169
TPO exhibits poor ignition properties, which is reflected in its relatively low cetane number.
170
The cetane number is an important factor for determining the quality of D2 or D2-like fuel as
171
its low number indicates the fuel requires higher activation energy and thus higher auto-ignition
172

temperature. It seems generally accepted that the cetane number of TPO is certainly below 30
173
[30,36], although in a study of 2015 authors achieved [16] that the blend of 25% D2 fuel and
174
75% low sulphur tire fuel resembles in a cetane number of 51. Furthermore, they managed to
175
produce TPO fuel with a cetane number of 44 before entering the desulfurization process [37].
176
Conventional D2 has a cetane number of at least 51, as set in the European standard SIST EN
177
590 [35]. The difference between D2 and TPO cetane numbers was in this study estimated by
178
the calculated value of cetane index (CI) (Table 1). Although the transferability of CI among
179
fuels with significantly different molecular composition is questionable [38], it is, based on the
180
observations from several researchers in aforementioned studies dealing with TPO, at least
181
partly appropriate as it always suggests lower CI than for D2, which is also confirmed through
182
combustion behaviour in Diesel engines.
183
184

Table 1. Main properties of TPO and Diesel (D2) fuels
185
Property\Fuel
TPO
D2
Density [kg/L] [39]
0.92 ± 0.0003
0.83 ± 0.0003
LHV on mass basis [MJ/kg] [40]
42.7 ± 0.07
42.95 ± 0.07
LHV on volume basis [MJ/L]
39.3 ± 0.07
35.6 ± 0.07
Water content [mg/kg] [41]
118 ± 20
<30 ± 20
Stoichiometric ratio
~13.8
14.7
Energy content of the stoichiometric mixture
[MJ/kg]
~2.89
2.74
Aromatic content [% m/m] [42]
39.3 ± 0.8
26.0 [43]
Viscosity [mm2/s]
3.22 @ 20°C
2.54 @ 40°C
C [% m/m]
83.45-85.60 [17]
87.0
H [% m/m]
9.59-11.73 [17]
13.0
N [% m/m]
0.40-1.05 [17]
/
S [% m/m]
0.96
<0.001 [35]
O [% m/m]
0.10-3.96
/
H/C ratio [ / ]
0.112-0.140
0.149
Distillation recovered at 250°C [% V/V] [44]
54.1 ± 2.4
43.0 ± 2.4
Distillation recovered at 350°C [% V/V] [44]
84.3 ± 2.4
97.0 ± 2.4
95% (V/V) recovered at [°C] [44]
367.1 ± 4.0
343.0 ± 4.0
Calculated cetane index [45]
28.6 ± 1.5
53.2 ± 1.5
Ash [% m/m]
>0.18
<0.01 [35]
Cold filter plugging point [°C] [46]
20 ± 2
0 ± 2
3 Experimental
186
3.1 Engine setup
187
The basis of the test set-up is a 4-cylinder, 4-stroke, turbocharged, intercooled 1.6 litre PSA
188
light-duty Diesel engine (model DV6A TED4), which was coupled with a Zöllner B-350AC
189
eddy-current dynamometer controlled by Kristel, Seibt & Co. control system KS ADAC. The
190
main characteristics of the engine are given in Table 2 and the general scheme of the
191
experimental system is presented in Fig. 2.
192
Table 2: Engine specifications
193
Engine
PSA DV6ATED4
Cylinders
4, inline
Engine type
4-stroke
Displacement
1560 cm3
Bore × stroke
75 mm × 88.3 mm
Compression ratio
18:1
Fuel injection system
Common rail, up to 1600 bar
Maximum power
66 kW @ 4000 rpm
Maximum torque
215 Nm @ 1750 rpm
Gas path
Turbocharger, intercooler

