Effective utilization of polymer waste into fuel and enhanced oxygen
additives for engine applications
R. Anbazhagan 1*, P. Naveenchandran 2
1
Department of Automobile Engineering, Bharath Institute of Higher Education and Research,
Chennai, India.
2
Professor, Department of Automobile Engineering, Bharath Institute of Higher Education and
Research, Chennai, India
*Corresponding Author : [Link]@[Link]
ABSTRACT
Alternative fuels and energy sources are necessary to combat climate change and deplete
fossil fuel stocks. Greenhouse gasses and environmental degradation are consequences of
traditional energy sources, making the need for sustainable alternatives critical. Another
feasible solution to lessen the environmental impact of transportation and industry is
biodiesel and biofuels. Using an efficient approach for trash disposal is another important
consideration. The manufacturing of many things has skyrocketed, leading to an explosion of
trash. For a long time, waste polymers were the material of choice for many items due to their
low production costs and high adaptability. The purpose of this article is to promote a more
sustainable environment by addressing the challenges of conventional fuel scarcity and the
disposal of waste polymer waste. Diesel engines' performance was studied in relation to
waste polymer fuels recovered from different waste grades of waste polymer with diethyl
ether added. Diesel fuel and a blend of waste polymer fuel, typically 20% and 40% by
weight, are combined to provide the primary fuel. The diethyl ether additives, in
concentrations of 10% and 20%, were mixed with waste polymer fuel to enhance the
performance of the engines, serving as an alternative fuel source.
Keywords: waste polymer, diesel engine, diethyl ether, emission, energy recovery
INTRODUCTION:
The process of natural degradation of solid waste such as waste polymer bottles and
supermarket bags is a time-consuming one. The primary concerns of the present time are the
energy crisis and environmental degradation, which have arisen as a result of rapid
industrialization and a growing population. Moreover, the methods used for disposing of
waste polymers, such as landfilling, recycling, and burning, present significant risks to human
health and the environment. It is crucial to control the pollution that waste polymers cause in
order to reduce further harm to the environment [1]. The non-biodegradability of waste
polymer materials is what distinguishes them, and they typically have a carbon backbone and
hydrogen atoms. Several researchers have investigated the utilization of oil derived from
waste polymer waste as a viable energy resource. A study was conducted to analyze the
operational characteristics and efficiency potential of the machinery used for processing
pyrolysis oil with additives [3]. Pyrolysis is an economically efficient and environmentally
conscious method for disposing of dangerous waste. An improved alternative would involve
synthesizing gasoline from polymers possessing a calorific value comparable to that of
conventional fuel. Experiments were conducted to evaluate the feasibility of employing
catalytic pyrolysis as a means to convert recyclable waste polymers into fuel [4,5].
In recent years, there has been a significant surge in the production of waste polymers in the
waste polymer industry. This includes the fabrication of polypropylene, polyethylene,
polystyrene, polyethylene terephthalate, and polyvinyl chloride. Each of these repurposed
waste polymers was assessed in relation to energy conversion. Waste polymer pyrolysis oil
has been found to have the potential to replace fossil fuels. The engine tests for the
combustion trials employed indirect injection. The results of the engine experiment showed
that there was a decline in performance and an increase in fuel consumption. The
performance experienced a notable decline due to the low volumetric fuel rating [6,7]. The
study examined the performance and effectiveness of a diesel engine when utilizing fuel
blends containing waste polymers without making any modifications to the engine. The
results suggest that post-consumer waste polymer fuel could potentially serve as a feasible
substitute. Laboratory tests were conducted using a diesel engine fueled exclusively by waste
polymer fuel. The engine's efficiency was found to be reduced, and emissions were found to
be greater compared to a typical diesel-fueled engine [8,9].
