Izel is more economical gasoline engine. On a truck or bus, the fuel component in the cost of transportation more than compensates for the high cost of a new engine and its operation. If price and increased noise- parameters that cannot be influenced in operation, then the degree of soot exhaust gases and cold start problems in sub-zero temperatures can have a significant impact on operators. This is especially true if high-quality fuel is poured into the car tank.
According to the state standard, the oil product market must have summer, winter And arctic diesel fuel. Summer ( "L") is designed to operate at an ambient temperature not lower than -5°, winter ( "3" ) is designed to work up to -20°, even lower fuel use limit "3" -30 °C. Finally, arctic diesel fuel ( "A") remains operational until 50 -degree frost. In practice, alas, too often there is an elementary inconsistency of fuel with climatic conditions. This is especially evident in the fall, when it would be time to fill the tanks of DT brand "3" cars, but it has not yet been delivered to the gas station. However, knowing our organizational troubles, recurring from year to year, one could adapt. But the fact is that we are sorely lacking winter and Arctic diesel fuel.
Owners diesel technology in such a situation, they are forced to act on the principle of " the salvation of the drowning is the work of the drowning themselves". In their arsenal, for example, such a thing as " cold start ". When real cold weather approaches, they start the engines and do not stop until spring. There is also a dilution summer fuelkerosene or gasoline. The proportions depend on the ambient temperature. It often comes to the point that in the fuel tank it turns out to 80% kerosene. It's time to talk about adding diesel fuel to kerosene than about the opposite effect (kerosene to diesel fuel). This is clearly not good for the engine, but what do you want to do if the diesel fuel thickens at the onset of cold weather, then freezes and turns into anything but fuel?The first frosts in central Russia come in early October. At this time, summer diesel fuel is poured into the tanks of cars, and for serious problems with the morning start of the engine, a small amount is enough. sub-zero temperature. This results in the formation of crystals in the fuel. paraffins. It is they who clog the filters, after which the flow of fuel into the engine cylinders becomes difficult or even stops. To hear the usual rumbling of a diesel engine after turning the key in the ignition, you must first restore normal power. And this is possible only after heating to a temperature at which the fuel becomes again transparent(paraffin crystals turn it white).
Willy-nilly, questions arise: Who is to blame and what to do? They are looking for answers in different instances, and as a result, they find out that the bulk of diesel fuel in our country is produced according to GOST 305-82. At the same time, they ensure that the requirements for sulfur content, cetane number, filterability, fractional composition, etc. are met. They are different for summer, winter and arctic grades of diesel fuel.
For example, by fractional composition summer diesel fuel is heavier than winter grades. Its end point of boiling point is 360 °С, while in winter - 320 °С, the Arctic has even less - 280 °С. Tail fractions that boil away in the range 320-360 °С in the production of fuel "3" and from 280° before 360 °С in the case of Arctic diesel fuel, you have to "cut off". It is clear that in this case, the amount of winter, and even more so Arctic fuel obtained from the same amount of raw materials, becomes significantly less than it could be summer. Here it is, the reason for the shortage of winter diesel fuel at gas stations! In order to have enough of it, altruists should be engaged in oil refining, ready to sacrifice the thickness of their wallet, if only the brothers-motorists could live easily at any time of the year, and especially in winter.
Today exploitation gets 85% summer diesel fuel (from the total amount), 14% winter and 1% arctic. The demand for winter varieties is met in best case half. And since summer diesel fuel in its pure form in winter it is impossible to use even in the southern regions of Russia, the owners diesel cars mobile vehicles are forced to dilute the fuel with gasoline and kerosene, do not turn off the engines at night, use various methods warm up fuel equipment . In general, the economic gain in the oil refining industry turns into big problems in operation. For example, when diluting diesel fuel with gasoline or kerosene, it is inevitable accelerated wear engine. In addition, the appearance of gasoline in the diesel fuel system significantly increases fire hazard due to the low flash point of the resulting mixture. And one more trouble: during cold storage, such a mixture stratifies. Paraffin crystals end up in the lower part of the tank, and when refueling, it is this part of the fuel that enters the car tank.A smarter way to overcome winter problems is to apply depressor additive, or rather depressant-dispersant. When an additive is introduced into summer diesel fuel at an oil refinery, winter fuel stamps DZp. It does not lose its properties until 15 -degree frost.