EGR valve
closed
Wastegate
closed
Cooling system
Water cooled
Valve train
DOHC, 16V
Con. Rod
136.8 ± 0.075 mm
Piston pin offset
0.4 ± 0.075 mm
A Kistler CAM UNIT Type 2613B shaft encoder provided an external trigger and an external
194
clock at 0.1 °CA for data acquisition and injection control system. In-cylinder pressure was
195
measured with calibrated piezo-electric pressure transducer AVL GH12D, mounted into a third
196
cylinder, in combination with charge amplifier AVL MICROIFEM, connected to 16 bit, 4
197
channel National Instruments data-acquisition system with maximum sampling frequency 1
198
MS/s/ch. The maximum uncertainty of pressure measurement is 0.31% [47], which combines
199
uncertainties of pressure transducer, charge amplifier and analog voltage input measurement
200
card. Top dead centre was determined by capacitive sensor COM Type 2653 with maximum
201
uncertainty of less than 0.05°CA while considering also speed change of the engine.
202
The data acquisition and injection control embedded system, in Fig. 2 depicted as NI cRIO
203
system, was based on National Instruments cRIO 9024 processing unit and 9114 chassis. Along
204
with indication of pressure traces, it generated digital output signals to set start and duration of
205
injectors energizing at Drivven system, which can be set in PC graphic user interface. Drivven
206
system generated inlet metering valve signal (IMV signal) and injector energizing signal (IE
207
signal) to control common rail pressure and fuel injection times. It was connected to the PC,
208
and the energizing characteristic for the injectors along with other Drivven parameters was set
209
by CalView software.
210
Two fuel tanks with separate fuel filters were used in the fuel supply system: one for the
211
standard D2 and another for the TPO fuel. An AVL 730 gravimetric balance with the general
212
measuring accuracy of ±0.12% was employed to measure fuel consumption. Intake air flow
213
was measured with Meriam laminar flow meter 50MC2-6F. Additionally, the engine was fitted
214
with instrumentation for measurement and monitoring temperature and pressure (intake air,
215
exhaust gases, lubrication oil, coolant etc.).
216
The exhaust emissions were analysed and recorded using a portable exhaust monitoring
217
equipment Horiba OBS-2200, which provides accuracy of ±2.5% of full scale. A heated
218
sampling pipe with a temperature of 195°C was used to guide wet exhaust gases from sampling
219
attachment on the exhaust pipe to the measuring device. Horiba emission measurement devices
220
comprise of non-dispersive infrared analyser (NDIR) for detection of carbon monoxide (CO)
221
and carbon dioxide (CO2), flame ionization detector (FID) for detection of total hydrocarbons
222
(THC) and chemiluminescent detector (CLD) for detection of NOx emissions.
223

224
Fig. 2: A schematic diagram of the experimental setup
225
3.2 Test procedure
226
Experiments were performed in thermally stabilized steady-state engine operating points at
227
different engine loads. All experiments were conducted by starting engine with a D2 and
228
afterwards a transition to TPO was performed for entering the part of the experiments matrix
229
related to the TPO, as it is not possible to start the engine with pure TPO due to its low cetane
230
number. Before starting the TPO experiments and following the transition from the D2, the
231
engine was run with TPO for one hour at mid-load to ensure efficient purging of the fuel
232
injection system. In baseline experiments, injection parameters and injection pressure were
233
equal to those in the original ECU injection strategy for warmed up engine and ambient
234
conditions of standard atmosphere. These parameters were then subject to modifications as
235
presented in this section. Modification of injection parameters were performed on all four
236
cylinders with the exception of the cases, which do not feature a pilot injection (denoted by “No
237
Pilot injection” or NP). In these cases, pilot injection was omitted only in the cylinder that was
238
indicated. This was done to avoid engine stops in the cases of unstable combustion with the
239
TPO as analysed in the next section. Besides thermodynamic parameters, exhaust emissions
240
were also measured to provide additional insight into combustion phenomena of the TPO.
241
3.2.1 Thermodynamic analysis
242
To systematically analyse different impacts of injection strategy and to establish a continuity
243
with previous works, e.g. [24], impact of introducing a pilot injection on combustion
244
characteristics was analysed first. This analysis was performed at engine speed 1500 rpm and
245
two different load points. Results of previous study [24] indicate that operation with pure TPO
246
in turbocharged non-intercooled Diesel engine was feasible only at high loads. Therefore, low-
247
to mid-loads were investigated in this analysis. Table 3 lists cases for operating points at 1500
248
rpm, among which cases D2_158 and D2_1514 (the first part of the name corresponds to fuel
249
and the second part to engine speed and load as given in Table 3) were indicated while ECU
250
injection strategy was utilized. In order to maintain the same brake mean effective pressure
251
(BMEP) values for D2 and TPO fuel cases, the main injection duration was adapted for the
252