The researchers conducted a study to examine the impact of utilizing compression ignition
and a combination of post-consumer waste polymer pyrolysis oils on engine combustion and
emissions. The presence of greater mixtures intensified the engine vibration and increased the
emission of exhaust pollutants. The elevated levels of emitted greenhouse gases have been
attributed to delayed combustion and unsaturated hydrocarbons. Blends with a combustion
performance much higher than diesel values were observed in more than 30% of the cases
[10]. Tests were conducted on a diesel engine using oil derived from waste polymers that had
been previously used by consumers. An assessment is conducted on the combustion and
emissions of waste polymer waste oil blends at different proportions. The utilization of waste
polymer pyrolysis oil led to a significant increase in the time it took for ignition to occur.
This led to increased combustion peak pressures and higher heat release rates. Elevated
blending ratios result in a corresponding rise in emissions [11].
A diesel engine using waste polymer fuel from pyrolysis with Zeolite-A as a catalyst is being
tested for performance and emissions. Diesel with 20% waste polymer improves thermal
efficiency and brake-specific fuel consumption. Lower loads emit less NOx and HC than high
loads [12]. Without alteration, waste polymer fuel mixes and their distilled derivatives can
power the engine. Raw and distilled waste polymer fuels negatively affect engine
performance and emissions. Higher densities, viscosities, cetane numbers, sulfur
concentrations, and acid values contributed [13]. Testing with varying compression ratios
affects diesel engine performance and emissions, which affect injection pressure and time.
Test fuels contain different amounts of ethanol, diesel, and waste polymer fuels.
Experimental results demonstrate a greater increase in thermal efficiency over pure diesel and
waste polymer fuel [14].
The thermal efficiency and fuel consumption of the system both improve with increasing
load. Specifically, this is due to the increased amount of waste polymer fuel used in the batch.
Due to the waste polymer fuel's delayed ignition and high heat release, the combustion
chamber is under high pressure. When burned, the oxygenated chemicals found in waste
polymer fuel contribute to a reduction in emissions. Under heavier loads, diesel engines' CO
emissions can be slightly increased due to the incorporation of waste polymer fuel-up to 50%
of the fuel mixture [10,15]. To find a replacement for conventional fuels, researchers are
studying the combustion and performance of the engine and analyzing the pyrolysis oil. Fuel
consumption and efficiency studies, among others in the combustion domain, show that
adding pyrolysis oil does not produce diesel-level performance. But when you add
nanoparticles, their performance goes through the high [16,17].
Diethyl ether (DEE) is an ether that shows potential as a substitute fuel or oxygen enhancer
for diesel engines, thanks to its elevated cetane number and oxygen concentration. Biodiesel
faces issues such as reduced volatility and ineffective fuel atomization, which can be
mitigated by blending it with diesel and using additives. The incorporation of ethanol or
diethyl ether into biodiesel blends can improve the characteristics of the fuel and enhance the
performance of the engine [18]. It has been utilized as a fuel additive to enhance the
combustion of traditional fuels such as diesel. The brake thermal efficiency was seen to be at
its minimum when using a 5% concentration of DEE, although it showed an increase when
the power level increased. The brake specific fuel consumption had its maximum values for
mixed fuels but declined as the power increased. Conversely, the NO emissions showed an
increase with both power and blending. Adding diethyl ether speeds up the formation of
smaller secondary droplets, which makes the atomization process better for biodiesel blends.
Diethyl ether enhances the atomization process and decreases hydrocarbon species in
premixed flames. The addition of dibutyl ether to soybean biodiesel enhances atomization
and mitigates soot production [2,19,20].
Research is currently being conducted on the utilization of waste polymers as an alternative
energy source, replacing conventional fossil fuels. The emission and performance qualities of
waste polymer fuel, obtained from various grades through the pyrolysis method, will be
evaluated by testing it in a single-cylinder diesel engine. Diethyl ether is added as an oxygen
enhancer to improve combustion. The prospective use of the waste polymer fuel, obtained
from various grades of waste polymer using DEE, has not been studied for diesel engine
applications. The investigation involves blending a base fuel consisting of conventional diesel
with a mixture of 20% and 40% waste polymer energy. The 10% and 20% concentrations of
diethyl ether additives were mixed with used waste polymer fuel to improve the engines'
performance and serve as an alternative fuel source.