Factory-made fuel is of high quality, additives are used in its production, which have passed the necessary tests and are approved for use in Russia. Factory workers fulfill another important condition that provides fuel required quality, - they introduce a depressant-dispersant additive into the fuel at a temperature 30 more than degrees Celsius.Another thing is when home-grown chemists. Formally, they do exactly the same as they do in an oil refinery. They take high-quality summer diesel fuel and add additive. But what? A study by VNIINP showed that more than half of the depressant additives that can be bought in stores are nothing more than marriage, fiction. At best, their efficiency does not meet the declared parameters, but more often additives do not improve the low-temperature properties of the fuel in any way. The most unfavorable option is when an additive is used in the artisanal production of winter diesel fuel, which leads to to stratification cold fuel. In the top layer car tank it turns out to be transparent fuel, at the bottom it is cloudy, with paraffin crystals that instantly clog the filter. As long as the engine has operating temperature, these paraffins are not able to play their fatal role. But it is worth stopping and standing for several hours, as further movement becomes impossible. To "revive" the engine, it is necessary to warm up the fuel system well.
How to avoid such troubles?
Experts recommend asking what fuel is offered at gas stations. See passport. If the document indicates that the manufacturer is a certain "horns and hooves" company, it is better to immediately go to where you can refuel with fuel produced at a proven enterprise.
What happens if the temperature on a winter night is below -15° (the limit for the use of DZp)?
Alas, the fuel will stratify, even if all the documents indicate that it fully complies with the requirements of the current normative documents. In general, if they promise a hard frost, you need to find a place for warm storage or use fuel DZp -25°, DZp -35°. They have a lower cloud point, hence a lower application temperature. In Moscow, such fuel is a rarity.
An attentive reader may notice that winter fuel grades with an application temperature of -20° and -30°. Isn't there a contradiction when we say that DZp has an application temperature -15°?
There is no contradiction. Brand difference "3" And "DZp" is due to manufacturing technology. In the first case ("3") in the fuel no additives, it is obtained by "cutting off" heavy fractions ( temperature Range 320 - 360 °С). In the second, they take summer fuel (with a long "tail") and add into it additive.IN cooled down pouring fuel additive is useless. It gives a full effect only if the paraffins are completely dissolved. This process ends at a temperature above 30 °С.
In advertising brochures, you can find a recommendation to introduce an additive at a temperature of 10 degrees above the cloud point, i.e. at 5 °С when it comes to fuel "L". It turns out that this is not so. At +5° some of the paraffins have already crystallized and precipitated out of the fuel. On the formed centers of crystallization, the rest of the paraffins are collected. It makes sense to pour the additive only into transparent fuel.
Another fundamental feature of the use of additives that contribute to the transformation of summer diesel fuel into winter. We need to make sure there is no water in the fuel tank. The chemical classification additive is a surfactant, so it disperses water (i.e., distributes it by volume). After that, water from the fuel is very difficult to separate. Water same for diesel more dangerous enemy than paraffins. In the cold, both clog fuel filter. But water is physically incompressible and non-combustible, so the return of water vapor in the combustion chamber to the piston can mechanically destroy the engine.
Magazine "Gruzovik Press" No. 1/ 2007,
author of the article V. Volchkov
Exploitation diesel engine winter requires increased attention. The motor is more sensitive to cold and due to high efficiency has low heat transfer. In addition, it is sensitive to fuel quality. And diesel fuel has several varieties for summer and for winter. Therefore, motorists are afraid of the off-season, when full tank summer fuel freezes during unexpected night frosts. What to do if this happened? Helps to understand the situation automotive expert Andrey Ladygin.
Blow from a cannon
Summer diesel fuel is often in the tank by mistake. In the off-season, there is a lot of unsold summer fuel at gas stations, and it is sold at reduced prices. Such announcements are usually hung at the box office or on the steles themselves in front of the stations. But some unscrupulous gas station workers deliberately deceive drivers. This is fraught with problems.