TPO cases TPO_158 and TPO_1514, while SOI values were the same as for D2. Furthermore,
253
in cases D2_NP_158, D2_NP_1514, TPO_NP_158 and TPO_NP_1514 (NP denotes “No Pilot
254
injection”), the injection timing of the main injection was retained while omitting the pilot
255
injection just in the indicated cylinder. Therefore BMEP, calculated from engine torque, is not
256
representative for the cases without pilot injection and will not be presented in the Table 3 for
257
those cases. Additionally, coefficient of variation of the in-cylinder peak pressure, expressed as
258
the ratio between the standard deviation (σ) and the mean value of the maximum pressure
259
averaged over hundred cycles was calculated and presented in the Tables 3 and 4. Lower COV
260
values for the D2 compared to the one of the TPO fuel indicate that combustion process of the
261
D2 is more stable and repeatable than the one of the TPO fuel.
262
Table 3: Indicated cases with ECU injection strategy and without pilot injection
263
Operating point
D2_158
D2_NP_158
D2_1514
D2_NP_1514
Fuel
D2
D2
D2
D2
Rail pressure [bar]
850
850
900
900
Speed [rpm]
1500
1500
1500
1500
Torque [Nm]
79
77
141
139
IMEP [bar]
6.9
6.1
11.1
10.3
Indicated fuel conversion
efficiency [%]
39.2
38.9
37.3
37.9
Air mass flow [kg/s]
2.31 x 10-2
2.30 x 10-2
2.68 x 10-2
2.67 x 10-2
Fuel mass flow [kg/s]
7.95 x 10-4
7.72 x 10-4
1.35 x 10-3
1.32 x 10-3
Start of pilot injection [°CA]
-30
/
-31
/
Start of main injection [°CA]
0
0
-2
-2
Max. Pressure COV [%]
0.45
0.68
0.47
0.42
Operating point
TPO_158
TPO_NP_158
TPO_1514
TPO_NP_1514
Fuel
TPO
TPO
TPO
TPO
Rail pressure [bar]
850
850
900
900
Speed [rpm]
1500
1501
1500
1500
Torque [Nm]
79
71
144
144
IMEP [bar]
7.3
/
11.1
9.6
Indicated fuel conversion
efficiency [%]
38.3
/
35.2
33.5
Air mass flow [kg/s]
2.34 x 10-2
2.34 x 10-2
2.71 x 10-2
2.70 x 10-2
Fuel mass flow [kg/s]
8.70 x 10-4
8.54 x 10-4
1.44 x 10-3
1.51 x 10-3
Start of pilot injection [°CA]
-30
/
-31
/
Start of main injection [°CA]
0
0
-2
-2
Max. Pressure COV [%]
1.4
0.14
0.46
4.8
The second set of experiments consisted of two steady-state operating points at 1500 rpm with
264
the goal of investigating the SOI shift of pilot and main injections on combustion propagation
265
and emissions of the TPO. Goal of this analysis was to approach Diesel-like combustion while
266
utilizing the TPO to approach similar thermal and mechanical stresses of the engine. Analysed
267
cases are presented in the Table 4, where positive shift values represent retarded SOI. On the
268
basis of the preliminary in-cylinder pressure analysis, two different pilot injection shift values
269
were chosen.
270

Table 4: Indicated cases with pilot injection and main injection shifting with relation to ECU
271
injection strategy
272
Operating point
TPO_SH_5_158
TPO_SH_9_1514
Fuel
TPO
TPO
Rail pressure [bar]
850
900
Speed [rpm]
1501
1500
Torque [Nm]
80
144
IMEP [bar]
6.8
11.3
Indicated fuel conversion efficiency [%]
38.5
35.4
Air mass flow [kg/s]
2.34 x 10-2
2.72 x 10-2
Fuel mass flow [kg/s]
8.06 x 10-4
1.45 x 10-3
Pilot injection shift relative to original
[°CA]
5
9
Max. Pressure COV [%]
0.57
1.7
Thermodynamic parameters and emissions were measured continuously while in-cylinder
273
pressure was indicated over 100 consecutive cycles as proposed in [12] at a sampling resolution
274
of 0.1°CA. To eliminate noise, averaging of cycles was performed. In addition, it is
275
advantageous to eliminate cycles featuring large cyclic variability from the averaged cycle. In
276
the literature, different averaging techniques that comprise from 25 [48] up to 500 [49] engine
277
cycles. In our case, 100 cycles were used to determine the averaged pressure trace, with the
278
exception of the point TPO_NP_1514, where only a single cycle was analysed due to large
279
cycle-to-cycle variations caused by instable combustion. Additionally, averaged pressure trace
280
was filtered with low-pass finite impulse response (FIR) filter, as proposed in [48], in order to
281
remove high frequency components of the pressure trace before being used in calculation of
282
thermodynamic parameters that include pressure derivative.
283
Thermodynamic parameters, including rate of heat release (ROHR), rate of pressure rise and
284
in-cylinder temperature were calculated with AVL Burn software [50]. Employed software tool
285
is based on detailed 0D thermodynamic equations considering variable gas properties
286
determined via the NASA polynomials and relevant partial derivatives of non-perfect gases as
287
well as the compressibility factor. Detailed equations for zero dimensional ROHR calculation,
288
which are based on mass, enthalpy and species conservation, are presented in [51]. The heat
289
losses from the combustion chamber to the cylinder walls were calculated using Hohenberg
290
heat transfer model [52].
291
3.2.2 Emission analysis
292
Emission analyses were performed for basic exhaust gas species – THC, CO and NOx.
293
Emissions of CO2 and H2O will not be discussed here, as they directly correlate to fuel
294
consumption and carbon balance. The similar trend was proven also for SO2, which is almost
295
linearly dependent on the cyclic energy delivery [24] as presented in the Appendix, so SO2
296
emissions will not be discussed here. However, it has to be noted that when fuels with high
297
sulphur content are used, appropriate exhaust after treatment technologies are required (i.e. wet
298
scrubbing) and engine design should be adapted to high sulphur content in exhaust gasses to
299
avoid problems with corrosion due to H2SO4 formation.
300
Emissions were measured in all operating points presented in Table 3 and Table 4. The only
301
exception were emission measurements in the operating points with seriously impaired
302
combustion process, i.e. in the operating points with unstable or no combustion, where exhaust
303
gas analysis was not performed in order to protect the emission equipment due to expected
304
concentrations outside of the measuring range.
305

