ANALYSIS OF DIESEL FUEL FROM PLASTIC WASTES BY CATALYTIC PYROLYSIS

2012 ANALYSIS OF DIESEL FUEL FROM PLASTIC WASTES BY CATALYTIC PYROLYSIS

MECHANICAL ENGINNERING 2K8 BATCH B.I.T SINDRI 4/30/2012

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BIT SINDRI The Project “Analysis of Diesel produced by pyrolysis of Plastic Wastes” has been undertaken by the following students of 4th year Mechanical Engineering from BIT SINDRI

Name

Roll No.

Kartik Pd. Rajak

080039

Kumar Abhishek

080041

Manish Kumar

080048

Mannu Choudhary

080050

Navneet Kumar

080057

Nikhil Hansda

080058

Nikhil Kr. Jha

080059

Niraj Kumar

080061

Pawan Kumar

080064

PrakashRanjan

080069

Tarun Kr. Singh

080099

Under the able guidance of Prof. Rajan Kumar

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INDEX 1. Introduction……………………………………………………………………………………… 06 2. Acknowledgement ……………………………………………………………………………. 07 3. Energy Crisis Scenario In India…………………………………………………………… 08 4. Pyrolysis  Plastic waste management……………………………………………………..09  What Is Pyrolysis?.......................................................................10  Pyrolysis as recovering value from wastes……………………………….11  Pyrolysis of Plastic Wastes……………………………………………………….12  Flow Chart for Pyrolysis……………………………………………………………13 5. Pyrolysis Process  Process Description………………………………………………………………… 14  Benefits of Pyrolysis………………………………………………………………… 17 6. Distillation of Crude Plastic Oil  Normal Distillation…………………………………………………………………… 18  Vacuum Distillation……………………………………………………………………19 7. Fuel Properties  Analysis of Raw Material ( MSW)……………………………………………… 21  Analysis of Poly-crack Fuel Collected………………………………………… 21  Analysis of Diesel collected from Plastic Wastes…………………………22

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8. Diesel engine  Definition of Diesel Engine………………………………………………………….23  Working of Diesel Engine…………………………………………………………….23  Experimental Apparatus……………………………………………………………...24

9. Experimental Apparatus  Specifications of Diesel Engine…………………………………………………….25  Rope Break Dynamometer…………………………………………………………..26  Measurement of Air consumption by Air Box Method………………….28 10. Engine Performance Calculations  Calculation of load percentage…………………………………………………….30  Calculation of Mass flow rate of fuel…………………………………………….31  Calculation of Heat Input………………………………………………………………31  Calculation of Thermal Brake efficiency………………………………………..31  Calculation of Brake specific fuel consumption……………………………..32  Measurement of Air consumption………………………………………………..32  Calculation of volumetric efficiency………………………………………………33  Calculation of Brake Mean effective pressure……………………………….34  Calculation of Air-Fuel ratio…………………………………………………………..34 11. Table of Experimental Records  Diesel as Fuel at different Load %....................................................35  5% Blend at different Load %...........................................................39

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 10% Blend at different Load %.........................................................43  20% Blend at different Load %.........................................................47

12. GRAPHS  Brake Thermal Efficiency versus Load Percentage………………………..51  Brake Thermal Efficiency versus Brake Power………………………………52  Brake Specific Fuel Consumption versus Load %.............................53  Volumetric Efficiency versus Load %...............................................54  Brake Specific Fuel Consumption Vs. Brake Power……………………….55  Volumetric Efficiency versus Brake Power……………………………………56  Brake Power versus Mean Effective Pressure……………………………….57  Brake Power versus Exhaust Temperature……………………………………58

13. Smoke-Meter  General application areas…………………………………………………………….59  Specific application areas……………………………………………………………..59  Basic operating principle………………………………………………………………59  Mechanical description…………………………………………………………………60  Unit……………………………………………………………………………………………… 60

14. Smoke-Meter readings  Reading of Smoke-Meter using different blends…………………………..61  Graph of Smoke-meter versus Load %.............................................62 15. Inference…………………………………………………………………………………………………63 16. Conclusion……………………………………………………………………………………………….65

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INTRODUCTION The Rapid depletion of fuels and their ever increasing costs have led to an intensive search for alternative fuels. The most promising technology in today’s world is the Recycling of waste materials and their value- addition. Our project deals with understanding the basic concepts of pyrolysis technique i.e. the thermo chemical decomposition of organic material at elevated temperatures in the absence of oxygen. It also deals with concept of crude oil refining and distillation to separate the various fractions such as naphthalene, petrol, diesel, kerosene. Etc. We also recorded the emission (the amount of blackness) produced during the engine testing for different blends. The main theme of the project is to test the fuel on engine in order to determine its efficiency and compare it with different blend mixture of diesel with the diesel fraction produced by the pyro- crack/ pyrolysis process in-order to select the best blend. This is important because we need to develop better, cheap and clean alternative fuels for a greener future.

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ACKNOWLEDGEMENT First of all, we would like to express my heartfelt thanks and immense respect to Mr Nitin Bondal and Mr T.R. Rao (of Sustainable Technologies & Environmental Projects Pvt Ltd.) whose scholarly guidance and help to provide us the facilities to carry out the poly-crack technology and produce plastic fuel from the waste plastic materials. We are indebted to him for his patient listening to all my queries and his valuable help in teaching me the basics of poly-crack technology. I would also like to express our sincere gratitude to Mr. A.K. SINHA of CIMFR Digwadih to guide us during the distillation process. Lastly, I would like to thanks my Professor In- Charge, Mr. Rajan Kumar who provided us the opportunity to work in this new field of development of alternate fuels to replace diesel and gasoline.

