Research Article Synthesis of Petroleum-Based Fuel from Waste...

Hindawi Publishing CorporationJournal of EnergyVolume 2013 Article ID 608797 10 pageshttpdxdoiorg1011552013608797

Research ArticleSynthesis of Petroleum-Based Fuel from Waste Plastics andPerformance Analysis in a CI Engine

Christine Cleetus1 Shijo Thomas2 and Soney Varghese2

1 Department of Mechanical Engineering NIT Calicut Kerala 673601 India2 School of Nano Science and Technology NIT Calicut Kerala 673601 India

Correspondence should be addressed to Shijo Thomas tshijo2004gmailcom

Received 26 February 2013 Revised 18 June 2013 Accepted 18 July 2013

Academic Editor Gang Quan

Copyright copy 2013 Christine Cleetus et al This is an open access article distributed under the Creative Commons AttributionLicense which permits unrestricted use distribution and reproduction in any medium provided the original work is properlycited

The present work involves the synthesis of a petroleum-based fuel by the catalytic pyrolysis of waste plastics Catalytic pyrolysisinvolves the degradation of the polymeric materials by heating them in the absence of oxygen and in the presence of a catalystIn the present study different oil samples are produced using different catalysts under different reaction conditions from wasteplastics The synthesized oil samples are subjected to a parametric study based on the oil yield selectivity of the oil fuel propertiesand reaction temperature Depending on the results from the above study an optimization of the catalyst and reaction conditionswas done Gas chromatography-mass spectrometry of the selected optimized sample was done to find out its chemical compositionFinally performance analysis of the selected oil sample was carried out on a compression ignition (CI) engine Polythene bags areselected as the source of waste plastics The catalysts used for the study include silica alumina Y zeolite barium carbonate zeoliteand their combinations The pyrolysis reaction was carried at polymer to catalyst ratio of 10 1 The reaction temperature rangesbetween 400∘C and 550∘CThe inert atmosphere for the pyrolysis was provided by using nitrogen as a carrier gas

1 Introduction

In the recent years it is quite common to find in newspapersand publications that plastics are turning out to be a menaceDays are not so far when earth will be completely coveredwith plastics and humans will be living over it All the reason-ing and arguments for and against plastics finally land up onthe fact that plastics are nonbiodegradable in natureThe dis-posal and decomposition of plastics has been an issue whichhas caused a number of research works to be carried out inthis regard Currently the disposal methods employed areland filling mechanical recycling biological recycling ther-mal recycling and chemical recycling Of these methodschemical recycling is a research field which is gaining muchinterest recently as it turns out to be that the products formedin this method are highly advantageous

Plastic is one such commodity that has been so exten-sively used and is sometimes referred to as one of the greatestinnovations of themillenniumThere are a numerous ways inwhich plastic is and will continue to be used The plastic has

achieved such an extensive market due to fact that it is light-weight cheap flexible reusable do not rust or rot and soforth Because of this plastics production has gone up byalmost 10 every year on a global basis since 1950 [1] Asiaaccounts for 365 of the global consumption and has beenworldrsquos largest plastics consumer for several years The majorsegment continues to be the packaging which has accountedfor over 35 of the global demand [2] The global per capitaconsumption of plastics is shown in Figure 1

The global production of plastics has seen an increasefrom around 13 million tonnes in 1950 to 245MT in 2006[1] In recent years significant growth in the consumption ofplastic globally has been due to the introduction of plasticsinto newer application areas such as in automotive field railtransport aerospace medical and healthcare electrical andelectronics telecommunication building and infrastructureand furniture This significant growth in the demand forplastic and its forecast for future have certainly proved thatthere has been a quiet plastic revolution taking place in everysector

2 Journal of Energy

0102030405060708090

100

Worldaverage

NorthAmerica

WestEurope

EastEurope

China India SoutheastAsia

LatinAmerica

Per c

apita

cons

umpt

ion

(kg)

Figure 1 Global per capita consumption of plastics [2]

Table 1 Global consumption of individual plastics [2]

Type of plastic Consumption Polythene (PE) 335Polypropylene (PP) 195Polyvinylchloride (PVC) 165Polystyrene (PS) 85Polyethylene terephthalate (PET) andpolyurethane (PU) 55

Styrene copolymers (ABS SAN etc) 35Blends alloys high performance and specialtyplastics thermosetting plastics and so forth 13

As far as the individual plastics materials are concernedpolyolefins account for 53 of the total consumption Theconsumption of the individual plastic materials is shownin the Table 1 It can be seen that one-third of the globalconsumption of plastic is polytheneThe growth in the globalpolythene demand is estimated to be around 44 annuallyup to 2020 [2]This is the reason behind the selection of poly-thene as the source of waste plastic in this study

The increase in the rate of plastic consumption through-out the world has led to the creation of more and moreamounts of waste and this in turn poses greater difficultiesfor disposal This is because the life duration of plastic (thetime period forwhich the plastic remains in use) is very smallAbout 40 of plastics consumed have duration of life smallerthan one month The service life of plastic products rangesfrom 1 to 35 years depending on the area of application InIndia the weighted average service life of all plastics productscomes to about 8 years This may vary among countriesdepending on the type of consumptionThis short service lifein India reflects that a major share of the plastic consumedhere is short-life products This can be accounted for as theshare of plastics used in packaging which is 42 [1]