4 Results and discussion
306
4.1 Combustion parameters
307
In this section, the thermodynamic parameters and emissions for all cases, listed in Tables 3
308
and 4 are presented. Performances of TPO and D2 are compared in order to analyse the
309
interrelation between injection strategies and combustion characteristics of the TPO fuel in the
310
modern turbocharged and intercooled Diesel engines. In the Fig. 3 in-cylinder pressure traces
311
(3a and 3f), ROHR (3b and 3g), rate of pressure rise (3c and 3h), in-cylinder temperature traces
312
(3d and 3i) and injector energizing times (3e and 3j) depending on crank angle are presented.
313
In both operating points, a comparison will be made between D2 and TPO parameters.
314
4.1.1 Operating points without pilot injection
315
First, operating points without the pilot injection will be analysed as this establishes a link to
316
previous studies listed in the introduction that were to the best of authors’ knowledge all
317
performed without the pilot injection. In Fig. 3 operating points without the pilot injection are
318
denoted by “D2_NP” and “TPO_NP”,
319
It is discernible from Fig. 3 that, at 1500 rpm and 80 Nm (this corresponds to slightly more than
320
35% of the maximum torque), no combustion is present when using the TPO. Only slightly
321
negative ROHR values that are related to fuel evaporation can be observed after fuel injection.
322
This result is fully in line with the conclusions drawn in [12], where stable combustion with
323
pure TPO was achieved only at high loads and in a turbocharged engine without the intercooler
324
as sufficiently high temperature was required at SOI. This result is also in line with the results
325
of other studies that increasing temperature at SOI, increasing a cetane number of the TPO
326
either with cetane improvers or blending with D2 is required to establish a stable combustion
327
with the TPO.
328
Unlike for the TPO, stable and efficient combustion can be achieved without pilot injection
329
when using D2 fuel at 1500 rpm and 80 Nm, which is mainly due to its higher cetane number
330
and thus lower activation energy. However, due to the lack of pilot injection and thus longer
331
ignition delay period, combustion of D2 is also characterized by intense premixed combustion.
332
This results in a higher rate of pressure rise, which exceeds threshold of 5.5 bar/°CA that is
333
often set as the upper limit [29,30].
334
Fig. 3 - right indicates that at 1500 rpm and 140 Nm (this corresponds to slightly more than
335
65% of maximum torque) TPO ignites despite the absence of the pilot injection. This can mainly
336
be attributed to slightly higher temperatures around the TDC. At this point, it should be noted
337
that the use of TPO was subjected to extremely irregular combustion and cycle-to-cycle
338
variability in this operating point was very high. Therefore, cycle averaging could not be
339
performed and thus the thermodynamic parameters, depicted with the curve “TPO_NP”, are
340
calculated on the basis of a filtered pressure curve of a single cycle, where the mixture was
341
successfully ignited (there were also non-firing cycles present). Despite selecting the cycle
342
where TPO was successfully ignited, it can be observed that operation with TPO without pilot
343
injection is characterized by an extremely prolonged ignition delay period, followed by a very
344
intense premixed combustion period that results in a very high rate of pressure rise values of
345
more than 13 bar/°CA. This result is also in line with the results presented in [12] and clearly
346
indicates that it is not feasible to operate turbocharged and intercooled Diesel engines with pure
347
TPO also at higher loads with only single main injection.
348
It can again be observed that stable combustion can be achieved without pilot injection when
349
using D2 fuel at 1500 rpm and 140 Nm. Due to higher load yielding higher injection pressure
350
and larger injected fuel mass, which promotes mixture formation, the premixed part of the
351