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Energy Crisis Scenario in India With high economic growth rates and over 17 percent of the world’s population, India is a significant consumer of energy resources. India, at 1.17 billion people, is the second most populated country in the world. Despite the global financial crisis, India’s energy demand continues to rise. India consumes its maximum energy in Residential, commercial and agricultural purposes in comparison to China, Japan, Russia, EU-27 and US.

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Plastic Waste Management The Polymer Energy system is an award-winning, innovative, proprietary process to convert waste plastics into renewable energy. Plastics play a very important role in our daily lives. Throughout the world the demand for plastic, particularly plastic packaging, continues to rapidly grow. Previous waste management methods such as landfill disposal, incineration, and recycling have failed to provide opportunities for the complete reuse of plastic waste. The Polymer Energy system uses a process called catalytic pyrolysis to efficiently convert plastics to crude oil. The system provides an integrated plastic waste processing system which offers an alternative to landfill disposal, incineration, and recycling—while also being a viable, economical, and environmentallyresponsible waste management solution.

The Polymer Energy system uses a process called which offers an alternative to landfill disposal, incineration, and recycling—while also being a viable, economical, and environmentally-responsible waste management solution.

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What is Pyrolysis? Pyrolysis is a thermo chemical decomposition of organic material at elevated temperatures in the absence of oxygen. Pyrolysis typically occurs under pressure and at operating temperatures above 430 °C (800 °F). The word is coined from the Greek-derived elements pyr "fire" and lysis "separating". Pyrolysis is a special case of thermolysis, and is most commonly used for organic materials, being, therefore, one of the processes involved in charring. The pyrolysis of wood, which starts at 200–300 °C (390–570 °F), occurs for example in fires or when vegetation comes into contact with lava in volcanic eruptions. In general, pyrolysis of organic substances produces gas and liquid products and leaves a solid residue richer in carbon content. Extreme pyrolysis, which leaves mostly carbon as the residue, is called carbonization. The process is used heavily in the chemical industry, for example, to produce charcoal, activated carbon, methanol, and other chemicals from wood, to convert ethylene dichloride into vinyl chloride to make PVC, to produce coke from coal, to convert biomass into syngas and bio-char, to turn waste into safely disposable substances, and for transforming medium-weight hydrocarbons from oil into lighter ones like gasoline. These specialized uses of pyrolysis may be called various names, such as dry distillation, destructive distillation, or cracking. Pyrolysis differs from other high-temperature processes like combustion and hydrolysis in that it does not involve reactions with oxygen, water, or any other reagents. In practice, it is not possible to achieve a completely oxygen-free atmosphere. Because some oxygen is present in any pyrolysis system, a small amount of oxidation occurs.

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PYROLYSIS AS RECOVERING VALUE FROM WASTE With an increase in population, urbanization and technology advancement, the amount and type of waste generated by various sectors is rapidly increasing, causing negative impacts on health and the environment. Pyrolysis is the thermal decomposition of waste into gas and solid phases in the absence of the external oxygen supply. The process takes place under the temperatures typically around 500°C. The gaseous product of pyrolysis can undergo the following transformations in downstream processes:  



Cooling down followed by oil condensing; liquefaction is applicable for a limited number of feedstock, such as plastics or rubber. Cracking and cleaning in order to be used as fuel in a gas engine; pyrolysis gas conditioning is a complicated problem and additional drawback is that further treatment of the pyrolysis char will be performed at the high temperatures around 1500 C. Secondary combustion and generation steam in boiler, which consequently will be sent to steam turbine to generate electricity.

Some of the advantages of pyrolysis are that the pyrolysis process is relatively insensitive to its input waste, combustion products associated with the burned solid waste are not generated, and dioxins formation can be efficiently prevented.

Application

Waste-toEnergy

Feedstock to pyrolysis system

Products of pyrolysis

 Municipal Solid Waste (MSW)

 Electrical energy

 Waste plastics

 Steam

 Medical waste

 Black carbon

 Rubber and tires

 Oil

 E-waste

 Non-oxidized metals

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Pyrolysis of Plastic wastes All plastics are polymers manufactured from the petroleum lighter like propylene, mostly containing carbon and hydrogen and few elements like chlorine, nitrogen etc. Polymers are made up of molecules called as monomers which combine and form single molecule called polymer.

ends other small large

When this long chain of monomers breaks at certain points or when lower molecular weight fractions are formed this is termed as degradation of polymer. This is the reverse of polymerization. In the process of conversion of waste plastic into fuels random DePolymerization is carried out in a specially designed Reactor in the absence of oxygen and in the presence of a proprietary catalyst. The maximum reaction temperature is 3500C. The plastics are converted completely into value added fuel products. You can recycle: Polypropylene - trash cans, tie bands, DVD cases, junk food wrappers, etc. Polyethylene - wrapping paper, super market bags, clothes, plastic bottle caps, etc. Polystyrene - Styrofoam, etc.

All plastics including Polyethylene, Polypropene, Polystyrene, PVC, PVA, Industrial plastics, automobile fluff, bio-medical waste etc. Polyethylene and polypropylene are pure hydrocarbons. However, they are arranged in long chains. If you chop those chains into shorter ones, you get oil. If you chop them even shorter, you get diesel. If you chop them again, you get gasoline and eventually burnable gas.