If diesel fuel is still frozen after a night of downtime, then no additives will revive it. Moreover, if they are still poured into the tank, then when the thickened diesel fuel is liquefied, clots of paraffin hydrocarbons will fall to fuel pump and further block the highway. Therefore, it is necessary to warm up summer fuel in winter using old-fashioned methods.Someone dares to build a fire under the bottom of a frozen truck. Others pick up a blowtorch. But both should be done very experienced drivers. Otherwise, there is a risk of not warming up the car, but turning it into a fire.
Stores usually sell heat guns and hair dryers that run on electricity or gasoline. They can be installed under the bottom and direct the air stream along the fuel line towards the engine. The sides are best overlaid with wooden or cardboard shields to reduce heat loss. In this case, the temperature of the gun should be controlled, otherwise there is a risk of melting plastic and rubber parts under the bottom. A half-hour procedure is usually enough to revive the car.
If the gun was not at hand, then it can be made from a watering hose and a neighbor's petrol car. True, the owner of the car must agree to help the suffering.
You need to drive the car closer and put the hose on exhaust pipe. With the other end, you can climb under the bottom and, like a hairdryer, warm up the frozen areas. This is not easy, so it is better not to bring the matter to the thickening of diesel fuel in the tank and in the nozzles.Gasoline to the rescue
It is best to prevent the fuel from turning into "jelly" and, at the first suspicion, pour anti-gel additives into the tank. They are usually sold in shops filling stations. If, after refueling, the car loses power, and the engine runs intermittently, then it's time to look for such a gas station. Summer fuel has a filterability limit of minus 5 degrees, and with additives it drops to minus 10 degrees. Such fuel freezes at minus 13 degrees. By the way, at winter diesel fuel thickening occurs at minus 35 degrees.
But chemistry is very expensive. That's why experienced drivers to liquefy summer diesel fuel, dilute it with gasoline. Usually one-fourth of the gasoline is enough to keep the diesel fuel from running out. Some truckers pour it even up to half a tank. But then the risk of damage to the engine increases.
Instead of gasoline, it is best to add kerosene in the same proportions. It is less dangerous for diesel vehicles. Kerosene is also neutral to chemical additives. They can be used together. Part of the paraffins will be dissolved by kerosene, and the rest will be taken over by chemistry.
But it is best to be vigilant and check with the sellers at gas stations what kind of diesel fuel they sell.
EXPERTISE
FROM SUMMER SOLUTION TO WINTER
Without resorting to the help of psychics. Is it possible?
Alexander BUDKIN
You probably already guessed that we are not talking about the industrial production of such valuable in our climatic conditions winter diesel fuel. And certainly not about a new method of fraud. Let's just try to put ourselves in the shoes of a truck driver who was "unlucky" with fuel in the first frosty days. Of course, he always has a torch, stove or blowtorch at hand, but he still has to suffer. Whether it takes a long time or not depends on the specific situation.
Let's try to add some optimism. It will be about special preparations- anti-gel additives for diesel fuel designed to improve its "winter" properties. As usual, several samples of such drugs took part in our experiment. This STP Diesel Anti Gel, K&W Anti Gel, Jet go Diesel Fuel Conditioner, Wynn's Ice proof for diesel and Aspect Modifier. Such a representative company is brought together not so much to determine the best or worst among them, but to more fully present the products encountered On the market.
As the outside air temperature drops, diesel fuel “goes through” three stages: first it becomes cloudy, then it reaches the so-called filterability limit, and finally it solidifies.
The cloud point characterizes the beginning of the gelation of the paraffinic hydrocarbons contained in the fuel. This characteristic temperature remained almost unchanged after the addition of the tested additives to the summer fuel (see table). That's right, because such depressants do not dissolve paraffins and do not reduce their amount, but only bind them, preventing them from combining into large clots. Filterability limit temperature - not less than important indicator. After all, problems arise already when the first clots of paraffins begin to clog the filters. The last column in the table - the pour point - shows a certain theoretical temperature limit to which the fuel can generally "work".
What did the tests show? If summer fuel has a filterability limit of -7°C, then with the “correct” addition of any of the additives, it drops to -10 ... 20°C. The pour point at the same time decreases from -13o to -22...29oC. Well, not bad. It remains to figure out what "with the right addition" means. It turns out that it is necessary to observe not only the concentration of the drug recommended by the manufacturer, but also the mixing temperature! And this means that it is necessary to "chemize" in advance and "in the heat", while the problems with the deposition of paraffins have not yet begun.