2 Different Methods of PlasticWaste Management

The suitable treatment of plastic is the most important factorin waste plastic management This is quite important from

the energetic environmental and economic point of viewEven though the recycling rate for postconsumer plastics hasincreased in the recent years this increase has been onlymeager coming to only around 15 This increase in therecycling is due to the strict legal regulations and growingawareness Different techniques for the waste plastic manage-ment are being followed today [1]

Themajor portion of thewaste plastics has been subjectedto landfill Such a disposal of the waste to landfill is nowstrictly regulated legally The regulations are expected toachieve a reduction of 35 in land filling over the period from1995 to 2020 Also the rising cost and scarcity of land the gen-eration of explosive greenhouse gases (such as methane) ahigh volume to weight ratio of plastics and the poor biodeg-radability of commonly used packaging polymers also makeit an unattractive option

Reprocessing of the used plastics to form new similarproducts is termed as mechanical recycling In this methodthe products obtained are with almost same or less perfor-mance level than the original product Even if the techniqueseems to be ldquoa green operationrdquo it is not cost effective asit requires high energy for cleaning sorting transportationand processing to make a serviceable product Practically it isseen that reprocessing of mixed contaminated plastics yieldsmechanically inferior products lacking in durability com-pared with the original polymers

Biodegradable polymers are those which can be con-verted back to the biomass in a realistic time periodHoweverthere are a number of difficulties over the use of degradableplastics First appropriate conditions are necessary for thedegradation of such plastics such as presence of light for thephotodegradable plastics Second greenhouse gases such asmethane is released when plastics degrade anaerobicallyThisis by enabling microorganisms in the environment to metab-olize the molecular structure of plastic films to produce aninert humus-like material that is less harmful to the environ-ment

Incineration of plastics waste is an alternate method inwhich energy is recovered fromwaste polymersThese hydro-carbon polymers can replace fossil fuels and thereby reducethe CO

2burden on the environment Polyethylene is having

calorific value similar to that of the fuel oil and the energyproduced by incineration of polyethylene is of the same orderas that used in its manufacture making it an attractive optionHowever this method produces green house gases and toxicpollutants giving it a big disadvantage

Cracking process breaks down the long polymeric chainsinto useful smaller molecular weight compounds The prod-ucts of this process are highly useful and can be utilizedas fuels or chemicals in various applications The pyrolysisreaction can be carried out without or in the presence of acatalyst If without catalyst it is thermal cracking or thermol-ysis and if in the presence of catalyst it is catalytic pyrolysis

Thermal cracking or pyrolysis involves the degradationor cracking of the polymeric materials by heating them toa very high temperature The heating should be carried outin the absence of oxygen to make sure that no oxidation ofthe polymer takes placeThe temperature ranges between 350and 900∘C The products formed include a carbonized char

Journal of Energy 3

(solid residues) and a volatile fraction A portion of thevolatile fraction can be condensed to give paraffins isoparaf-fins olefins naphthenes and aromatics while the remainingis a noncondensable high calorific value gas The productsformed and their precise composition depend on the typeof the plastic waste and the process conditions In catalyticcracking the same process is carried out in the presence ofa catalyst The prominent advantage of this method is thatthe presence of catalyst lowers the reaction temperature andtime Another added advantage is that in thermal crackinga broad variety of products are formed by the brakingof the polymeric chain while in catalytic degradation theproduct distribution will be a much narrower with a peakat lighter hydrocarbons From the economic point of viewalso reducing the cost even further will make this processmore attractive Due to these reasons in the present workthis method is adopted for the synthesis of petroleum-based oil The importance of this work lies in comparingthe performance of different catalysts like barium carbonatezeolite 1 (pore size sim4 A) silica alumina 1 (SA1) (silica (sim30 nm) 833 alumina (sim30 nm) 167) silica alumina 2(SA2) (silica 211 alumina 789) SA1 + Z1 (70 SA130 Z1) and zeolite 2 (sodium Y zeolite) for the thermalcracking of waste polythene and selecting the most suitablecatalyst based on the yield and thermophysical properties ofthe hydrocarbon oil obtained

3 Literature Review

A lot of research has been done in noncatalytic and catalyticpyrolyses of plastics which proves that plastics waste canindeed be converted to useful chemical feedstock The worksreveal that the product distribution can be affected by a num-ber of parameters which include the polymer source (plastictype) catalysts used size of the catalyst catalyst to polymerratio reaction temperature reaction time and reactor typeThe effect of various process variables is described below