combustion is not as pronounced for the D2 case without pilot injection. Therefore, the shape
352
of the ROHR trace of the D2 without pilot injection (D2_NP) deviates less from the D2 case
353
with pilot injection (D2) in this operating point in comparison to TPO. For this reason, this
354
operating point is also characterized by lower values of rate of pressure rise.
355
4.1.2 Operating points with pilot injection
356
The baseline case analysed in this study (D2) features the same injection parameters and
357
injection pressure as the original ECU injection strategy, whereas the case “TPO” features
358
adapted duration of the main injection to meet the same BMEP values, featured in D2 cases.
359
In Fig. 3 at 1500 rpm and 80 Nm it can be seen that introduction of pilot injection represents a
360
key modification that allows successful utilization of the TPO in turbocharged and intercooled
361
Diesel engines even at low loads. When timing of injection parameters was unaltered (case
362
TPO), the premixed combustion of TPO resembles the one of the D2 fuel without pilot injection
363
(D2_NP) featuring also similar rates of pressure rise that can be considered at an upper
364
acceptable limit (5.5 bar/°CA) in terms of long-term engine operation. The ROHR curve
365
indicates successful ignition of pilot injection that allows for successful ignition of the main
366
injection. Comparing cases TPO and D2, both with pilot injection, it can be concluded that TPO
367
features about 10°CA longer ignition delay period of the pilot injection than D2, which is
368
mainly the consequence of a lower cetane number of the TPO. As a result, the TPO case features
369
lower in-cylinder temperature at SOI of the main injection, which, in combination with its lower
370
cetane number, results in a longer ignition delay period of the main injection yielding more
371
intense premixed combustion and thus higher values of the rate of pressure rise compared to
372
the D2 case.
373
Similar trends can also be observed at 1500 rpm and 140 Nm. In the TPO case, there is again a
374
longer ignition delay period of the pilot injection of approx. 10°CA, compared to the D2 case.
375
This also results in more pronounced premixed combustion peak, which is at this operating
376
point less exposed at first sight than it is followed by more intense diffusion contribution to the
377
ROHR, which is similar for the TPO and the D2 case.
378
4.1.3 Shifted TPO injection
379
It was presented in the previous section that introduction of the pilot injection is a pre-requisite
380
to successful utilization of the TPO in turbocharged and intercooled Diesel engines. However,
381
it was also shown that, when applying the same injection strategy as for the D2, TPO features
382
more intense premixed combustion and thus higher rates of pressure rise. This section therefore
383
analyses the potential of the shift of the pilot injection (Table 4) to reduce intensity of the
384
premixed combustion of the TPO with the goal to achieve more Diesel-like combustion of the
385
TPO injected in the main injection.
386
Fig. 3 indicates that shifting pilot injection of the TPO from -30°CA to -25°CA in the operating
387
point 1500 rpm and 80 Nm (TPO_SH_5) results in a similar ignition delay as in the case without
388
the injection shift (TPO), thus yielding later combustion of the fuel injected in the pilot
389
injection. However, as the pilot injection was injected later in the compression phase, the in-
390
cylinder charge features higher pressure and thus density resulting in lower spray liquid length
391
[55] and wider spray-spreading angles [56]. ROHR trace for the case TPO_SH_5 thus indicates
392
that injection of the main TPO quantity in this larger volume of burning TPO which was injected
393
during pilot injection reduces the ignition delay period of the main injection and thus results in
394
less intense premixed combustion as well as Diesel-like combustion of the TPO injected in the
395
main injection. Shift of pilot injection therefore also reduces the value of the rate of pressure
396
rise for the TPO_SH_5 under 4 bar/°CA.
397

The same procedure of shifting the pilot injection was also applied to the operating point at
398
1500 rpm and 140 Nm, where pilot injection was retarded from -31°CA to -22°CA, denoted as
399
“TPO_SH_9”. Unlike in the operating point 1500 rpm and 80 Nm, it can be observed that at
400
1500 rpm and 140 Nm, the shift in pilot injection resulted in more intense ROHR during the
401
early phase of the combustion of the TPO injected during the pilot injection. This can again be
402
attributed to wider spray spreading angle, which causes more intense mixing of the fuel with
403
the in-cylinder charge and thus more intense heating of the TPO, which at this operating point
404
results in reduced ignition delay followed by a more intense ROHR of the TPO injected during
405
the pilot injection. Consequently, reduced intensity of the premixed combustion of the TPO
406
injected in the main injection and thus its more Diesel-like combustion can also be observed
407
for the operating point 1500 rpm and 140 Nm.
408

409
410
Fig. 3: a.) Pressure trace, b.) ROHR, c.) Rate of pressure rise, d.) Temperature and e.) Injector
411
energizing timings for operating point at 1500 rpm and 80Nm; f.) Pressure trace, g.) ROHR,
412
h.) Rate of pressure rise i.) Temperature and j.) Injector energizing timings for operating point
413
at 1500 rpm and 140Nm;
414