Two more should be noted important moments. Firstly, such additives do not make it possible to make “real” winter fuel from summer fuel (with a pour point of -35 ° C). Secondly, the effect of their use decreases with temperature. Thus, an attempt to make arctic fuel out of winter fuel will give a lesser effect than in our experiments: at best, it will be possible to gain 3-5 degrees. By the way, it is also impossible to say about the figures given in the table that they are absolute, final and not subject to “appeal”. The effectiveness of all additives depends on the group and fractional composition of the fuel, and it, in turn, is determined by the raw materials and technology for the production of diesel fuel.
You can fight the solidification of diesel fuel by adding kerosene or gasoline to it. They are able to dissolve a certain amount of paraffinic hydrocarbons. Is it possible to combine this folk remedy with the addition of the described additives? It turns out you can. In this case, part of the paraffins will dissolve kerosene in itself, and another part will be bound by a pour point depressant. True, the overall effect will be somewhat less than you expect. However, even if we, having taken summer diesel fuel, perform not two, but twenty-two magic operations on it, it will still not be possible to obtain Arctic diesel from it. More efficient industrial methods have been devised for this.
Preparation: STP Diesel Anti Gel.
Manufacturer: First Brands Corp, USA.
Capacity: 355 ml.
Add: per 100 gallons (380 l).
Preparation: K&W Anti Gel.
Manufacturer: K&W Prod, USA.
Capacity: 325 ml.
Add: 25 gallons (95 L).
Product: Jet go Diesel Fuel Conditioner.
Manufacturer: Jet go Products Inc., USA.
Capacity: 355 ml.
Add: per 20 gallons (75 L).
Preparation: Wynn's Ice proof for diesel.
Manufacturer: Wynn's Belgium N.V.
Capacity: 125 ml.
Add: 40-70 liters.
Drug: "Aspect-Modifier".
Manufacturer: JSC "Aspect", RF.
Capacity: 245 ml.
Add: per 150 liters.
Oil is a mixture of many hydrocarbons, from the lightest to tar and asphaltenes. When separated into fractions, all types of diesel fuel are obtained from oil.
An oil refinery somewhere in Russia...
Before being in the fuel tank of a car, tractor or tanker, oil has to go through a difficult first stage of oil refining, which results in the best fuel in many respects.
Processing takes place in distillation columns - there, heated to high temperatures, oil releases certain fractions required to obtain a given product. For example, to obtain diesel fuel, a temperature of 180 to 360 °C is required. This stage of production technology is the easiest, cheapest and fastest, but provides the most low level output of diesel fuel - no more than 22-25%. Other, heavier hydrocarbon fractions require further processing by the cracking process, the output of which is the components intended for combustion in the cylinders of a diesel engine.
Several types are knowncracking process: thermal, carried out without catalysts, hydrocracking, during which the crude oil interacts with hydrogen contained in the reactor, as well as catalytic, where metals such as iron, nickel, and sometimes spongy platinum serve as accelerators of the process. This is a complex, energy-intensive, but necessary step that increases the yield of light fuel components to 70-80% of the feedstock volume.
Further semi-finished diesel fuel must be cleaned from sulfur and other impurities for which oil products are subjected to hydrocracking. In the process of interaction with hydrogen, which has a high chemical activity, at high temperature and pressure, sulfur and other compounds are formed, which are then removed from the reactor. Sulfur removal is expensive, often exceeding 50% of the cost of diesel production. Costs are further increased if the feedstock is today's most common sour crude. Final stage purification of diesel fuel from impurities - alkaline cleaning with a solution of caustic soda, removing organic acids and sulfur compounds.
If the finished fuel will not be subject to high requirements or imparting specific properties, then the final stage follows. diesel fuel production - blending (compounding). Products of cracking and direct oil refining are mixed in the required proportions based on the permissible sulfur content, enriched with various additives. Although it seems simple, mixing is a long and expensive process. Composite fuels with dozens of additive components require many chemical analyzes during the process, strict observance of mixing parameters and modes. Compounding often occurs when elevated temperatures and pressures, on very complex equipment. If it is necessary to obtain highly frost-resistant fuel, dewaxing may also be required.
