Urszula Kaźmierczak

Butanol/Biobutanol as a component of an aviation and diesel fuel

This paper describes the analysis and conclusions regarding the use of butanol/biobutanol as a component of – biobutanol is interesting as biocomponent of gasoline, diesel fuel as well as aviation fuels. This is especially important in case of air transport, which is the carbon dioxide emission source of the fastest growth. gasoline, including aviation ones, but there are no information about biobutanol added to mineral Jet fuel as well as diesel fuel. Direction of research conducted by leading aviation companies indicates that hydrocarbon biocomponent will be main biofuel used as aviation turbine fuel. One of reported technology is focused on use of butane-1-ol as semi-finished products for isoparaffinic hydrocarbons generation that then would be used for aviation turbine fuels production. In order to do such analysis the preliminary lab testing of blends of butanol isomers with aviation fuel Jet A-1 and diesel fuel were performed. The paper contains the results of standard tests for blends of mineral fuels with butane-1-ol and butane-2-ol added in concentration of 0-20 % regarding the use of such component of mineral fuels are pr significantly influence on conductivity of Jet fuel. In case of aviation fuel for turbine engines, and diesel fuel, the restrictions regarding direct use of butanol are important. However, butanol can be treated as semi-finished material for synthesizing of biohydrocarbons used in above applications.

Performance and emission characteristic of miniature turbojet engine FED Jet A-1/alcohol blend

This paper presents differences between fossil fuel (Jet A-1) and alcohol/Jet A-1 blend, during combustion process using laboratory test rig with miniature turbojet engine (MiniJETRig). The test rig has been created in Air Force Institute of Technology for research and development works aimed at alternative fuels for aviation. Fuel from different feedstock (non-fossil sources) is introduced into market due to ecological aspects, fuel price stability and energy security. Application of alcohol to propel aircraft has started form using a blend of aviation gasoline with ethanol in spark-ignited internal-combustion engines. Taking into account that large part of aviation fuels used by commercial aircraft is jet fuels, so in this area it has begun to look for possibilities to apply alcohol component. In 2016, international standard (ASTM) approved a synthetic blending component for aviation turbine fuels for use in civil aircraft and engines – alcohol-to-jet synthetic paraffinic kerosene (ATJ-SPK). According to standard, ATJ-SPK synthetic blending components shall be comprised hydro processed synthetic paraffinic kerosene wholly derived from isobutanol processed through dehydration, oligomerization, hydrogenation and fractionation. Two different fuel samples, a traditional fossil jet fuel (Jet A-1) and a blend of 10% butanol with Jet A-1 were tested. Laboratory tests of selected physicochemical properties and bench tests with the same profile of engine test were carry out for both fuel samples. The obtained results: engine parameters and exhaust gas emissions are compared and discussed.

The method, based on storage simulator and IR – VIS spectroscopy, for predicting the allowable time of storage of biocomponents for CI engines

The paper presents the results of investigations concerning a new method used for predicting the allowable time of storage of biocomponents – FAME. The method was based on laboratory research carried out with the use of a storage tank simulator. The aging process was carried out in the conditions increasing the reaction rate – at high temperature. There are several methods/procedures used for predicting the allowable time of storage of fuels and biocomponents – FAME, but all of them are based on tests at the temperature so high that the mechanism of aging process is different than the one observed in storage tanks. It was assumed that the aging process could be divided into two stages: at the first stage, the aging precursors are created and at the second stage, precursors are converted into the fuel aging products. These products lead to changes in fuel properties. The kinetics of precursor creation determines the rate of all reactions, which lead to the final aging products. It was found that the rate of reaction at the first stage of fuel aging can be effectively increased by an increase in temperature and even relatively high temperature does not change the mechanism of the creation of aging precursors. The method that has been worked out makes it possible to control the mechanism of aging process during quick laboratory tests. The products of aging processes were detected with the use of the IR-VIS spectrometry. The allowable time of storage was determined for several FAME samples on the basis of quick laboratory tests. The results of laboratory quick tests were verified by comparing them with the results of the aging process of FAME in storage tanks. On the basis of the test results, the algorithm of allowable time of FAME storage calculation was worked out.

Hydrocarbon Biocomponents use in Aviation Fuels - Preliminary Analysis of Issues

Abstract Article is related to the aspect of the introduction of biofuels to power turbine aircraft engines. The paper presents the current trends in the use of alternative fuels in aviation and the problems connected with the introduction of hydrocarbon biocomponents. It is pointed to the need to take research and implementation works in the field of the subject, also in Poland.

Microemulsion Fuels for Piston Engines / Mikroemulsyjne Paliwa Do Silników Tłokowych

Abstract The topic of the paper are emulsion fuels, which are the most effective way to reduce NOx emissions from motor vehicles. The macroemulsion fuels are characterized by a number of disadvantages, which include the limited stability of the emulsion, unacceptable low temperature properties and a strong tendency to cause corrosion of metals. Based on the above findings of the literature review appropriate additive to produce a microemulsion fuels were choosen. The results of the preliminary study showed the possibility of production of the microemulsion with a water content up to 25% V / V using the selected additive. Laboratory tests were carried out as a result of which the position was built to produce a microemulsion with the additive package and a procedure for preparation of a microemulsion diesel oil - water. Streszczenie Tematem publikacji jest zaprezentowanie paliw emulsyjnych, które są najbardziej skutecznym sposobem obniżania emisji NOx z pojazdów samochodowych. Paliwa będące makroemulsjami charakteryzują się szeregiem niekorzystnych właściwości, do których zaliczyć należy ograniczoną stabilność emulsji, nieakceptowane właściwości niskotemperaturowe oraz silną tendencją do wywoływania korozji metali. W efekcie badań opisanych w literaturze zwłaszcza amerykańskiej stwierdzono, że mikroemulsje zachowują walory użytkowe emulsji, przy jednoczesnym zminimalizowaniu ujemnych cech tego rodzaju paliw. Odpowiedni dobór składu i stężenia dodatków emulgujących jest warunkiem uzyskania trwałej mikroemulsji olej napędowy - woda. Opierając się na powyższych wnioskach z przeglądu literatury dokonano wyboru odpowiedniego pakietu dodatków do wytworzenia paliw mikroemulsyjnych. Rezultaty przeprowadzonych wstępnych badań wskazały możliwość wytworzenia mikroemulsji o zawartości wody do 25% v/v przy zastosowaniu wybranego dodatku. Przeprowadzono badania laboratoryjne w rezultacie których zbudowano stanowisko do wytwarzania mikroemulsji z wykorzystaniem pakietu dodatków oraz opracowano procedurę wytwarzania mikroemulsji olej napędowy - woda.