This document summarizes the results of an experimental study analyzing the performance of a diesel engine fueled with blends of light fraction pyrolysis oil (LFPO) derived from waste tires. The study included analyzing the brake specific energy consumption, exhaust gas temperature, emissions of carbon monoxide, nitric oxide, and smoke for the diesel engine fueled with diesel and blends containing 5%, 10%, 15%, 20%, and 40% LFPO. The brake specific energy consumption was highest for the 10% LFPO blend while the exhaust gas temperature was highest for the 10% LFPO blend. Carbon monoxide emissions increased with higher LFPO content blends while nitric oxide decreased. Smoke emissions were highest for the 15% LFPO blend.

1. Presented by
Kapura Tudu
Research Scholar
Department of Mechanical Engineering
National Institute of Technology Rourkela Odisha,
India

2. Contents
 Introduction
 Materials and Methods
 Engine Experimental Analysis
 Results and Discussion
 Conclusions
 References

3. Need of Alternative Fuels
 Increasing air pollution
 Depletion of petroleum reserves
 Ever growing vehicle population
 High oil prices

4. Process Flow Chart of Tyre Pyrolysis
Scarp Tyres
Stocking
Pyrolysis unit
Oil (40-45%)
Carbon Black
(30-35%)
Storage
Sieve
Transfer to
Refinery
Carbon Black
Steel Weir
( 3-5%)
Gas
(8-10%)
Moisture
(3-5%)
Sieve
Burning Unit
Storage
Chimney
Storage
Pressing
Sale to market
Transfer to
scrap dealer

5. Light Fraction Pyrolysis Oil
Pyrolysis is the decomposition of organic compounds under oxygen free
(anaerobic) atmosphere that produces gas, oil, carbon black and steel.
1. Reactor 2. Electric motor 3.Sealing elements 4. Flexible connection 5.Oil separator 6.
Heavy oil tank 7. Damper 8.Condenser (8-12) 13. Cooling tower 14. Smooth inspect
mirror 15. Light oil tank 16.Water sealing and gas recycling system 17. Gas burner 18.
Pump 19. Control panel
Fig.1 Pilot Plant for Pyrolysis of Waste Tyres

6. Properties of diesel, TPO*, LFPO
Table 1
Properties
Diesel
TPO
LFPO
Density (kg/m3@20 0C)
830
920
910
viscosity 2-4
3.77
36.06
38
39.2
Abel 50
43
30
Fire point (0C)
56
50
50
Cetane number
45-50
-
25-30
0.72
1.17-4.00
Kinematic
(cSt@40 0C)
Calorific value (MJ/kg)
Flash
point
by
43.8
method (0C)
Sulphur Content ( % w t) 0.29
*Properties of TPO obtained as crude from a lab level pyrolysis reactor

7. Experimental Condition for the samples studied [35]
Table 2
Product
NA1
NA2
Reactor type
A
A
A
B
C
C
C
C
Feedstock
(kg)
25
25
25
1
504
686
175
Average
pressure
(k Pa)
4
4
4
0.9
3.4
530
530
530
536
1
1
1
1
Maximum
Bed
temperature
NA3 EU1 EU2 EU3 EU4 EU5 EU6
EU7
LFPO
C
C
C
86
86
130
80001000
1.2
2.8
1.6
4.7
19
520
513
496
424
520
375-440
5
2
2
1
1
1
( C)
Number of
consecutive
runs
*A=Multiple
3
hearth furnace; B=Laboratory batch reactor; C=Horizontal, pilot reactor, NAI-EU7Data reference from “Vacuum pyrolysis of used tyres”

8. Table 3 FTIR Analysis of light fraction oil compare with diesel fuel
Diesel
LFPO
Wave
number(cm-1)
Bonds
Class of
compounds
Frequency
range (cm-1)
Bonds
Class of
compounds
2921.33
C-H,
Stretch
C-H,
Stretch
C=C,
C=N,
Stretch
O-H,
Bending
Nitrate
C- Cl
C-Br
Alkanes
3095-3005
C=C stretching
Alkenes
Alkanes
3000-2800
C-H stretching
Alkanes
Alkenes,
Amide
1680-1620
C=C stretching
Alkenes
Alcohol
1600-1525
Nitrate
Chloride
Bromide
1520-1220
1035-830
825-650
Carbon-carbon Aromatic
stretching
compounds
C-H bending
Alkanes
C=C stretching
Alkenes
C-H out of
Aromatic
plane bending compounds
2812.72
1605.47
1461.19
1376.55
722.05
468.67

9. GC-MS Analysis of LFPO
 The Gas chromatography (GC) and mass spectrometry (MS) make an
effective combination for chemical analysis.
 The GC-MS analysis identify the various compounds present in the sample
 The GCMS analysis can work on liquids, gases and solids[ 36].