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FLOW CHART FOR PYROLYSIS OF PLASTIC WASTES INTO FUEL COLLECTION AND SEGREGATION OF PLASTIC WASTES

STORING OF PLASTIC WASTES

SHREDDING OF WASTES

FEEDING INTO HOPPER

FLOW OF WASTES INTO HEATING VESSEL IN PRESENCE OF CATALYST

MOVEMENT OF LIQUID-VAOUR INTO CONDENSER

TAPPING OF LIQUID FUEL (PRODUCT)

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PROCESS DESCRIPTION  Brief plant layout and operational procedure The existing plant has a capacity to process 25 to 50 kg of different organic wastes per batch operation. The plant is installed on a small MS rectangular structure with centralized electrical control panel. The cooling water desired for condenser cooling is provided by water circulation. The gases generated during the plant processing are burnt nearby on the vent pipe as soon as they catch fire during material processing. The plant is loaded with the weighed quantity of organic wastes. The loading point is closed after the completion of material loading in the reactor. Heating from the control panel is then started gradually. The temperature profile of each batch is logged. As soon as the temperature reaches 150°C the gases generated during the process are passed over a patented catalyst cartridge and allowed to pyro-crack. The gas passes through the condenser where water and liquid fuel condensed is separated out and the gas is allowed to vent through the vent line. The vent line is ignited and the gas is allowed to burn. The liquid collected in the condenser is periodically drained and at the end of the run oil and water are separated out. The total process lasts for about 4-5 hours. At the end of each operational cycle the residue is separately collected and weighed.

 Power and utilities consumption: Power consumption of the plant is to the tune of 6kW-hr which includes heating as well as water circulation pump. Water required for condenser is currently recycled by water circulation pump from main storage tank.

 Waste generation and disposal methods: The carbonaceous residue is collected in a gunny bag. Same is proposed to be used as solid fuel similar to coke. The water collected along with oil will be separated out by a different process. There is good amount of calorific value in the gas produced which is notified by distinct blue color flame. This gas has a potential to be used as fuel.

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MAIN PYROLYSIS PLANT

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The figure on the left is the temperature control device of the main heating vessel of the pyrolysis unit. The figure below is the condenser of the machine which is water-cooled.

MAIN PARTS OF PYROLYSIS PLANT

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Benefits of Pyrolysis: Waste is one of the major challenges which modern world is facing today. Every year billions tons of waste are generated and these amounts are rising steadily. Some major wastes which affect our environment are:       

Municipal Solid Waste (MSW) Different types of plastics Old tyres and rubber Auto Shredder Residue (ASR): plastics, rubber, fabrics, wires, etc. Organic waste: wood chips, saw waste, oil sludge, paper pulp sludge, poultry litter Medical waste from hospitals Electronic waste: computer boards, cables and wires

Wastes such as MSW, electronic-waste, scrap tyres are currently either difficult to recycle or not 100% recyclable, while other waste such as medical waste is not recyclable and shall be disposed. Another typical example is goods packaging (e.g. food) when plastic attached to other materials (aluminum / polymer laminate). Pyrolysis has a number of important advantages over incineration. 







 

The pyrolysis system for treatment of MSW and other wastes demonstrates excellent practical performance in controlling the emission of harmful substances such as dioxins with levels dramatically lower than regulation values. The pyrolysis facility is self-sustainable, i.e. fuel is required only for start-up operations. Steam and/or electricity generated during operation is further supplied outside of the facility to the customers. The pyrolysis plant does not produce waste water effluent from the gas cleaning system. Along with this obvious environmental advantage it also makes the system less expensive. Another environmental aspect is the reduction of the residuals to be sent for landfill disposal. Some remaining non-toxic ashes can also be used in the building industry. Recovered Metals are non-oxidized and can be further used. Can treat both low calorific and high calorific waste.

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NORMAL DISTILLATION OF CRUDE PLASTIC OIL After manufacture of crude plastic oil by using the poly-crack technology of Sustainable Technologies & Environmental Projects Pvt Ltd. we had to separate its different fractions. For this purpose we had to undertake its normal distillation under atmospheric conditions up to 150°C and then normal distillation under vacuum pressure.Distillation is a method of separating mixtures based on differences in volatilities of components in a boiling liquid mixture. Distillation is a unitoperation, or a physical separation process, and not a chemical reaction. The application of distillation can roughly be divided in two groups:  Laboratory scale  Industrial distillation The main difference between laboratory scale distillation and industrial distillation is that laboratory scale distillation is often performed batch-wise, whereas industrial distillation often occurs continuously. In batch distillation, the composition of the source material, the vapors of the distilling compounds and the distillate change during the distillation. In batch distillation, a still is charged (supplied) with a batch of feed mixture, which is then separated into its component fractions which are collected sequentially from most volatile to less volatile, with the bottoms (remaining least or non-volatile fraction) removed at the end. The still can then be recharged and the process repeated.

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In continuous distillation, the source materials, vapors, and distillate are kept at a constant composition by carefully replenishing the source material and removing fractions from both vapor and liquid in the system. This results in a better control of the separation process.

VACUUMDISTILLATION Some compounds have very high boiling points. To boil such compounds, it is often better to lower the pressure at which such compounds are boiled instead of increasing the temperature. Once the pressure is lowered to the vapor pressure of the compound (at the given temperature), boiling and the rest of the distillation process can commence. This technique is referred to as vacuum distillation and it is commonly found in the laboratory in the form of the rotary evaporator. This technique is also very useful for compounds which boil beyond their decomposition temperature at atmospheric pressure and which would therefore be decomposed by any attempt to boil them under atmospheric pressure.