31 Effect of Catalyst The catalyst used in the pyrolysis ofplastics definitely influences the product The most com-monly used catalysts in the literature for plastic waste pyrol-ysis includes silica alumina zeolites (beta USY ZSM-5 REYclinoptilolite etc) andMCM-41 With increasing number ofacid sites the level of the catalyst activity in polyolefin pyrol-ysis also increases Thus zeolite-based catalysts due to theirhigh acid strength achieve higher conversion than nonzeoliticcatalysts Songip et al [3] studied the conversion of polyethy-lene to transportation fuel using HY rare earth metal-exchanged Y-type (REY) and HZSM-5 zeolites and silica-alumina (SA) It was found that REY zeolite was the mostsuitable catalyst producing plastic oil with the highest octanenumber and gasoline yield REY had large pores and hadproper acidic strength which made it the most suitable oneY zeolite and ZSM-5 zeolite produced oils having a highresearch octane number comparable to that of the oil by REYbut the gasoline yield by the formers was significantly low ascompared to REY The catalytic degradation of polyethyleneby ultrastable-Y zeolite was studied by Manos et al [4] Lowpyrolysis temperature does not cause the polymer to fully

degrade and a solid residue is produced in the reactionbed It showed that the catalyst has significantly reduced thedegradation temperature as compared with pure thermaldegradation in the absence of a catalyst The products of thecatalytic degradationwere hydrocarbons in theC

3ndashC15range

The catalyst was highly acidic producing oil with high octanenumber A number of research works have been done to findout the effect of silica alumina as catalyst for the pyrolysis ofplastics It can be seen that with silica alumina high liquidyield can be obtained The effects of silica alumina with twodifferent SiO

2Al2O3proportions that is SA-1 (SiO

2Al2O3

ratio of 833167) and silica alumina SA-2 (SiO2Al2O3=

211789) were studied byUddin et al [5]The liquid yieldwasfound to be 68wt for SA-1 as compared to 77wt for SA-2Therefore the SA-1 catalyst degraded the polyethylene sampleintomuch lighter hydrocarbon fuel oil than the SA-2 catalystThus it can be concluded that the yield and composition of theliquid products can be controlled by altering the SiO

2Al2O3

ratio The liquid products are distributed in C5ndashC20

rangethat is basically in the gasoline and diesel rangesThe effect ofnonacidic catalysts for the pyrolysis of plastics was studied byJan et al [6] On comparison with MgCO

3when used as a

catalyst under 450∘C it could be observed that the oilyield (3360) is higher with MgCO

3as compared to the

oil yield (2960) obtained with BaCO3catalyst Similarly

when CaCO3was used as a catalyst under the same reaction

conditions the obtained oil yield was 3220

32 Effect of Catalyst Contact Mode There exist twomethodsby which catalyst can be added to the pyrolysis reactor liquidphase contact and vapor phase contact In the liquid phasecontact the catalyst and polymer are mixed together andthen they are placed in the reactor and heated to the reac-tion temperature However in the vapor phase contact thepolymer is first subjected to thermolysis to produce the vol-atile fractionThe catalyst is inserted in the path of themovingvapour and as the vapour moves through the catalyst thehydrocarbon vapour is degraded to get the required productdistribution However the product yield is reported not todiffer significantly with the two modes [1]

33 Effect of Polymer to Catalyst Ratio Effect of polymer tocatalyst ratio has been studied by Akpanudoh et al [7] Ithas been concluded that with the increase in the amount ofcatalyst a direct proportionality in terms of the effectivenessis not obtainedThe increase in catalyst amount increases theconversion up to particular limit but a further increase in thecatalyst percentage does not give any appreciable increase inthe conversion rateThe optimum polymer to catalyst ratio asobtained from studies is 4 1 However it is also found in theliterature that a lesser catalyst ratio will also provide similardegradation but only at higher reaction temperatures [8]Some kind of optimisation has to be done with the catalystratio and temperature so that the operation remains econom-ical too

34 Effect of Temperature If the catalytic pyrolysis is takingplace at higher operating temperature or at high heating ratesit causes the enhancement of bond breaking and thereby

4 Journal of Energy

Heater

Reactor

Condenser 2

Oil -2Oil -1

Condenser 1

N2 gas

Thermocouple

Water out Water out

Water in(10∘C)

Water in(28∘C)

Figure 2 Schematic model of the experimental setup

favouring the production of smaller molecules The extendof conversion increases with increase of temperature and itcan be seen that with higher conversion the major productsformedwill be the gaseous products and the liquid yield beingminimum or nil The effect of different catalysts on the liquidyield and the product distribution becomes less significantwith increasing temperatureThe reaction taking place will besimilar to thermal degradation [8]

35 Effect of Flow Rate of Nitrogen Gas The inert gas flowingthrough the reaction does not affect the reaction directly butit can produce a slight change in the liquid yield Usually thenitrogen flow rate was chosen to be relatively high in order tomove the volatile primary products from the reactor and keepsecondary reactions at a minimum This actually favours theliquid yield But studies of Gulab et al [8] indicate that highcarrier gas flow rate can enhance the evaporation of liquidproducts which are collected in the condenser This falsifiesthe results of liquid yield By course of experiments it hasbeen found that the optimum flow rate is 10mLmin

The objective of the present work is to synthesize petro-leum based fuel by the catalytic pyrolysis of waste plasticsusing different catalysts optimization of the yield based oncatalyst and reaction conditions and its performance analysisin an IC engine