4.2 Emissions
415
In this section, the emission response of the analysed operating points (Table 3 and Table 4) is
416
presented. As indicated in section 3.2.2, emissions were not measured in operating points with
417
unstable or no combustion, i.e. TPO_NP_158 and TPO_NP_1514, and thus these results are
418
not presented in this section. The main reason for this is protection of measuring hardware. A
419
seriously impaired combustion process was already identified from in-cylinder pressure
420
analysis in the above section and emissions surpassing analyser measuring range were expected
421
as described in Section 3.2.2.
422
The following sections present results with the original ECU injection strategy, i.e. with pilot
423
injection, where remarkably similar emission response to D2 is demonstrated in medium-load
424
point and results in shifted pilot injection timing. The results are grouped in Fig. 4, where:
425
 D2 is denoting D2 with ECU injection strategy,
426
 TPO is denoting tire pyrolysis oil with ECU injection strategy,
427
TPO_SH is denoting tire pyrolysis oil with shifted injection strategy as described in
428
Table 3 and Table 4 (numbers related to the shift angles are not added in this section
429
to preserve clarity of notations in the figures, whereas they are identical to those
430
specified in Tables 3 and 4)
431
432
4.2.1 Low-load operation – 1500 rpm and 80Nm
433
THC emissions
434
At 1500 rpm and 80 Nm, the THC emissions of TPO with pilot injection and original injection
435
timing (Fig. 4b) are slightly above those of D2, which is in line with several studies, found in
436
the literature [24,28,37]. This can be mainly attributed to two facts. First, the TPO is composed
437
of a higher share of ignition-resistant hydrocarbons [57]. Second and more important, at 1500
438
rpm and 80 Nm, the TPO is characterized by longer ignition delay of pilot injection (Fig. 3).
439
During this period, the TPO is subjected to a higher rate of premixing, which can influence the
440
THC emissions through two mechanisms:
441
 Prolonging the premixing process due to ignition delay results in increasing the air-fuel
442
ratio of the premixed mixture, which could increase the volume of the mixture outside
443
the flammability limits at the lean end.
444
 Migration of the mixture into colder parts of the combustion chamber (i.e. near wall
445
regions, crevices). This prevents ignition and leads to local flame extinctions, which is
446
more pronounced for the TPO due to its low cetane number of TPO [36].
447
At 1500 rpm and 80 Nm, the THC emissions of the case with shifted pilot injection of the TPO
448
(TPO_SH) from -30°CA to -25°CA slightly increase above those of TPO with original injection
449
timing. This is due to a later pilot injection, where higher density and temperature of the cylinder
450
charge reduces spray liquid length [55], whereas higher density also contributes to larger spray-
451
spreading angle [56], which leads to a more dispersed spray. This can effectively increase the
452
air-fuel ratio of premixed mixture and result in larger volumes of the mixture which is outside
453
of flammability limits or compressed into crevices and near-wall regions where ignition is
454
difficult and unreacted or partially reacted hydrocarbons are retained.
455
CO emissions
456
For 1500 rpm and 80 Nm, the trends of CO emissions for TPO and TPO_SH (Fig. 4a) are very
457
similar to THC emissions of TPO and TPO_SH, which was observed also in studies, where
458
pure TPO [24] and its blends with Diesel fuel were utilized [28]. This can in general be
459
attributed to the similar physical phenomena leading to CO formation as analysed for the THC
460

emissions, although the formation of CO occurs slightly later, when partially reacted
461
hydrocarbons further oxidize to CO. The main difference here is that giving the sufficient
462
amount of oxygen available, THC emissions originate from air-fuel mixture which is outside
463
of flammability limits, whereas CO emissions originate from close vicinity of this areas, where
464
already reacting mixture is diluted and cooled. This freezes the combustion reactions, leading
465
to local lean flameouts and leaves partially oxidized carbon as a trace.
466
NOx emissions
467
The combustion of the TPO at 1500 rpm and 80Nm is also characterized by higher NOx
468
emissions (Fig. 4c) than D2. This can be attributed to a notable amount of fuel-bound nitrogen
469
(FBN) in TPO (Table 1) which is mirrored in higher NOx emissions due to efficient conversion
470
of FBN into NOx. Similar results and explanation were published in various studies
471
[24,28,32,33]. Additionally, the in-cylinder temperature plays an important role as it directly
472
influences the thermal component of NOx formation. In case of TPO with original injection
473
timing, the effect of temperature might promote reduction of the thermal NOx, as temperatures
474
are lower than for D2 in the phase of pilot combustion. However, this effect is obscured by high
475
share of FBN component of NOx. TPO_SH with shifted pilot injection exhibits even lower NOx
476
emissions than TPO with original injection timing. This is again a consequence of lower
477
temperature levels, not only in the pilot combustion phase but also in the phase of main
478
combustion, as visible in Fig. 3d, thus further reducing thermal NOx component in comparison
479
to TPO_SH.
480
481
482
Fig. 4: a.) CO emissions, b.) THC emissions, c.) NOx emissions and d.) lambda for operating
483
point at 1500 rpm, 80 (denoted by _158) and 140 Nm (denoted by _1514) for D2 and TPO with
484
original and shifted pilot injection.
485
0
0.05
0.1
0.15
0.2
_158 _1514
CO [vol. %]
a.)
D2 TPO TPO_SH
0
100
200
300
400
500
_158 _1514
THC [ppmC]
b.)
D2 TPO TPO_SH
0
500
1000
1500
2000
_158 _1514
NOx [ppm]
c.)
D2 TPO TPO_SH
0
0.5
1
1.5
2
2.5
_158 _1514
λ[/]
d.)
D2 TPO TPO_SH