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1: Stirrer bar/boiling chips 2: Still pot 3: Fractionating column, preferably vacuum jacket insulated 4: Thermometer/Boiling point temperature 5: Teflon tap 1, distillate collecting tap 6: Cold finger 7: Cooling water out 8: Cooling water in 9: Teflon tap 2, still isolation tap 10: Vacuum/gas inlet 11: Teflon tap 3, distillate isolation tap 12: Still receiver

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FUEL PROPERTIES  ANALYSIS OF RAW MATERIAL (MIXED PLASTIC WASTES) Properties

UOM

Results

Appearance

Visual

Mixed plastics

Loss of drying

%W/W

0.5

Loss of ignition

%W/W

94

Calorific value

%W/W

4530

 ANALYSIS OF POLYCRACK FUEL COLLECTED PROPERTIES

UNITS

RESULTS

INITIAL BOLING POINT

°C

115

DENSITY @°C

G/ml

0.864 @30

GROSS CALORIFIC VALUE

Cal/G

10800

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 ANALYSIS OF DIESEL FROM PLASTIC FUEL PROPERTY

METHOD

UNIT

RESULTS SPECIFICATIONS OF DIESEL

DENSITY @ 15°C

ASTM 24052

G/ml

0.7729

SULPHUR CONTENT

ASTM 2622

Mg/kg

80.00

FLASHPOINT TEMPERATURE

ASTM D93A

°C

<25.0

MIN: 55°C

CETANE INDEX

ASTM D4737

47.20

46.0

LUBRICITY

CEC-F06-A

MICROMETER

309.0

460.0

OXIDATION STABILITY

ASTM D2274

Mg/100ml

245

MAX: 2.5

WATER

ASTM E0164

Mg/Kg

200

MAX: 200

0.820 – 0.845

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DIESEL ENGINE A diesel engine (also known as a compression-ignition engine) is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel, which is injected into the combustion chamber. This is in contrast to spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which uses a spark plug to ignite an air-fuel mixture. The engine was developed by Rudolf Diesel in 1893. The diesel engine has the highest thermal efficiency of any regular internal or external combustion engine due to its very high compression ratio. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can have a thermal efficiency that exceeds 50 percent. Basic Types of Diesel Engines There are two basic types of Diesel Engines • Four Stroke Cycle • Two Stroke Cycle

WORKING OF DIESEL ENGINES The diesel engine operated on the diesel cycle in which heat is supplied at constant pressure.  1-2……. Adiabatic compression  2-3……..Addition of heat at constant pressure  3-4……… Adiabatic expansion  4-1……… Rejection of heat at constant volume

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Experimental details Experimental Apparatus The engine used in this experiment was diesel engine of Ganga Precision Industries (GP1-4). The engine is a single cylinder type, and has a bore of 80 mm and a stroke of 110 mm .The combustion chamber is cylindrical in shape. The 4stroke, water-cooled, combustion ignition engine is nominally rated at 3.73 Kw @ 740 rpm .The engine is coupled to a rope-break dynamometer to measure the engine torque and load control .The air consumption box was used to measure the air flow of the engine.

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SPECIFICATIONS OF DIESEL ENGINE: ENGINE MAKE

Ganga Precision Industries

MODEL

GP1-4

Bore × Stroke

80.00mm × 110mm

Cylinder

1

Maximum Power

5 HP (3.73 kW)

Specific Torque

48.79 Nm

Coolant

Water

Bore/Stroke ratio

0.727

Dynamometer

Rope-Break

Air Box

MS fabricated with orifice meter and manometer (orifice dia. 9.54 mm)

Fuel Tank

5 litres.

Temperature Sensor

Ni-Cr/ Ni-Al Thermocouple

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ROPE- BREAK DYNAMOMETER A dynamometer is a device for measuring force, moment of force (torque), or power. For example, the power produced by an engine, motor or other rotating prime mover can be calculated by simultaneously measuring torque and rotational speed (RPM).A dynamometer can also be used to determine the torque and power required to operate a driven machine such as a pump. This type of dynamometer is very suitable for measuring the B.P. of an engine of moderate size, it is easy to fabricate and inexpensive. It consists of rope wrapped round the brake drum or flywheel keyed to the crankshaft of an engine whose B.P. is determined. One end of the rope is connected to the spring balance while at the other end is hung a dead weight W. Wooden block are incorporated to check the rope slipping off the brake drum/flywheel. Since, a lot of the heat is produced (due to friction) in this arrangement, the rim of the wheel is water cooled. The arrow shows the direction of rotation of wheel. It is evident from the figure that W opposes the rotation of wheel spring balance S acts otherwise, so the net brake load (which opposes the rotation) is (W-S). W = Dead weight on the rope (newton), S = spring balance reading (newton), D = Diameter of the brake drum/wheel (m), d = Diameter of rope (m), and N = Speed of the engine (r.p.m.) Net load or frictional force acting on the drum/wheel = (W-S) newton The effective radius at which net load acts = (D+d) ÷ 2

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Braking Torque, T = Frictional force × radius = (W – S) × (D+d) ÷2 Nm Power Absorbed = Frictional torque × angle turned in one minute = T × 2∏N = {(W−S) ×½ (D+d) × 2∏N} ÷ 60Nm/sec or J. Brake Power of the dynamometer = {(W−S) × ∏ (D+d) × N} ÷ 60000 kW

Rope brake dynamometer

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MEASUREMENT OF AIR CONSUMPTION Air box method:It consists of an air tight chamber fitted with a sharp edged orifice of known coefficient of discharge. The orifice is located away from the suction connection to the engine. Due to the suction of the engine, there is a pressure depression in the air box or chamber which causes the flow through the orifice. For obtaining a steady flow, the volume of chamber should be sufficiently large compared with the swept volume of the cylinder, generally 500-600 times the swept volume. It is assumed that the intermittent suction of the engine will not affect the air [pressure in the air box as volume of the box is sufficiently large, and pressure in the box remains same. A water manometer is used to measure the pressure difference causing the flow through the orifice. The depression across the orifice should not exceed 100150mm of water.