4 Waste Plastic Oil Production

Polythene is selected as the source of waste plastics since itcomprises a prominent percentage of the waste plastic pro-ducedThe catalysts identified for the study include silica alu-mina zeolites barium carbonate titanium chloride and theircombinations The pyrolysis reaction is carried out in thepolymer to catalyst ratio of 4 1 The reaction temperatureranges between 350 and 450∘C The inert atmosphere for the

pyrolysis is provided by using nitrogen as a carrier gas andthe flow rate is fixed to be 10mLmin These selections havebeen made on the basis of the literature survey that has beencarried out A schematic sketch of the experimental setup isas shown in Figure 2 The setup consists of a ceramic electricheater (reactor) a steel container two condensers two oilcollectors and a nitrogen source (inert gas) The maximumloading capacity of the reactor was 15 kg of waste plasticsThereactor consists of three ceramic heaters each having powerof 2000W arranged in series over a cast iron pipe of 17 cmdiameter and 60 cm lengthThedouble pipe counter flowheatexchanger of length 90 cm functions as the condenser Waterat around 28∘C (room temperature) is used as the coolant inthe first condenser and the temperature of water being sup-plied to the second heat exchanger is 10∘C The waste plasticis placed inside a steel container of 15 cm diameter and 20 cmheight at a packing density of 424 kgm3 This container isfinally placed inside the heater The purpose of this containeris to avoid the flow of melted waste plastic downwards undergravity as such a flow can block the passage of the nitrogengas

The waste plastic was mixed with the catalyst in a twinroll mill before it is being supplied to the heater During themixing process the plastic gets heated enough to get devoidof any moisture content The reactor was fixed vertically andnitrogen gaswas introduced into the reactor from the bottomThe flow of nitrogen replaces the air from the reactor and per-mits the pyrolysis reaction under anaerobic condition Beforestarting the heating nitrogen gas is allowed to flow throughthe heater unit to remove the oxygen that is present initiallyThen heater is switched on and the temperature controlleris set to the required operational temperature The vaporfraction formed during the pyrolysis of the plastic inside thereactor flows out along with N

2out of the reactor The gas

mixture is first cooled in the condenser 1 Ordinary room

Journal of Energy 5

Table 2 Optimum properties of plastic oil with different catalysts

Catalyst None BaCO3 Z1 SA1 SA2 SA1 + Z1 Z2Temp (∘C) 450 450 450 425 450 425 450Liquid collected (mL) 80 50 110 145 130 130 100After filtration (mL) 60 40 100 130 120 120 90Calorific value (MJkg) 4135 3661 4515 4136 3683 4457 4224Viscosity (times10minus3 Nsm2) 12699 16534 11891 12865 11995 12066 12245Density (gcc) 08581 09745 08635 09471 09106 09265 08785Flash point (∘C) lt32 mdash lt32 lt32 lt32 lt32 lt32Fire point (∘C) le32 mdash 36 34 36 35 34Cloud point (∘C) minus3 mdash minus2 minus3 minus3 minus2 minus2Pour point (∘C) minus13 mdash minus12 minus12 minus13 minus13 minus12

temperaturewater is supplied to the condenser for the coolingaction The low boiling fractions of the vapour fraction willbe condensed and collected in a collector fitted to the con-denser 1 The remaining uncondensed fraction moves to thecondenser 2 The cooling water for condenser is at a temper-ature of 10∘C This low temperature for water is provided byan external refrigeration setup The low boiling componentsmoving through condenser 2 will be condensed and collectedin a collectorThe remaining uncondensed part escapes to theatmosphere

The oil samples are produced without using catalysts andalso in the presence of catalysts such as barium carbonatezeolite 1 (pore size sim4 A) silica alumina 1 (SA1) (silica(sim30 nm) 833 alumina (sim30 nm) 167) silica alumina 2(SA2) (silica 211 alumina 789) SA1 + Z1 (70 SA1 30Z1) and zeolite 2 (sodiumY zeolite) at reaction temperaturesranging from 400∘C to 550∘C

Thepolythenewaste is first shredded to sizes of 1-2 cmandthen mixed with the test catalyst (polymer to catalyst ratioof 10 1) uniformly in the two roll mill with friction ratio of1 14Themixed plastic and catalyst are then inserted into theheater assembly and are heated to the required temperatureof approximately 400∘C An inert gas (nitrogen) is passedthrough the heater assembly so as to prevent any kind ofoxidation reaction that may take place Once the temperatureis attained it is maintained for a preset reaction time (say 3hours) After the reaction time is over the heater is switchedoff but the reaction is allowed to take place for another onemore hour so that maximum volatile fraction formed willpass through the two heat exchangersThe condensed volatilefraction is finally collected from the collecting tanks and is fil-tered Now the process is repeated for different temperaturesfor various catalysts