4.2.2 Medium-load operation - 1500 rpm and 140 Nm
486
Fig. 4 reveals that emissions feature different trends at the medium load (1500 rpm and 140
487
Nm) compared to those at low load (1500 rpm and 80 Nm).
488
THC emissions
489
First, at 1500 rpm and 140 Nm, the THC emissions (Fig. 4b) of the TPO are at a comparable
490
level as THC emissions of the D2 at the same operating point, whereas at the same time they
491
are significantly lower than THC emission of the TPO at 1500 rpm and 80 Nm. This trend of
492
THC emissions of the TPO in comparison to D2 is also in line with previous study [24]. The
493
reasons for lower THC emissions of the TPO at 1500 rpm and 140 Nm compared to 80 Nm are:
494
 The overall temperature levels are higher at 140 Nm, which is advantageous for ignition
495
of low cetane number TPO and combustion of ignition resistant hydrocarbons.
496
 The main injection quantity is higher at 140 Nm, which increases the volume of in-
497
cylinder charge that is hit by reacting mixture from main injection. Thus, a larger part
498
of the pilot mixture, which was outside of flammability limits, can be ignited, which
499
reduces the THC emissions that originate from pilot injection.
500
Marginally lower THC emissions of TPO_SH in comparison to TPO with original injection
501
timing can be, contrary to 80 Nm load case, attributed to shorter ignition delay of pilot injection
502
(Fig. 4a), which reduces the entrapment of mixture into colder parts of the combustion chamber.
503
CO emissions
504
The CO emissions in Fig. 4a are in the case of 1500 rpm and 140 Nm higher than at 80 Nm as
505
presented also in similar study where pure TPO was utilized in Diesel engine [24]. Generally,
506
they can be attributed to lower lambda values, as presented in Fig. 4d. Higher temperatures
507
being a consequence of lower lambda values sufficiently dissociate and ignite hydrocarbons
508
(leading to lower THC emissions above), but at the same time generate larger oxygen-deprived
509
regions, giving way to generation of CO. However, notable differences in CO emissions
510
between the D2 and both TPO and TPO_SH cases might arise due to complex chemical
511
composition of TPO, which contains a large amount of cycling hydrocarbons, acting as a soot
512
precursors [57]. Soot is generated in the areas of rich mixture, whereas its oxidation to CO
513
occurs later in the combustion process, which acts as a source of CO in the late expansion phase.
514
This reasoning is also supported by higher soot emissions of TPO, measured in previous studies
515
with straight TPO [12] and TPO-D2 blends [15]. Based on this data it can be considered that
516
CO emissions of the TPO are slightly more sensitive to lambda values that D2.
517
NOx emissions
518
The NOx emissions for 1500 rpm and 140 Nm in Fig. 4c are increased in comparison to 80 Nm
519
load point, which was showed also in study by Murugan et al. [28]. This is again strongly linked
520
to temperature levels in the combustion chamber, which are in the 140 Nm case higher than in
521
80 Nm case. At the same time, combustion chamber temperatures in 140 Nm load point are also
522
more similar for TPO and TPO_SH than in 80 Nm load point. This contributes to very similar
523
TPO and TPO_SH NOx emissions. TPO_SH has in 140 Nm point slightly higher temperatures
524
only in the pilot combustion phase, whereas the main combustion features roughly the same
525
temperature as TPO with original injection timing. Consequently, the concentrations of TPO
526
and TPO_SH NOx emissions are also closer together than for 80 Nm. When comparing NOx
527
emissions of the TPO to those of the D2, similar conclusions can be drawn as in 80 Nm load
528
case. In the interval of pilot injection, temperature levels are higher for D2, increasing thermal
529