MATERIAL AND METHODS:
Waste Polymer Fuel:
Pyrolysis, a thermally-induced chemical decomposition process, provides a sustainable
method for transforming plastic waste into valuable resources such as oil. During this
complex procedure, plastic trash is exposed to elevated temperatures in an oxygen-free
environment, which prevents burning and facilitates the decomposition of large molecular
chains. Firstly, the plastic waste is fragmented into smaller bits in order to optimize the
effectiveness of pyrolysis. The temperature is meticulously regulated, usually varying
between 300 and 800 C, based on the plastic composition [21]. During the process of
pyrolysis, the plastic undergoes a transformation into a combination of gases, liquids, and
solid leftovers. The primary focus lies on the liquid fraction, commonly known as pyrolysis
oil or bio-oil. This oil contains a high concentration of hydrocarbons and can be processed to
create different products, such as fuel. The gaseous by-products might be utilized for energy
generation or subjected to additional processing [22].
Polypropylene, polyethylene, polystyrene, polyethylene terephthalate, and polyvinyl chloride
were among the other types of polymers that were discovered in the trash including waste
polymers. A thorough separation and shredding of the waste polymer into smaller pieces was
required for the entire material. For the purpose of converting each type of polymer, the
catalytic pyrolysis method was utilized, and many variables, including reaction duration,
reaction temperature, oil yield, wax production, and gas creation, were investigated and
paired [23].The absence of air in the environment is necessary for the process known as
pyrolysis to take place. The waste polymer that has been shredded is then placed in the
pyrolysis apparatus, which has the capacity to reach a maximum temperature of 750C and to
operate for an extended period of time. In order to monitor and regulate the temperature, the
digital controller and thermocouple collaborate to achieve this goal. A vacuum pump was
added to assist with the pyrolysis process once it was completed. When the ratio of zeolite to
waste polymer was 1:4, individuals who employed waste polymer were able to get the most
useful results from them [24].
Pyrolysis oil has both saturated and unsaturated components, however the majority of the
diesel oil composition is made up of saturated bonds. The dissociation energy of a saturated
carbon bond is 350 kJ/mol, while an unsaturated carbon bond has a dissociation energy of
600 kJ/mol, as determined through kinetic tests. Alkenes with a greater dissociation energy
exhibit a longer ignition delay period. An ignition delay negatively affects combustion,
rendering pyrolysis oil unsuitable. Non-biodegradable waste polymers typically consist of a
hydrogen chain and carbon atoms [25]. Several experts have examined the feasibility of
utilizing waste polymer waste oil as a source of fuel. An inquiry has been conducted to
examine the functioning and effectiveness of a diesel engine using diesel blends containing
waste polymer fuel. The assessment suggests that post-consumer waste polymer fuel could
serve as a viable alternative. Researchers employed a diesel engine within a controlled
laboratory setting to carry out experiments on fuel derived from waste polymers. In
comparison to a conventional diesel-powered engine, this engine exhibited lesser efficiency
and greater levels of pollutants. Alkanes, alkenes, and aromatics constitute the predominant
components of waste polymers [17,26].
Diethyl Ether Additive:
Diethyl ether, denoted by the chemical formula (C2H5)2O, is an exceptionally volatile,
colorless liquid that emits a distinct, pleasant odor. With an extremely low boiling point of
approximately 34.6°C, it swiftly evaporates and is highly combustible. It exerts a wide range
of solubility effects on organic compounds. Significantly, the density of diethyl ether is
comparatively modest at 0.713 g/mL. Chemically, it produces explosive peroxides when
exposed to air and light for extended periods of time; therefore, appropriate storage
precautions are required [20].
Diethyl ether possesses a notable cetane number, indicating its propensity to readily ignite
and burn with great efficiency. Consequently, it exhibits potential as a viable substitute for
conventional diesel fuel. Furthermore, DEE exhibits a reduced carbon footprint in
comparison to diesel, as it generates fewer greenhouse gas emissions during the process of
burning. Nevertheless, additional investigation and experimentation are necessary to ascertain
the enduring consequences and viability of employing DEE as a sustainable fuel alternative
for diesel engines. Moreover, DEE exhibits a superior energy density compared to ethanol or
methanol, rendering it a more efficient alternative for fuel. Nevertheless, a significant
obstacle to utilizing DEE as an alternative fuel lies in its volatility, characterized by rapid
evaporation and challenging handling and storage. Furthermore, there may be apprehensions
regarding the safety of utilizing DEE, given its highly combustible nature. Hence, the
implementation of comprehensive safety protocols and regulations is vital to guaranteeing the
secure utilization of DEE as an eco-friendly fuel for diesel engines [19,27,28].