FIG: Air box method for measuring air consumption

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The dimensions of a suitable air box meter is given by a non-dimensional factor, U={1/(40.94*105)}{ή CV N2 n2/Td4p2}, Where, ή =volumetric efficiency V = Engine swept volume (m3) C = Air box volume (m3) N =Engine speed (rpm) n= no of cylinders T= air temperature (K) d= orifice diameter (m) p= stroke of piston per induction stroke

 NOTE- U<2.5

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ENGINE CALCULATIONS 1.

CALCULATION OF LOAD: (For Engine) Break Power is actual power available from engine for doing the useful work. BP from figure that opposes the rotation of wheel whereas spring balance S acts otherwise, so net Brake loss) which opposes the rotation is (W-S). Considering the engine of 5 BHP ‘P’ is given by formula P=2ΠNT/60000 kW T=P × 60000/2πN kN-m The Torque is measured by Rope Brake Dynamometer Braking torque T= (Frictional Force × radius) x g So T= (W−S) (R + r) × g = (W−S) R× g (Neglecting r=radius of rope) Where; R=load arm in meters W & S in Kg As we observe that Load Arm i.e. R is constant So, For Full Load we calculate the torque and the load is considered to be the maximum load ‘X’ 50% load= {(W−S) × 100/X} × 100

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2.

CALCULATION OF MASS FLOW RATE OF FUEL: Mass flow of fuel is defined as flow of fuel through engine per second As density of fuel is given by ρ = Mass/Volume So, Mass= ρ × volume Now the time for the consumption of fuel is measured by stopwatch Therefore; Mass Flow Rate = Mass/Time

3.

CALCULATION OF HEAT INPUT Heat input is given by the formula = mf x C.V. Where, Mf =mass flow rate of fuel in kg/sec C.V. =calorific value in KJ/Kg

4.

CALCULATION OF BRAKE THERMAL EFFICIENCY Brake thermal efficiency is the ratio of energy in the brake power, bp, to the input fuel energy in appropriate units. ηbth =

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7. CALCULATION OF BRAKE SPECIFIC FUEL CONSUMPTION Brake specific fuel consumption is fuel flow in kg/per required to develop 1 kilowatt of energy.

bsfc= mf / B.P. Where mf = mass flow rate of fuel in kg/hr. and B.P is in watts. 8. MEASUREMENT OF AIR CONSUMPTION Volume of Air passing through orifice =840 × π×

×Cd × √

m3/min

Where, Ρa =density of air d=diameter of orifice in meters =P/RT Cd=0.6 P = Atmospheric Pressure T = Ambient temperature R = Universal gas constant = 287 joules/kg-K hw= difference of pressure head in the two tubes, in cm of water

Similarly, Mass of air passing through the orifice Ma= Va× ρa = 0.066 × Cd ×

√

Kg/min

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9. CALCULATION OF VOLUMETRIC EFFICIENCY OF AN ENGINE It is defined as ratio of actual mass of air drawn into the engine during a given period of time to theoretical mass which would have been drawn in during the same period of time, based upon the total piston displacement of engine, and the temperature and pressure of surrounding atmosphere. Volumetric Efficiency =Volume flow rate at intake condition÷ Swept volume Va = ma RT/ ρ Swept volume is given by Vs = π/4 × L× n Where, Ma = mass of air in Kg/min R = universal gas constant=287 kJ/Kg-K P=Atmospheric Pressure=105 Pa T=ambient temperature D=diameter of Piston L=Length of stroke n = N/2 for 4-stroke engine N = Speed of engine in rpm

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10. CALCULATION OF BRAKE MEAN EFFECTIVE PRESSURE It is a constant uniform pressure which if acting on the face of piston throughout the stroke would have produced the same work area as obtained under actual working conditions. As BP = ( Pbm x LAn )/60000 kW

So In This Project B.P. = Pbm × L × π/4

x n / 60,000 kW

Also B.P. = 2πNT/60000 = {Πdn(W−S)×g /60000} = Z (say)

So

P bm= Z × 60000 / L xπ/4

x N/2 N/m2

11. CALCULATION OF AIR/FUEL RATIO We calculate the air/fuel ration by calculating the ma and mf for various conditions.

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USING DIESEL AS FUEL Case 1: At 9.740 kgs. Or 28.7% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

% Kg/kg

28.7

BRAKE POWER

KW

1.07

TIME OF CONSUMPTION OF 3cc OF FUEL

Sec

23.1

MASS RATE OF FUEL CONSUMPTION

kg/sec

1.08*10^−4

HEAT INPUT

kJ

4.876

BRAKE THERMAL EFFICIENCY

_

21.9

BRAKE SPECIFIC FUEL CONSUMPTION

Kg/KW-hr

0.3633

MASS OF AIR THROUGH ORIFICE

Kg/min.

0.116

VOLUME OF AIR

m3/min.

0.0983

VLOUMETRIC EFFICIENCY

_

48.07

MEAN EFFECTIVE PRESSURE

Bar

3.203

AIR- FUEL RATIO

_

17.92

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CASE 2: At 13.725 kgs. Or 40.55% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

40.55

BRAKE POWER

KW

1.51


Sec

22


Kg/sec

1.13*10^−4

HEAT INPUT

KJ

5.06


_

29.84


Kg/KW-hr

0.2694


Kg/min.

0.1114

VOLUME OF AIR

m3/min.