5 Yield of Bio-Oil and Oil Properties

Out of the oil samples produced by different catalysts atdifferent temperatures the samples which showed optimumliquid yield for a particular catalyst are shown alongwith theirproperties in Table 2 It was noted that the liquid yield wasavailable only at temperatures above 350∘C for all catalystsWith the increase in temperature the liquid yield decreasedafter a particular temperature (which was different for

different catalyst) Finally above 600∘C no liquid yield wasobtained for any catalyst thereby making the liquid yield gatebetween 400 and 550∘C Along with the oil obtained a gelportion was also present along with the impurities which wasfiltered and removed From the obtained results of liquid yieldand its properties the catalyst combination of silica alumina 1and zeolite 1 (70 SA1 30 Z1) is selected as the best catalystwith the optimum reaction temperature as 425∘C The oilproduced using this optimum catalyst was used for GC-MSand was produced in adequate amount for the preparation ofblends for testing in the engine

6 Chemical Composition of the Oil Sample

Gas chromatography-mass spectrometry (GC-MS) of theselected oil sample was done to examine its chemical compo-sition Chloroform was used as the solvent for the oil sampleThemass spectrum shows a number of peaks showing that theoil is a mixture of a number of compounds The compoundsvary from C

9to C19 showing clear similarities to diesel in

addition to the oil properties showing closeness to that ofdiesel The mass spectrum is shown in Figure 3

The list of compounds shown in themass spectrum alongwith the area is listed in the Table 3 From the area theaverage chemical formula of the sample oil can be calculatedand is obtained as C

1318H2356

(the average chemical formulaof diesel is C

12H23) The equation for the complete combus-

tion of the plastic oil is as follows

C138

H2356+ 1907O

2+ 1907 (376N

2)

997888rarr 1318CO2+ 1178H

2O + 717N

2

(1)

The theoretical air fuel ratio of the plastic oil is found to be1447 Due to the close similarities of the properties of the oilwith diesel the performance test of the oil is done in a CIengine

7 Performance Test of the Blends ina CI Engine

The experimental setup consists of a single cylinder KirloskarCI engine (5 hp 1500 rpm 4 stroke and 500 cc) which is

6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams

Figure 3 Mass spectrum of plastic oil sample (GC-MS)

mechanically loaded by means of a brake drum dynamome-ter The performance of plastic oil blends in a CI engine wasinvestigated and comparedwith pure diesel Five blends of theoil were prepared It includes B10 (10 oil and 90 diesel)B20 (20 oil and 80 diesel) B30 (30 oil and 70 diesel)B50 (50 oil and 50 diesel) and B80 (80 oil and 20diesel) The engine is run using the above seven oils and theresults are compared

The variation of fuel consumption with brake power isshown in Figure 4 With the increase in brake power theengine requires more energy and hence more fuel causing anincrease in fuel consumption It can be seen from the figurethat with the increase in the concentration of the plastic oilin the blends the fuel consumption goes on increasing thereason is the plastic oil has a lesser calorific value than diesel(lower calorific value of plastic oil 4189MJkg)

Journal of Energy 7

Table 3 Chemical composition of plastic oil sample

Peak Retention time (min) Composition Chemical formula Area 4 6738 Indene C9H8 6285 796 2-Butenyl-benzene C10H12 3946 8201 1-Undecene C11H22 73911 11817 1-Dodecene C12H24 78812 12314 Dodecane C12H26 33913 14062 13-Dimethyl-1H-indene C11H14 29114 14278 13-Dimethyl-1H-indene C11H12 33918 158 1-Tridecene C13H26 74119 1621 2-Methyl-naphthalene C11H10 109521 19851 1-Tetradecene C14H28 84222 20172 Tetradecane C14H30 38423 20515 27-Dimethyl naphthalene C12H12 27926 23818 1-Pentadecene C15H30 59927 24122 Pentadecane C15H32 38829 27636 1-Hexadecene C16H32 48430 27919 Hexadecane C16H34 28932 31298 3-Heptadecene C17H34 35733 31556 Heptadecane C17H36 35534 34787 1-Octadecene C18H36 24235 35032 Pentadecane C18H37 2437 38123 1-Nonadecene C19H38 176

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel

Figure 4 Fuel consumption versus brake power

The variation of brake thermal efficiency with brakepower is shown in Figure 5 Brake thermal efficiency isdefined as the ratio of brake power output to the net inputpower Brake thermal efficiency increases with brake poweronly up to a limit beyond which it drops due the incompletecombustion taking place Here with increase in the concen-tration of plastic oil in the blends the efficiency decreaseswhich is due to the higher fuel consumption and the pureplastic oil gives the least efficiency

0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel

Figure 5 Brake thermal efficiency versus brake power

The variation of indicated thermal efficiency with brakepower is shown in Figure 6 Indicated thermal efficiency isdefined as the ratio of indicated power output to the inputpower Even though the frictional power increases with theblend the blends show less efficiency because of its higherfuel consumption Interestingly it can be noticed in the figure

8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)

Figure 6 Indicated thermal efficiency versus brake power

0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel

Figure 7 Mechanical efficiency versus brake power

that the higher blends and pure oil show a higher efficiencythan its lower counterparts This is because the increase infrictional power is less for higher blends as compared to lesserblends