RESULTS AND DISCUSSION:
Experimental Setup Details:
The experiment was carried out with the assistance of a single-cylinder direct injection water-
cooled diesel engine that had a maximum power output of 4.4 kW as represented in Figure 1.
The engine was paired with the eddy current dynamometer in order to guarantee the loading
of an engine from zero to maximum load under four different loading circumstances. During
the trial run with conventional diesel, the test engine was allowed to continue operating for as
long as it took to attain the steady state at 210 bar of pressure. For the purpose of measuring
the parameters of exhaust emissions, the emission gas analyzer and smoke meter were
utilized. The data from the engine parameters and the gas analyzer will be collected by the
engine data collection system so that the performance of the engines can be evaluated.
Figure 1: Engine Experimental setup
The experimental feasibility of utilizing waste polymer fuel generated via pyrolysis in a
diesel engine was determined by analyzing data pertinent to engine performance, combustion
characteristics, and emission attributes. In order to generate Waste Polymer Energy (SP),
combustible oil must be extracted from a variety of waste polymer forms. Table 1 provides an
overview of the attributes pertaining to the fuel composition.
Properties Diesel SP SP20 SP40 DEE
Lower Heating Value, kJ/kg 42500 40200 40989 40127 33750
Density, kg/m3 835 792 806 790 712
Viscosity, mm2/sec 2.87 3.52 2.93 3.02 0.2
Carbon, % 86 83.7 83.2 82.1 52
Hydrogen, % 14 11 13 12 13
Oxygen, % 0 2 0.5 0.8 34
Table 1: Properties of waste polymer fuels
The preliminary inquiry and demonstration runs were exclusively carried out using diesel fuel
in its purest form. Utilizing a volume-based approach, the SP20 was formulated with a
material composition of twenty percent residual waste polymer fuel and eighty percent diesel.
SP40 is comprised of diesel to waste polymer fuel at a ratio of 60%. The synthesis process
involved the volumetric addition of 10% Diethyl ether to a mixture comprising 80% waste
polymer fuel and 70% diesel. A similar methodology was employed to synthesize
SP40DEE10 and SP40DEE20, which consisted of combining 10% and 20% by weight of
diethyl ether. The investigation was carried out using a single-cylinder diesel engine that
featured a piston coated with a thermal barrier. The burden applied to the engine increased by
25 percent at regular intervals, from zero percent to one hundred percent of its maximum
capacity. An inquiry is presently underway regarding the specific fuel consumption (SFC)
and thermal efficiency (BTE) of the brakes. Presently, investigation is underway regarding
the chemical makeup of engine exhaust gases, which comprise nitrogen oxides (NOx),
hydrocarbons (HC), and carbon monoxide (CO).
Study on Specific Fuel Consumption:
The SP20DEE10 and SP20DEE20 fuels achieved fuel consumption reductions of 4–7.6% and
10–12.5%, respectively, in comparison to diesel. The engine's operating speed and the loads
placed on it have an impact on the specific fuel consumption (SFC), which is a variable
value. Based on the data presented in Figure 2, the SP20DEE20 saw a reduction of
approximately 18 to 22.2% when compared to various load levels of SP20. Utilizing a DEE
mixture allows for enhanced fuel vaporization and improved spray atomization compared to
standard diesel [17]. An effective fuel spray, conversely, results in efficient combustion,
yielding advantageous outcomes. The inclusion of DEE in fuel blends, along with a high
cetane rating, leads to a lower SFC rating compared to a traditional diesel engine. The
simultaneous effect of elevated viscosity and reduced heating value of waste polymers leads
to an elevated fuel consumption rate. The addition of SP40 to diesel fuel results in an SFC
increase ranging from 14.8% to 18.2%. The reason for this is the insufficient atomization of
the waste polymer fuel, which occurs due to the heightened viscosity and density of the
substance [29].