0.094


_

46.12


Bar

4.513

AIR- FUEL RATIO

_

16.43

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UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

52.3

BRAKE POWER

KW

1.95


Sec.

19.7


Kg/sec

1.26*10^−4

HEAT INPUT

KJ

5.64


_

34.6


Kg/KW-hr

0.2323


Kg/min

0.1100

VOLUME OF AIR

m3/min

0.0932


_

45.55


Bar

5.82

AIR- FUEL RATIO

_

14.55

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Case 4: At 19.52 kgs. Or 57.50% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

57.5

BRAKE POWER

KW

2.15


Sec

14.6


Kg/sec

1.7*10^-4

HEAT INPUT

KJ

7.64


_

28.25


Kg/KW-hr

0.2846


Kg/min

0.1079

VOLUME OF AIR

m3/min

0.091


_

44.67


bar

6.4

AIR- FUEL RATIO

_

10.57

P a g e | 39

5% DIESEL FROM PLASTICS + 95% DIESEL CASE 1: At 9.74 kgs or 28.7% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

28.7

BRAKE POWER

KW

1.07


sec

22


Kg/sec

1.136*10^-4

HEAT INPUT

KJ

5.09


_

21.02


Kg/KW-hr

0.3822


Kg/min

0.1133

VOLUME OF AIR

M3/min

0.096


_

46.94


Bar

3.203

AIR- FUEL RATIO

_

16.62

P a g e | 40


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

40.55

BRAKE POWER

KW

1.51


sec

19


Kg/sec

1.262*10^-4

HEAT INPUT

KJ

5.65


_

26.7


Kg/KW-hr

0.301


Kg/min

0.1123

VOLUME OF AIR

M3/min

0.095


_

46.45


Bar

4.51

AIR- FUEL RATIO

_

14.83

P a g e | 41

CASE 3 : At 17.74 kgs or 52.3% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