10. Table 4 GC-MS Analysis of major compounds present in LFPO compare with diesel fuel
GC-MS Analysis of LFPO
R. time
Area
(%)
3.290
4.85
4.859
Name of compound
GC-MS Analysis of Diesel
Molecular
formula
R.
time
Area
(%)
Name of compound
Molecular
formula
0.98
1-EthylMetylcyclohexane
6.24
p-Xylene Benzene, 1,3- C8H10
or 3.065
dimethyl
C6H4(CH3)2,
C10H14
Benzene,
C9H12
3.359
1.06
Propyl cyclohexane
5.236
2.17
Benzonitrile
3.782
1.04
5.962
15.24
4.274
3.51
6.035
10.45
5.19
2.19
Benzene,
1,2,3,4- C20H26O,
tetramethyl, o-Cymene
CH3C6H4CH(
CH3)2
D-Limonene
C10H16
1H-Indene, 2,3-dihydro- C9H8
1,1,5-trimethyl-
M-Ethyl
benzene
Decane
5.822
7.356
2.14
2.71
n-Undecane
Dodecane
C11H24
CH3(CH2)10C
H3
12.207
3.77
Naphthalene,
dimethyl
15.959 3.38
n-Hexadecane
CH3
(CH2)14 CH3
12.411
4.58
Quinoline, 4,8-dimethyl
17.885 2.57
Octadecane
13.587
4.65
19.648 1.61
Octacosane
CH3(CH2)16C
H3
C28H58
19.585
2.68
20.476 1.35
Tetracosane
H(CH2)24H
C6H5CN
2,7- C10H8,
C10H6(CH3)2
C9H7N,
C11H18
Naphthalene,
2,3,6- C10H8,
trimethyl
C9H12O
Heptadecanenitrile,
C17H33N.
Octadecanenitrile,
C18H35N,
Hexadecanenitrile
C16H31N
C9H18
C6H11CH2
CH2CH3
methyl C9H12
C10H22

11.  It is found that the major compounds present in the LFPO are p-Xylene
Benzene, 1,3-dimethyl, Benzene, 1-ethyl-4-methyl, D-Limonene, 1HIndene, 2,3-dihydro-1,1,5-trimethyl-, Naphthalene, 2,7-dimethyl, Quinoline,
4,8-dimethyl,
Naphthalene,
2,3,6-trimethyl,
Heptadecanenitrile,
Octadecanenitrile and Hexadecanenitrile. In diesel fuel the compounds are
1-Ethyl-Metylcyclohexane, Propyl cyclohexane, M-Ethyl methyl benzene,
Decane, n-Undecane, Dodecane, n-Hexadecane, Octadecane, Octacosane
and Tetracosane.
 The benzene, Hexadecane, Octadecane, 1-ethyl-4-methyl compounds are
commonly available in both fuels.

12. Experimental Setup
Fig.2 Engine Experimental setup.

13. Table 5 Details of the test engine
Make/model
Kirloskar TAF 1
Brake power (kW)
4.4
Rated speed (rpm)
1500
Bore (mm)
Stroke (mm)
87.5
110
Piston type
Bowl-in-piston
Compression ratio
Nozzle opening pressure (bar)
Injection type
17.5:1
200
23 BTDC
Nozzle type
Multi holes
No. of holes
Cooling System
3
Air cooling

14. Fuel tank
Smoke meter
Data Acquisition
system
Gas Analyzer
Load cell
Engine
Fig. 3 Photographical view of engine setup

16.  As the load increases, the BSEC decreases for diesel, and all the LFPO
diesel blends, because of increase in cylinder temperature.
 The BSEC for diesel is found to be the lowest among all the fuels tested in
this study. This is attributed to a better and complete combustion and higher
heating value than these of LFPO blends.
 The engine consumes more fuel with the LFPO diesel blends than that of
diesel to develop the same power output. This is because of lower heating
value and higher density of the blends.