Figure 2: Variation of specific fuel consumption on engine load
Study on Brake Thermal Efficiency:
Waste polymer fuel contains a greater amount of aromatic compounds compared to diesel
fuel. When a significant fraction of waste polymer fuel is included in the mixture, it leads to a
reduced brake thermal efficiency (BTE) compared to diesel fuel. It was found that the
braking thermal efficiency of SP20DEE20 was about 1.54% higher than that of diesel and
9.2% higher than that of SP20 when tested under full load, as shown in Figure 3. The reason
for this is that waste polymer fuel has a reduced combustion rate as a result of the elevated
content of aromatic chemicals. The need for more energy to break the chain is a result of the
elevated aromatic content seen in waste polymer fuel. A rise in exhaust temperature signifies
a reduction in heat waste during combustion, leading to an enhancement in thermal
efficiency. The waste polymer fuel reaction is hindered due to enhanced spray atomization
and accelerated fuel vaporization. DEE enhances thermal performance by enhancing
vaporization and air-fuel atomization, hence boosting combustion efficiency and ensuring
consistent ignition timing. The greater ignition delay caused by the additive promotes
improved fuel-air mixing, leading to enhanced SP20 blends and closer brake thermal
efficiency [16,30].
Figure 3: Variation of brake thermal efficiency on engine load
Study on Hydrocarbons Emission:
When compared to diesel, the SP20DEE10 and SP20DEE20 showed reductions in
hydrocarbon emissions of 5-9.52% and 10.5-15%, respectively as shown in Figure 4. To
achieve a more complete and efficient combustion of fuel, it may be necessary to ignite the
unsaturated hydrocarbons present in the fuel due to the increased oxygen concentration in
DEE. Reduced vaporization, a decelerated oxidation rate, and a rapid fuel consumption rate
are all crucial elements in the generation of hydrocarbon emissions. Hence, the presence of
extra oxygen aids in the achievement of complete combustion, leading to a reduction in
hydrocarbon emissions [31]. SP20DEE20 demonstrated a 15–23.88% decrease in HC
compared to raw SP20. The increase in the proportion of SP40 in the mix from 21-29% leads
to a little enhancement in HC emissions. This is due to the buildup of additional particles in
the crevice volume and their subsequent release from the combustion process. When
hydrocarbons are burned, they do not decompose into saturated compounds. Instead, the
combustion process produces exhaust gases instead of hydrocarbons. Due to the low cetane
number and reduced auto-ignition capabilities of the SP, the quenching effect leads to an
increase in HC emissions. The presence of unsaturated aromatic chemicals in waste polymers
leads to an increase in hydrocarbon emissions [23,32].
Figure 4: Variation of Hydrocarbon emission on engine load
Study on Carbon Monoxide Emissions:
Figure 5 shows that the SP20 blends had the lowest carbon monoxide (CO) emissions
compared to all the other fuels that were tested. SP20DEE10 and SP20DEE20 show a
reduction in CO levels of 12.7–17.5% and 17.5-21%, respectively, in comparison to diesel.
SP20DEE20 exhibits a reduction of roughly 35–42.5% in comparison to SP20. The process
of CO generation relies on the proportions of the equivalency ratio, which play a crucial role.
Elevated loads lead to heightened fuel consumption, leading to a deficiency in oxygen levels
and, subsequently, an escalation in CO concentrations. Reduced carbon monoxide emissions
can be achieved by employing a lower equivalency ratio and higher in-cylinder temperatures
[33]. Under maximum load conditions, the combustion of SP40 fuels resulted in a 7–18% rise
in CO emissions. The production of carbon monoxide was seen to be significant under both
the initial and full load conditions, which was attributed to the presence of a fuel mixture with
a high concentration of combustible material. DEE contains a higher number of oxygen
molecules compared to other materials. When fuel and air are combined with proper spray
atomization, it leads to a decrease in carbon monoxide emissions. When operating at 50%
capacity, there is a notable rise in CO emissions, which can be attributed to the higher fuel
consumption and the limited time available for complete combustion of the fuel [34].