The variation of mechanical efficiency with brake poweris shown in Figure 7 Mechanical efficiency is defined as theratio of brake power to the indicated power It can be seenthat the mechanical efficiency decreases with the increase inblend concentrationThis can be attributed to the increase infrictional power with the increase in blend

The variation of volumetric efficiency with brake poweris shown in Figure 8 Since the test engine is a constant speedengine volumetric efficiency remains the same irrespectiveof the fuel used

0

01

02

03

04

05

06

07

08

0 1 2 3 4

Volumetric efficiency

Volu

met

ric effi

cien

cy (

)

Brake power (kW)

Figure 8 Volumetric efficiency versus brake power

0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel

Figure 9 Air fuel ratio versus brake power

The variation of air-fuel ratio with brake power is shownin Figure 9 With increase in brake power more will bethe fuel consumption and hence the air to fuel ratio willbe decreasing From the figure it can be seen that the airfuel ratio is going on decreasingwith increase in the plastic oilconcentration which is due to the increasing fuel consump-tion with increasing blend

The variation of brake specific fuel consumption withbrake power is shown in Figure 10 Brake specific fuel con-sumption is defined as the amount of fuel required for pro-ducing unit brake power The plastic oil and its blends havehigher bsfc than diesel because of their higher fuel consump-tion arising from their lesser calorific value than diesel

8 Emission Characteristics

From the performance test analysis it can be seen that the testresults of B20 (20 plastic oil and 80 diesel blend) showed

Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100

Figure 10 Brake specific fuel consumption versus brake power

300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20

Figure 11 Carbon monoxide emission (ppm) versus brake power

close similarities with that of diesel So for the analysis ofthe emission characteristics the engine was run with B20and diesel and the emission was analysed using an exhaustgas analyser Emissions analysed were CO emission and NO

119909

emissionThe variation of carbon monoxide content with brake

power is compared for diesel and B20 as shown in Figure 11 Itcan be seen that theCOemission is lesser for B20 as comparedto diesel

From the literature it can be seen that with plastic oilthere is an ignition delay of 25∘ crank angle This ignitiondelay causes a steep rise in the peak pressure causing a highexhaust temperature This is evident from Figure 12 whichshows a comparison of the exhaust gas temperatures of B20and diesel

The variation of NO119909emission with brake power is

compared for diesel and B20 as shown in Figure 13 Theexhaust gas temperature drives a direct relation with the NO

119909

100

120

140

160

180

200

220

240

260

280

0 1 2 3 4Brake power (kW)

Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20

Figure 12 Exhaust gas temperature versus brake power

0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909

emission versus brake power

emission So it is clear that the B20 sample will give higherNO119909emission than with diesel

9 Conclusion

(i) A petroleum based fuel has been produced fromwaste plastic (polythene)

(ii) The optimum catalyst and reactions for catalyticpyrolysis of polythene have been found Based on theyield and thermophysical properties the combinationof silica alumina and zeolite 1 (pore size sim4 A) wasselected as the optimum catalyst

10 Journal of Energy

(iii) The properties of the plastic oil and its chemical com-position have been examined The average chemicalformula was found to be C

1318H2356

and hence theperformance analysis was done in a CI engine

(iv) In the performance analysis in engine even thoughthe plastic oil shows inferior results as compared todiesel the lower blends percentage oils show resultsclose with that of diesel (B10 B20 and B30) Thismakes it a strong competitor in the area of alternatefuels Also the blend B20 has low CO emissions thanfor diesel However the NO

119909emissions are higher for

B20(v) 6415of the production cost is accounted for the cost

of catalysts If cheaper catalysts can be employed theproduction cost can be decreased considerably

(vi) If the gaseous products and solid can be used then theeffective cost will come down even further

(vii) Rather than considering it just as an alternate fuel thepractical importance of this method in waste plasticmanagement adds its value as an alternate fuel

References

[1] A K Panda R K Singh and D K Mishra ldquoThermolysis ofwaste plastics to liquid fuel a suitable method for plastic wastemanagement andmanufacture of value added products a worldprospectiverdquoRenewable and Sustainable Energy Reviews vol 14no 1 pp 233ndash248 2010

[2] httpcipetgovinplastics staticshtml[3] A R Songip TMasuda H Kuwahara andKHashimoto ldquoTest

to screen catalysts for reforming heavy oil from waste plasticsrdquoApplied Catalysis B vol 2 no 2-3 pp 153ndash164 1993

[4] G Manos A Garforth and J Dwyer ldquoCatalytic degradation ofhigh-density polyethylene on an ultrastable-Y zeolite Nature ofinitial polymer reactions pattern of formation of gas and liquidproducts and temperature effectsrdquo Industrial and EngineeringChemistry Research vol 39 no 5 pp 1203ndash1208 2000

[5] M A Uddin K Koizumi K Murata and Y Sakata ldquoThermaland catalytic degradation of structurally different types ofpolyethylene into fuel oilrdquo Polymer Degradation and Stabilityvol 56 no 1 pp 37ndash44 1997