17. Exhaust Gas Temperature (EGT)
Exhaust Gas Temperature ( o C)
400
Diesel
LFPO5
LFPO10
LFPO15
LFPO20
LFPO40
350
300
250
200
150
100
50
0
0
1.1
2.2
3.3
4.4
Brake Power ( kW)
Fig. 5 Variation of exhaust gas temperature with the brake power
 The EGT is noticed higher for all the LFPO diesel blends than that of diesel
fuel, throughout the load spectrum.
 The combustion of LFPO blends may be delayed due to higher viscosity and
density. This may be the reason for higher exhaust gas temperature with all
the blends.

18. Emission Parameters
Carbon Monoxide (CO) Emission
Diesel
LFPO5
LFPO10
LFPO15
LFPO20
LFPO40
0.12
CO (g/kWh)
0.1
0.08
0.06
0.04
0.02
0
1.1
2.2
3.3
4.4
Brake Power (k W)
Fig.6 Variation of carbon monoxide with the brake power
 At full load, the CO emission per kWh for all the LFPO blends is
found to be higher in comparison with diesel.
 This may be due to poor mixing and incomplete combustion of blends.

19. Nitric Oxide (NO) Emission
6
Diesel
LFPO5
LFPO10
LFPO15
LFPO20
LFPO40
5
NO (g/kWh)
4
3
2
1
0
1.1
2.2
3.3
4.4
Brake Power (kW)
Fig.7 Variation of nitric oxide with the brake power
 The value of NO emission is found to be the highest for diesel at full load among all
the fuels tested in this study.
 This may be due to higher heating value and complete combustion of diesel fuel
 The value of NO emission higher for diesel is 1.290 g/kWh at full load.

20. Smoke Emission
100
Smoke Opacity (%)
90
Diesel
5LFPO
10LFPO
15LFPO
20LFPO
40LFPO
80
70
60
50
40
30
20
10
0
0
1.1
2.2
Brake Power (kW)
3.3
4.4
Fig. 8 Variation of smoke emission with the brake power
 Smoke is occurred due to the incomplete combustion inside the combustion
chamber, and normally formed in the rich zone [38-41].
 With an increase in the load, the air fuel ratio decreases as the fuel injected
increases, and hence results in higher smoke.
 The smoke emission for diesel is found to be the lowest at full load among all the
fuels in this study.
 The LFPO has high density and viscosity so high smoke emission is recorded.

21. Conclusions
The conclusions of the investigation are as follows:
 The BSEC for diesel is 12.29 MJ/kWh at full load and it is approximately
12.75,
14.4,
13.33,
11.8
and
11.35
MJ/kWh
for
the
LFPO5, LFPO10, LFPO15, LFPO20 and LFPO40 diesel blends
respectively.
 The BSEC is found to be the lowest for LFPO40 11.35 MJ/kWh at full load.
May be present high boiling point compound
temperature .
perform good at high
 The
EGT value for diesel at full load was 338 o C and
340, 370, 345, 344, 339 o C for LFPO5, LFPO10, LFPO15, LFPO20 and
LFPO40 respectively at full load.
 The CO emission for diesel, LFPO5, LFPO10, LFPO15, LFPO20 and
LFPO40 are to be found 0.01454, 0.013359, 0.0440, 0.03067, 0.03144 and
0.03229 g/kW h respectively, at full load operation respectively.
 The CO emission decreases with increasing load but in full load LFPO10
has more 0.044 g/kWh compare to other blends.

22.  The values of NO emission for diesel, LFPO5, LFPO10, LFPO15, LFPO20
and LFPO40 are 1.290, 1.1885, 0.6776, 0.524, 0.86817 and 1.08201 g/kWh
respectively, at full load operation.
 The NO emission is found to be higher for LFPO5 blend compared to all
fuels.
 The
values
of
smoke
emission
diesel, LFPO5, LFPO10, LFPO15, LFPO20 and LFPO40
61.2,78, 93.9, 95, 82.2and 69.2 % respectively, at full load operation.
for
are
 The LFPO15 blend is optimum smoke emission and diesel is less in
percentage.

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