Figure 5: Variation of Carbon Monoxide emission on engine load
Impact of DEE and blend ratio on Engine performance:
Figure 6: Influential Study of SFC
The contour charts depicted in Figure 6 demonstrate the impact of load, SP mix ratio, and
DEE ratio on the minimum specific fuel consumption. The minimum specific fuel
consumption was observed at the lowest ratio of waste polymer fuel and the maximum
concentration of DEE under the highest engine load. An SFC of around 0.25 kg/kWh can be
attained while using a fuel blend of SP20DEE20 at a load of 4.4 kW. Using a DEE
combination results in superior fuel vaporization and better spray atomization in comparison
to regular diesel. An efficient fuel spray, on the other hand, leads to effective combustion,
resulting in favourable outcomes [14].
Figure 7 (a): Influential Study of CO Emissions
Figure 7 (b): Influential Study of HC Emissions
A demonstration of the influence that load, SP mix ratio, and DEE ratio have on the minimal
CO and HC emissions is shown by the contour charts contained inside Figure 7 (a, b). The
lowest ratio of waste polymer fuel at the lowest engine load resulted in the lowest CO and
HC emissions, while the highest concentration of DEE was recorded at the lowest engine
load. Using a fuel mix of SP20DEE20 at a load of 3.3 kW can result in CO and HC emissions
of around 0.11% and 35 ppm, respectively. This is one of the possible outcomes. The use of a
mixture of DEE and diesel results in superior fuel vaporization and improved spray
atomization in contrast to the use of simple diesel. Due to the presence of a fuel mixture that
contained a high concentration of combustible material, it was observed that the production
of carbon monoxide was significant under both the initial and full load conditions. This was
observed to be the case. When compared to other materials, DEE has a substantial amount of
oxygen molecules in its composition [18,35,36].
Conclusion:
Hydrocarbons, which are found in waste polymers, are a wonderful source of energy because
they are present in the material. During the process of disposing of waste polymers, there is a
substantial possibility that energy could be recovered. When it comes to the recycling sector
for waste polymers, the most challenging obstacle to overcome is the capability of converting
waste polymers into energy. The purpose of this research is to investigate the possibilities of
converting waste energy from different classes of old waste polymers into a source of energy
that may be used for diesel engine applications. During the testing process, it was discovered
that the brake thermal efficiency of SP20DEE20 was approximately 1.54% greater than that
of diesel and 9.2% higher than that of SP20 when the vehicle was operating under full load.
When compared to diesel, the fuels identified as SP20DEE10 and SP20DEE20 were able to
achieve reductions in fuel consumption of between 4 and 7.6% and 10 and 12.5%,
respectively. Both the SP20DEE10 and the SP20DEE20 demonstrated reductions in
hydrocarbon emissions of between 5 and 9.52 percent and between 10.50 and 15 percent,
respectively, as compared to diesel. When compared to all of the other fuels that were
evaluated, the carbon monoxide emissions produced by SP20 mixes were consistently the
lowest. When compared to diesel, the levels of carbon monoxide in SP20DEE10 and
SP20DEE20 are found to be reduced by 12–17.5 percent and 17.5–21 percent, respectively.
Abbreviation:
BTE - Brake Thermal Efficiency
CO - Carbon monoxide
DEE - Diethyl Ether
HC - Hydrocarbon
NOx - Nitrogen Oxides
SFC - Specific Fuel Consumption
SP - waste polymer oil/fuel
SP20 - 20% waste polymer oil and 80% diesel
SP20DEE10 - 20% waste polymer oil, 70% diesel and 10% Diethyl Ether
SP20DEE20 - 20% waste polymer oil, 60% diesel and 20% Diethyl Ether
SP40 - 40% waste polymer oil and 80% diesel
SP40DEE20 - 40% waste polymer oil, 40% diesel and 20% Diethyl Ether
SP40DEE20 - 40% waste polymer oil, 50% diesel and 10% Diethyl Ether
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