NOx component. Still, TPO with its high FBN content offsets this effect and even though the
530
temperatures are lower, NOx emissions are higher than those of D2 for both, TPO and TPO_SH.
531
4.3 Fuel economy
532
In this section, indicated fuel conversion efficiency (IFCE) for all analysed cases is presented
533
and discussed. It is discernible from Fig. 5 that higher IFCEs are achieved at lower torque values
534
for all cases, which can mainly be attributed to the ROHR traces. At low loads, ROHR peaks
535
closer to the TDC indicating that higher share of fuel burns earlier in the expansion stroke
536
yielding higher indicated efficiency.
537
At both loads, i.e. 80 Nm and 140 Nm, IFCEs are lower when the TPO is utilized. This can
538
mainly be reasoned by the longer ignition delay of the main injection compared to the D2 cases
539
resulting in combustion mid-point shifted farther into the expansion stroke.
540
For the D2 fuel, omission of the pilot injection leads to slightly lower IFCE at 80 Nm due to
541
longer ignition delay of the main injection, whereas at 140 Nm it leads to slightly higher IFCE,
542
which can mainly be attributed to lower negative torque in the compression stroke as ROHR
543
trace corresponding to main injection features similar mid-point in both cases. For the TPO case
544
without PI, longer ignition delay of the TPO again results in lower IFCE at 140 Nm.
545
For both engine loads, shifting the PI of the TPO towards the TDC results in shorter ignition
546
delay and slightly higher IFCE compared to the ECU injection strategy and the use of the TPO.
547
In the case of shifted PI towards the TDC, increase in the IFCE can be achieved due to shorter
548
ignition delay of the main injection of the TPO that allows for higher share of the injected fuel
549
to be burned closer to the TDC.
550
551
552
Fig. 5: Indicated fuel conversion efficiency for all analysed cases.
553
554
0.3
0.31
0.32
0.33
0.34
0.35
0.36
0.37
0.38
0.39
0.4
70 90 110 130 150
IFCE [%]
Torque [Nm]
D2 ECU strategy
D2 Without PI
TPO ECU strategy
TPO Without PI
TPO Shifted PI

5 Conclusion
555
The paper presents the foremost results of utilizing the pure TPO in a modern turbocharged and
556
intercooled Diesel engine without any hardware modifications or enhancements of fuel
557
properties. This goal is pursued as on one side the use of pure TPO is the most attractive option
558
in the case of energy recovery from waste and on the other side, its use in modern turbocharged
559
and intercooled Diesel engine without any hardware modifications lowers power plant cost and
560
boosts effective efficiency of the engines or CHP units.
561
Performed in-depth analysis of thermodynamic and emission response on various injection
562
strategies indicate that at least one pilot injection is needed for efficient combustion of pure
563
TPO fuel in modern turbocharged and intercooled Diesel engine, which presents a novelty in
564
comparison to existent methods for utilization of pure TPO in Diesel engines that mainly rely
565
on hardware modifications. Furthermore, the analysis suggests that Diesel-like combustion can
566
be achieved also at low-mid engine loads and speeds with pure TPO if pilot injection is retarded
567
in relation to original ECU injection strategy.
568
Emission levels which are comparable to the D2 ones can be achieved with the TPO and the
569
proposed injection strategy. This is particularly valid for medium engine loads, where
570
moderately higher NOx emissions mirror the high share of FBN in TPO and marginally higher
571
CO emissions suggest higher sensitivity of TPO to air-fuel ratio. Slight elevation of THC
572
emissions was mainly attributed to differences in ignition delay of the TPO and to the fuel
573
cetane number.
574
The significance of this study can be recognized in elaborating on the key guidelines on
575
injection strategy and demonstration of the minimally invasive method to successfully use pure
576
TPO in the modern turbocharged and intercooled Diesel engine. Although the findings of the
577
study present an important advancement in expanding the operating range of the Diesel engine
578
while using the TPO, the engine still needs to be started with the D2 fuel.
579
580

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581
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Appendix
735
Fig. 6 presents dependency between normalized SO2 emissions and normalized TPO fuel mass
736
flow, which was determined by Vihar et al. [24] and can be adopted for the used PSA light duty
737
engine. The coefficient of determination for the entire data set linear curve-fit, presented in the
738
Fig. 6, is calculated as 0.996 and therefore it can be acknowledged that presented data set linear
739
assumption between SO2 emissions and fuel mass flow.
740
741
Fig. 6: Normalized SO2 emissions depending on normalized TPO fuel mass flow for MAN
742
engine [24]
743
744
0
0.2
0.4
0.6
0.8
1
1.2
00.2 0.4 0.6 0.8 1 1.2
normalized SO2 [/]
normalized TPO fuel mass flow [/]
SO2