[6] M R Jan J Shah andHGulab ldquoCatalytic degradation ofWastehigh-density polyethylene into fuel products using BaCO

3

asa catalystrdquo Fuel Processing Technology vol 91 no 11 pp 1428ndash1437 2010

[7] N S Akpanudoh K Gobin and G Manos ldquoCatalytic degra-dation of plastic waste to liquid fuel over commercial crackingcatalysts effect of polymer to catalyst ratioacidity contentrdquoJournal of Molecular Catalysis A vol 235 no 1-2 pp 67ndash732005

[8] H Gulab M R Jan J Shah and G Manos ldquoPlastic catalyticpyrolysis to fuels as tertiary polymer recycling method effectof process conditionsrdquo Journal of Environmental Science andHealth vol 45 no 7 pp 908ndash915 2010

TribologyAdvances in

Hindawi Publishing Corporationhttpwwwhindawicom Volume 2014

International Journal of

AerospaceEngineeringHindawi Publishing Corporationhttpwwwhindawicom Volume 2014

FuelsJournal of


Journal ofPetroleum Engineering


Industrial EngineeringJournal of


Power ElectronicsHindawi Publishing Corporationhttpwwwhindawicom Volume 2014

Advances in

CombustionJournal of


Journal of


Renewable Energy

Submit your manuscripts athttpwwwhindawicom


StructuresJournal of


RotatingMachinery


EnergyJournal of


Hindawi Publishing Corporation httpwwwhindawicom

Journal ofEngineeringVolume 2014

Hindawi Publishing Corporation httpwwwhindawicom Volume 2014

International Journal ofPhotoenergy


Nuclear InstallationsScience and Technology of


Solar EnergyJournal of


Wind EnergyJournal of


Nuclear EnergyInternational Journal of


High Energy PhysicsAdvances in

The Scientific World JournalHindawi Publishing Corporation httpwwwhindawicom Volume 2014

2 Journal of Energy

0102030405060708090

100

Worldaverage

NorthAmerica

WestEurope

EastEurope

China India SoutheastAsia

LatinAmerica

Per c

apita

cons

umpt

ion

(kg)

Figure 1 Global per capita consumption of plastics [2]

Table 1 Global consumption of individual plastics [2]

Type of plastic Consumption Polythene (PE) 335Polypropylene (PP) 195Polyvinylchloride (PVC) 165Polystyrene (PS) 85Polyethylene terephthalate (PET) andpolyurethane (PU) 55

Styrene copolymers (ABS SAN etc) 35Blends alloys high performance and specialtyplastics thermosetting plastics and so forth 13

As far as the individual plastics materials are concernedpolyolefins account for 53 of the total consumption Theconsumption of the individual plastic materials is shownin the Table 1 It can be seen that one-third of the globalconsumption of plastic is polytheneThe growth in the globalpolythene demand is estimated to be around 44 annuallyup to 2020 [2]This is the reason behind the selection of poly-thene as the source of waste plastic in this study

The increase in the rate of plastic consumption through-out the world has led to the creation of more and moreamounts of waste and this in turn poses greater difficultiesfor disposal This is because the life duration of plastic (thetime period forwhich the plastic remains in use) is very smallAbout 40 of plastics consumed have duration of life smallerthan one month The service life of plastic products rangesfrom 1 to 35 years depending on the area of application InIndia the weighted average service life of all plastics productscomes to about 8 years This may vary among countriesdepending on the type of consumptionThis short service lifein India reflects that a major share of the plastic consumedhere is short-life products This can be accounted for as theshare of plastics used in packaging which is 42 [1]

2 Different Methods of PlasticWaste Management

The suitable treatment of plastic is the most important factorin waste plastic management This is quite important from

the energetic environmental and economic point of viewEven though the recycling rate for postconsumer plastics hasincreased in the recent years this increase has been onlymeager coming to only around 15 This increase in therecycling is due to the strict legal regulations and growingawareness Different techniques for the waste plastic manage-ment are being followed today [1]

Themajor portion of thewaste plastics has been subjectedto landfill Such a disposal of the waste to landfill is nowstrictly regulated legally The regulations are expected toachieve a reduction of 35 in land filling over the period from1995 to 2020 Also the rising cost and scarcity of land the gen-eration of explosive greenhouse gases (such as methane) ahigh volume to weight ratio of plastics and the poor biodeg-radability of commonly used packaging polymers also makeit an unattractive option

Reprocessing of the used plastics to form new similarproducts is termed as mechanical recycling In this methodthe products obtained are with almost same or less perfor-mance level than the original product Even if the techniqueseems to be ldquoa green operationrdquo it is not cost effective asit requires high energy for cleaning sorting transportationand processing to make a serviceable product Practically it isseen that reprocessing of mixed contaminated plastics yieldsmechanically inferior products lacking in durability com-pared with the original polymers

Biodegradable polymers are those which can be con-verted back to the biomass in a realistic time periodHoweverthere are a number of difficulties over the use of degradableplastics First appropriate conditions are necessary for thedegradation of such plastics such as presence of light for thephotodegradable plastics Second greenhouse gases such asmethane is released when plastics degrade anaerobicallyThisis by enabling microorganisms in the environment to metab-olize the molecular structure of plastic films to produce aninert humus-like material that is less harmful to the environ-ment

