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Research Papers

Combustion, Performance, and Tail Pipe Emissions of Common Rail Diesel Engine Fueled With Waste Plastic Oil-Diesel Blends

[+] Author and Article Information
Venkatesh T. Lamani

Department of Mechanical Engineering,
BMS College of Engineering,
Bangalore 560019, Karnataka, India
e-mail: venkateshtlnitk@yahoo.com

Ajay Kumar Yadav

Mechanical Engineering Department,
National Institute of Technology Karnataka,
Srinivasanagara, Surathkal,
Mangalore 575025, Karnataka, India
e-mail: ajayyadav.aba@rediffmail.com

Kumar G. N.

Mechanical Engineering Department,
National Institute of Technology Karnataka,
Srinivasanagara, Surathkal,
Mangalore 575025, Karnataka, India
e-mail: gnkumar33@gmail.com

1Corresponding author.

Contributed by the Heat Transfer Division of ASME for publication in the JOURNAL OF THERMAL SCIENCE AND ENGINEERING APPLICATIONS. Manuscript received June 16, 2017; final manuscript received February 13, 2018; published online May 21, 2018. Assoc. Editor: Matthew Oehlschlaeger.

J. Thermal Sci. Eng. Appl 10(5), 051007 (May 21, 2018) (9 pages) Paper No: TSEA-17-1208; doi: 10.1115/1.4039965 History: Received June 16, 2017; Revised February 13, 2018

The demand for plastic is eternally growing in urban areas and producing enormous quantity of plastic waste. The management and disposal of plastic waste have become a major concern worldwide. The awareness of waste to energy retrieval is one of the promising modes used for the treatment of the waste plastic. The present investigation evaluates the prospective use of waste plastic oil (WPO) as an alternative fuel for diesel engine. Different blends (WPO0, WPO30, and WPO50) with diesel are prepared on a volume basis and the engine is operated. Experiments are conducted for various injection timings (9 deg, 12 deg, 15 deg, and 18 deg BTDC) and for different exhaust gas recirculation (EGR) rates (0%, 10%, 15%, and 20%) at 100 MPa injection pressure. Combustion, performance, and tail pipe emissions of common rail direct injection (CRDI) engine are studied. The NOx, CO, and Soot emissions for waste plastic oil-diesel blends are found more than neat diesel. To reduce the NOx, EGR is employed, which results in reduction of NOx considerably, whereas other emissions, i.e., CO and Soot, get increased with increase in EGR rates. Soot for WPO-diesel blends is higher because of aromatic compounds present in plastic oils. Brake thermal efficiency (BTE) of blends is found to be higher compared to diesel.

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Figures

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Fig. 2

(a) Schematic diagram and (b) experimental facility

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Fig. 1

Fourier transform infrared spectroscopy spectrum of waste plastic oil

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Fig. 5

In-cylinder pressure versus crank angle for WPO50 and various EGR rates at (a) 9 deg BTDC, (b) 12 deg BTDC, (c) 15 deg BTDC, and (d) 18 deg BTDC

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Fig. 4

In-cylinder pressure versus crank angle for WPO30 and various EGR rates at (a) 9 deg BTDC, (b) 12 deg BTDC, (c) 15 deg BTDC, and (d) 18 deg BTDC

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Fig. 3

In-cylinder pressure versus crank angle for WPO0 and various EGR rates at (a) 9 deg BTDC, (b) 12 deg BTDC, (c) 15 deg BTDC, and (d) 18 deg BTDC

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Fig. 6

Nitrogen oxide versus injection timing for (a) WPO30 at various EGR rates, (b) WPO50 at various EGR rates, and (c) EGR20 for various blends

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Fig. 7

Carbon monoxide versus injection timing for (a) WPO30 at various EGR rates, (b) WPO50 at various EGR rates, and (c) EGR20 for various blends

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Fig. 8

Smoke opacity versus injection timing for (a) WPO30 at various EGR rates, (b) WPO50 at various EGR rates, and (c) EGR20 for various blends

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Fig. 9

Brake thermal efficiency versus injection timing for (a) WPO30 at various EGR rates, (b) WPO50 at various EGR rates, and (c) EGR20 for various blends

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