52.3

BRAKE POWER

KW

1.952


sec

16.3


Kg/sec

1.533*10^−4

HEAT INPUT

KJ

6.87


_

28.4


Kg/KW-hr

0.2827


Kg/min

0.1098

VOLUME OF AIR

M3/min

0.093


_

45.47


Bar

5.84

AIR- FUEL RATIO

_

11.93

P a g e | 42

Case 4: At 19.52 kgs or 57.5% load conditions PROPERTY

UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

57.5

BRAKE POWER

KW

2.15


sec

14.4


Kg/sec

1.73*10^-4

HEAT INPUT

KJ

7.78


_

27.63


Kg/KW-hr

0.2905


Kg/min

0.1068

VOLUME OF AIR

M3/min

0.09


_

44.01


Bar

6.4

AIR- FUEL RATIO

_

10.25

P a g e | 43


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

28.7

BRAKE POWER

KW

1.07


sec

21.8


Kg/sec

1.149*10^-4

HEAT INPUT

KJ


_

20.76


Kg/KW-hr

0.3865


Kg/min

0.113

VOLUME OF AIR

M3/min

0.096


_

46.94


Bar

3.203

AIR- FUEL RATIO

_

16.43

5.14

P a g e | 44


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

40.55

BRAKE POWER

KW

1.51


sec

18.3


Kg/sec

1.369*10^−4

HEAT INPUT

KJ

6.141


_

24.58


Kg/KW-hr

0.3264


Kg/min

0.1123

VOLUME OF AIR

M3/min

0.095


_

46.45


Bar

4.51

AIR- FUEL RATIO

_

13.67

P a g e | 45


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

52.3

BRAKE POWER

KW

1.952


sec

16.3


Kg/sec

1.546*10^-4

HEAT INPUT

KJ

6.935


_

28.14


Kg/KW-hr

0.2851


Kg/min

0.1094

VOLUME OF AIR

m3/min

0.093


_

45.47


bar

5.82

AIR- FUEL RATIO

_

10.11

P a g e | 46


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

57.5

BRAKE POWER

KW

2.15


sec

14.23


Kg/sec

1.760*10^-4

HEAT INPUT

KJ

7.8


_

27.23


Kg/KW-hr

0.2947


Kg/min

1.068

VOLUME OF AIR

m3/min

0.09


_

44.01


bar

6.4

AIR- FUEL RATIO

_

11.79

P a g e | 47


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

28.7

BRAKE POWER

KW

1.07


sec

23.65


Kg/sec

1.063*10^-4

HEAT INPUT

KJ

4.77


_

22.42


Kg/KW-hr

0.3576


Kg/min

0.114

VOLUME OF AIR

m3/min

0.094


_

46.16


bar

3.2

AIR- FUEL RATIO

_

17.46

P a g e | 48


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

40.55

BRAKE POWER

KW

1.51


sec

20.82


Kg/sec

1.207*10^-4

HEAT INPUT

KJ

5.42


_

27.81


Kg/KW-hr

0.2877


Kg/min

0.111

VOLUME OF AIR

m3/min

0.094


_

45.96


bar

4.51

AIR- FUEL RATIO

_

15.32

P a g e | 49


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

52.3

BRAKE POWER

KW

1.952


sec

17.07


Kg/sec

1.473*10^-4

HEAT INPUT

KJ

6.61


_

29.53


Kg/KW-hr

0.2716


Kg/min

0.1100

VOLUME OF AIR

m3/min

0.0932


_

45.57


bar

5.8

AIR- FUEL RATIO

_

12.44

P a g e | 50


UNIT

RESULTS

LOAD PERCENTAGE

Kg/kg

57.5

BRAKE POWER

KW

2.15


sec

14.86


Kg/sec

1.69*10^-4

HEAT INPUT

KJ

7.591


_

28.32


Kg/KW-hr

0.2831


Kg/min

0.1093

VOLUME OF AIR

m3/min

0.0926


_

45.28


bar

6.4

AIR- FUEL RATIO

_

10.76

P a g e | 51

BRAKE THERMAL ƞ Vs LOAD PERCENTAGE 40

35

BRAKE THERMAL ƞ

30 0% BLEND

25

20

5% BLEND

15 10% BLEND 10 20% BLEND

5

0 28.7

40.55

52.3

LOAD %

57.5

Graph No 1: Brake Thermal Efficiency versus Load Percentage

P a g e | 52

BRAKE THERMAL ƞ Vs BRAKE POWER 40 35

BRAKE THERMAL ƞ

30 25 0% BLEND

20

5% BLEND 10% BLEND

15

20% BLEND 10 5 0 1.07

1.51

1.952

2.15

BRAKE POWER (Kw)

Graph No 2: Brake Thermal Efficiency versus Brake Power

P a g e | 53

BRAKE SPECIFIC FUEL CONSUMPTION Vs LOAD % 0.4 0.35

B.F.S.C. (Kg/KW-hr)

0.3 0.25 0% BLEND

0.2

5% BLEND 10% BLEND

0.15

20% BLEND 0.1 0.05 0 28.7

40.55

52.3

57.5

LOAD %

Graph No 3: Brake Specific Fuel Consumption versus Load %

P a g e | 54

VOLUMETRIC ƞ Vs LOAD % 49

48

47

VOLUMETRIC ƞ

46

45

0% BLEND

44

5% BLEND 10% BLEND 43

20% BLEND

42

41

40

39 28.7

40.55

52.3

57.5

LOAD %

Graph No 4: Volumetric Efficiency versus Load %

P a g e | 55

BRAKE POWER Vs BRAKE SPECIFIC FUEL CONSUMPTION 0.4

0.35

B.S.F.C. (Kg/KW-hr)

0.3

0.25 0% BLEND

0.2

5% BLEND 10% BLEND

0.15

20% BLEND 0.1

0.05

0 1.07

1.51

1.952

2.15

BRAKE POWER (kW)

Graph No 5: Brake Specific Fuel Consumption Vs Brake Power

P a g e | 56

BRAKE POWER Vs VOLUMETRIC ƞ 49 48 47

VOLUMETRIC ƞ

46 45 0% BLEND

44

5% BLEND 10% BLEND

43

20% BLEND 42 41 40

39 1.07

1.51

1.952

2.15

BRAKE POWER (kW)

Graph No 6: Volumetric Efficiency versus Brake Power

P a g e | 57

BRAKE POWER V/S MEAN EFFECTIVE PRESSURE 7

MEAN EFFECTIVE PRESSURE (bar)

6

5

4 0% BLEND 5% BLEND 3

10% BLEND 20% BLEND

2

1

0 1.07

1.51

1.952

2.15

BRAKE POWER (KW)

Graph No 7: Brake Power versus Mean Effective Pressure

P a g e | 58

BRAKE POWER Vs EXHAUST TEMPERATURE 400

350

EXHAUST TEMPERATURE (°C)

300

250

0% BLEND

200

5% BLEND 10% BLEND 20% BLEND

150

100

50

0 28.7

40.55

52.3

57.5

BRAKE POWER (KW)

Graph No 8: Brake Power versus Exhaust Temperature

P a g e | 59

Specifications of Smoke meter 1. GENERAL APPLICATION AREAS The AVL437C SMOKE METER is used to measure the emission of air-polluting substances from the Diesel vehicle as per ECE-R24 It met the requirements for smoke measurement equipment (opacity measurement equipment) as stipulated in ECE-R24 and ISO3173. It is used to check and approve emissions of auto ignition combustion engines and measure the opacity and absorption of the vehicle tested for approval, with printed documents.

2. SPECIFIC APPLICATION AREAS  Periodic measurements of the opacity of exhaust gases from diesel engines of passenger cars, trucks, buses, agricultural and construction plant etc. in accordance with legal requirements.  For checking exhaust gas opacity in diesel vehicles and approval by the authorities.  Measurement of peak opacity during free acceleration.

BASIC OPERATING PRINCIPLE The AVL-437C SMOKEMETER measures the opacity of polluted exhaust gases. The opacity is the extinction of light between light source and the receiver. The gas to be measured is fed into a chamber with non-reflective inner surfaces. The effective length absorption track is determined by taking into consideration possible influences of devices used to protect the light source and the photocell. The effective length is 0.430±0.005m. Light scatter on the photocell from reflections or diffused light inside the chamber is reduced to a minimum by the use of matt black light traps. The light source is an incandescent bulb with a color temperature between 2800˚K and 3250˚K.

P a g e | 60

The receiver is a photocell with a spectral sensitivity tuned to the sensitivity curve of the human eye. The entire electric circuitry, including the display, is designed so that so that the current delivered from the photocell is a linear function of the intensity of the received light within operating temperature range. The absorption coefficient is calculated in accordance with ECE-R24 ISO 3173.With an absorption coefficient of 1.7m-1.The response time of the electrical circuit, specified as the time within which the indicator reaches 90% of the full scale when a completely opaque plate is placed in front of the photocell, is between 0.9 and 1.1 seconds. The temperature of the gas to be measured should be between 70 and 130˚C at each point is the measurement chamber. An appropriate temperature sensor connected to a regulator ensures that temperature in the measurement chamber is maintained at 100±5˚C.The equipment has a microprocessor controlled program sequence to check the measurements process and to store such values as pressure, temperature, opacity, absorption.