Incineration of plastics waste is an alternate method inwhich energy is recovered fromwaste polymersThese hydro-carbon polymers can replace fossil fuels and thereby reducethe CO

2burden on the environment Polyethylene is having

calorific value similar to that of the fuel oil and the energyproduced by incineration of polyethylene is of the same orderas that used in its manufacture making it an attractive optionHowever this method produces green house gases and toxicpollutants giving it a big disadvantage

Cracking process breaks down the long polymeric chainsinto useful smaller molecular weight compounds The prod-ucts of this process are highly useful and can be utilizedas fuels or chemicals in various applications The pyrolysisreaction can be carried out without or in the presence of acatalyst If without catalyst it is thermal cracking or thermol-ysis and if in the presence of catalyst it is catalytic pyrolysis

Thermal cracking or pyrolysis involves the degradationor cracking of the polymeric materials by heating them toa very high temperature The heating should be carried outin the absence of oxygen to make sure that no oxidation ofthe polymer takes placeThe temperature ranges between 350and 900∘C The products formed include a carbonized char

Journal of Energy 3


3 Literature Review




3ndashC15range



2Al2O3



2Al2O3



3when used as a


3as compared to the







4 Journal of Energy

Heater

Reactor

Condenser 2

Oil -2Oil -1

Condenser 1

N2 gas

Thermocouple

Water out Water out

Water in(10∘C)

Water in(28∘C)











Journal of Energy 5














1318H2356




C138

H2356+ 1907O

2+ 1907 (376N

2)

997888rarr 1318CO2+ 1178H

2O + 717N

2

(1)




6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams




Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















Journal of Energy 3


3 Literature Review




3ndashC15range



2Al2O3



2Al2O3



3when used as a


3as compared to the







4 Journal of Energy

Heater

Reactor

Condenser 2

Oil -2Oil -1

Condenser 1

N2 gas

Thermocouple

Water out Water out

Water in(10∘C)

Water in(28∘C)











Journal of Energy 5














1318H2356




C138

H2356+ 1907O

2+ 1907 (376N

2)

997888rarr 1318CO2+ 1178H

2O + 717N

2

(1)




6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams




Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















4 Journal of Energy

Heater

Reactor

Condenser 2

Oil -2Oil -1

Condenser 1

N2 gas

Thermocouple

Water out Water out

Water in(10∘C)

Water in(28∘C)











Journal of Energy 5














1318H2356




C138

H2356+ 1907O

2+ 1907 (376N

2)

997888rarr 1318CO2+ 1178H

2O + 717N

2

(1)




6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams




Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















Journal of Energy 5














1318H2356




C138

H2356+ 1907O

2+ 1907 (376N

2)

997888rarr 1318CO2+ 1178H

2O + 717N

2

(1)




6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams




Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















6 Journal of Energy

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

100

105

110

115

120

125

130

135

Abun

danc

e

Time

(times104)

TIC 1234Ddatams




Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















Journal of Energy 7



0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Fuel

cons

umpt

ion

(kg

hr)

Brake power (kW)

B10B20B30B50

B80B100Diesel



0

5

10

15

20

25

30

0 05 1 15 2 25 3 35 4

Brak

e the

rmal

effici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel



8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















8 Journal of Energy

0

5

10

15

20

25

30

35

40

45

50

Indi

cate

d th

erm

al effi

cien

cy (

)

B10B20B30B50

B80B100Diesel

0 05 1 15 2 25 3 35 4Brake power (kW)


0

10

20

30

40

50

60

70

80

0 05 1 15 2 25 3 35 4

Mec

hani

cal e

ffici

ency

()

Brake power (kW)

B10B20B30B50

B80B100Diesel





0

01

02

03

04

05

06

07

08

0 1 2 3 4


Volu

met

ric effi

cien

cy (

)

Brake power (kW)


0

10

20

30

40

50

60

70

0 05 1 15 2 25 3 35 4

Air

fuel

Brake power (kW)

B10B20B30B50

B80B100Diesel






Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















Journal of Energy 9

0

02

04

06

08

1

12

14

0 05 1 15 2 25 3 35 4

Brak

e spe

cific

fuel

cons

umpt

ion

(kg

kwhr

)

Brake power (kW)

B10B20B30

B50B80B100


300

350

400

450

500

550

0 05 1 15 2 25 3 35

Carb

on m

onox

ide (

ppm

)

Brake power (kW)

DieselB20



119909






119909

100

120

140

160

180

200

220

240

260

280


Exha

ust g

as te

mpe

ratu

re (∘

C)

DieselB20


0

200

400

600

800

1000

1200

0 05 1 15 2 25 3 35Brake power (kW)

NOx

(ppm

)

DieselB20

Figure 13 NO119909



9 Conclusion





1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of



















1318H2356








References







3








FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of





















FuelsJournal of







Advances in



Journal of


Renewable Energy





RotatingMachinery


EnergyJournal of

















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