Let's start with the fact that over the past ten years, cars became a viable alternative gasoline analogues for a variety of reasons. At the same time, significant fuel savings due to better and other positive qualities motors of this type.
However, this type of engine is also not without drawbacks. The main problem all diesel engines without exception modern cars is vulnerability sensitive fuel system, as well as cold start difficulties. It should be noted that certain knowledge makes it possible to avoid a number of such troubles during the operation of a diesel engine.
In this article, we will talk about what a novice "dieselist" needs to know about the features of engines of this type, as well as how to start a diesel engine in cold weather and do it right with minimal damage to other powertrain systems.
Read in this article
Cold start of a diesel engine in winter: difficulties and nuances
As a rule, problems with a diesel engine begin precisely when the outside temperature drops to zero or below. At near-zero and negative temperatures in any engine, there are several, the fuel evaporates worse, it discharges more strongly, etc. As a result, launching can be naturally complicated.
As for the diesel, in this case special attention deserves . The fact is that diesel fuel is divided into "winter" and "summer". This division is dictated by the fact that this type of fuel tends to thicken and paraffinize in the cold. If this does not happen in warm weather, then in winter thick diesel fuel simply will not be pumped through the power system.
It turns out that in the summer at gas stations they sell the so-called "summer" diesel fuel, while to solve the problem with the onset of cold weather, "winter" diesel fuel is supplied to the gas station. Simply put, special additives are separately added to summer diesel fuel, which allow this type of fuel to remain fluid even at sub-zero temperatures.
At the same time, it is important to understand that in the off-season, when it is still relatively warm during the day, and it is already cold at night, not all gas stations have time to switch to winter diesel in a timely manner. Considering that winter fuel itself is also more expensive, then some unscrupulous sellers, in pursuit of profit, quite often sell summer diesel fuel at the price of winter fuel before the onset of stable cold weather. The situation is further complicated by the fact that it is impossible to distinguish summer diesel fuel from winter diesel fuel visually, by smell, consistency and any other signs.
How to start diesel in winter
So, we sorted out the "fuel" risks. Now it becomes clear that common problem when starting a diesel engine in winter, which leads to difficulties during a cold start, is unsuitable for the season or low-quality diesel fuel. in the right ways To avoid such problems are the following solutions:
- parking the car in a warm garage or heated parking lot;
- installation of systems, etc.;
- independent use of additives-antigels;
If everything is clear with the first two methods, then the third solution is many engine repair specialists and experienced car enthusiasts are being questioned. The fact is that the addition of various third-party additives to fuel tank may be unsafe for diesel system power supply and the internal combustion engine itself.
By the way, many official dealers separately indicate that if any breakdowns occur due to the use of various anti-gels on diesel cars that are under warranty, then such a malfunction is not warranty case. This means that repairs will be carried out solely at the expense of the owner.
Let's go back to cold start. Let's imagine a typical situation where there is no garage, and the car itself has been standing on the street for a long time. At the same time, the car is not equipped with any additional heating. In this case, you need to know how to start a diesel engine in winter and what needs to be done to do everything right.
First of all, it is taken into account that starting a diesel engine in winter compared to a gasoline engine can be difficult due to the individual differences in such a motor. More precisely, fuel injection and further ignition of the mixture of fuel and air in a diesel engine occurs somewhat differently than in.
Also, owners of diesel cars that are operated in regions with fairly severe winters can be advised to install various preheaters (and power systems, preheater engines such as Webasto or Hydronic, etc.)
It is also recommended to separately insulate engine compartment and engine. It is well suited for this, which retains heat and prevents the internal combustion engine from cooling down quickly. Warming will not be superfluous. For these purposes, various solutions can be used, the simplest of which is the installation of a dense cardboard “flap”.
Finally, we note that for a long time, since the motor of this type warms up only in motion under load. This means that 3-5 minutes after the start of work on diesel car need to drive, however riding for the first 5 km. should be smooth, without a significant increase in speed, sudden starts and braking, movement on overdrive etc.
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Available methods self check diesel engine glow plugs. Diagnostics glow plugs with removal, check by a tester, for a spark.