MECHANICAL DESCRIPTION The unit consists of a housing which contains the measurements chamber, the smoke gas flow system pipes, two fans to prevent soiling of the detector and the source assemblies, calibration plate for the linearity check and exhaust gas inlet and outlet connections. All components exposed to the exhaust gas are corrosion protected.

UNIT The AVL Smoke Meter is a filter-type smoke meter for measuring the soot content in the exhaust of diesel and GDI engines. The variable sampling volume and thermal exhaust conditioning assures a wide applications range, e.g. measurements during engine development or DPF calibration. A defined flow rate is sampled from the exhaust pipe through a clean filter paper in the instrument. The filtered soot causes blackening on the filter paper which is detected by a photoelectric measuring head and evaluated in the microprocessor to calculate the result in FSN (Filter Smoke Number) or mg/m³.

P a g e | 61

SMOKE METER READING FOR DIESEL FUEL LOAD% SMOKEMETER READING SMOKEMETER READING SMOKEMETER READING SMOKEMETER READING AVERAGE

1 2 3 4

0 9.5 9.6 9.8 12.2 10.28

28.7 12.9 11.6 12.0 13.9 12.6

40.55 13.6 13.8 14.2 14.9 14.13

52.3 15.6 16.8 17.1 17.4 16.73

57.5 20.3 21.2 21.6 22.7 21.45

52.3 13.4 14.2 15.1 15.7 14.6

57.5 15.3 15.5 16.2 16.4 15.85

52.3 9.9 12.8 13.2 13.7 12.0

57.5 13.4 16.2 18.0 18.0 16.4

52.3 12.6 16.2 16.9 17.4 15.775

57.5 16.3 18.1 18.0 18.9 17.825

SMOKE METER READING FOR 5%OF PLASTIC FUEL LOAD% SMOKEMETER READING SMOKEMETER READING SMOKEMETER READING SMOKEMETER READING AVERAGE

1 2 3 4

0 4.6 4.0 3.8 3.9 4.075

28.7 8.9 10.0 10.4 9.3 9.65

40.55 11.3 10.9 11.5 11.1 11.2


1 2 3 4

0 5.5 6.9 7.7 8.9 7.25

28.7 8.7 10.4 10.9 9.4 9.85

40.55 8.1 10.4 11.0 12.7 10.55


1 2 3 4

0 7.1 7.4 8.1 9.6 8.05

28.7 4.9 8.5 9.1 9.5 8.0

40.55 10.0 10.3 11.4 11.6 10.825

P a g e | 62

GRAPH SHOWING SMOKE-METER READINGS AT VARIOUS LOAD PERCENTAGES

SMOKEMETER READING Vs. LOAD % 20

SMOKEMETER READING (FSN or mg/m³)

18

16

14

12 0%

10

5% 10%

8

20% 6

4

2

0 0

28.7

40.55

LOAD %

52.3

57.5

P a g e | 63

INFERENCE In the graph 1 Brake Thermal Efficiency of the blends has been compared with diesel fuel at various loads. It is observed that the Brake thermal Efficiency for diesel was higher than other blends operation over entire load range. But among the blends the 20% blend (80% diesel + 20% diesel from plastics) has higher brake thermal efficiency as compared to other blends. Then trend was same for the brake power versus brake thermal efficiency graph. In the graph 3 Brake Specific Fuel Consumption of the blends has been compared with diesel at various loads. It is observed that the Brake Specific Fuel Consumption for diesel is lower than other blends operation over the entire load range but the 5% blend has the lowest b.s.f.c. among all the blends for the first 3 loads and for the fourth load or the maximum load conditions all the blends as well as diesel have similar b.s.f.c. The same is illustrated by the graph 5 in which brake specific fuel consumption is compared against brake power at various load conditions. In the graph 4 volumetric efficiency of the blends has been compared with diesel at various loads. It is observed that the volumetric efficiency for diesel is better than all other blends over the 3 load percentages but at maximum load conditions the 20% blend has the highest volumetric efficiency. The same is illustrated by graph 6 where volumetric efficiency is compared against brake power against load conditions.

P a g e | 64

In the graph 7 brake mean effective pressure has been compared with diesel at various brake power. It is observed that the mean effective pressure is maximum for 20% blend at maximum load conditions. In the graph 8 exhaust temperature of the blends is compared with diesel at various brake power. It is observed that the exhaust temperature is lowest for the diesel but among the blends 20% blend has the lowest exhaust temperature. In the graph of smoke-meter readings for different load conditions it is observed that the amount of soot increases with the increase of load and the FSN (mg/m3) is maximum for diesel as compared to other blends.

P a g e | 65

CONCLUSION Observing the readings and the graph, it can be concluded that among all the blends the performance of the 20% blend was the best in terms of brake thermal efficiency, volumetric efficiency, brake specific fuel consumption but it was not better than the 0% blend or diesel. Thus we need to further investigate the matter and further increase the percentage of diesel manufactured by pyrolysis of plastic wastes to compare it with the performance of diesel.

We need to understand that we need to collectively work for the development of alternate fuels because it will be important in the future for sustainable development. Also the cost of conventional fuels like gasoline or diesel is increasing at an alarming rate and the cost of the fuel manufactured from plastic or other wastes is considerably low which would further help in controlling inflation. Thus even if the performance of the alternate fuels is not equivalent to the conventional fuels it can be of great utility if the emission readings are in compliance with the international standards i.e. we need to develop cleaner and economical fuels.

ANALYSIS OF DIESEL FUEL FROM PLASTIC WASTES BY CATALYTIC PYROLYSIS

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