Probe on the use of plastic pyrolysis oil as substitute fuel in a CRDi engine with metal based (titanium oxide) nano additives
In the previous part we were told that plastic oil 20% blend was optimum. This paper presents the three nano additives which are Metal Based, Oxygenated and Organic Additives which we have selected as Metal-Based as Titanium Oxide nano additive because of that plastic Oil viscosity Decreases as well as increases flowbility,and reduce the emissions. We have some techniques to reduce Pollutions that are EGR, Exhausted After Treatment and Compression Ratios All are Old techniques. The New
... is Adding Nano Additives with plastic oil.Tio2 nanoparticles are sprinkle in the emulsions with various dosage intensity of 25, 50, 75, and 100ppm. A single-cylinder, four-stroke CRDI diesel engine is made to run on different fuel engrossment to swotting the end result of emission hallmark of the fuel. The test engine was exercise under constant engine speed (1500 rpm) and different engine load test conditions. According to the experimental results, fuel blends with biodiesel fuel emission aggravate NOx and diminish the CO, HC, and smoke emissions contrast with the wpo20 fuel. The experimental result shows heat release rate and cylinder peak pressure obtained was of 15.38 % and 40 % for WPO20+50ppm tio2. And also observed that WPO 20+50ppm tio2 has 5.72 % higher brake thermal efficiency was found as compared to wpo20% at full load. On the other hand 100ppm tio2 blend also resulted increase NOx emission by 25%, smoke opacity decreases by 46% as well as higher for full load. But UHC and CO emissions are slightly decreased with compared the wpo20 fuel. IARJSET This work is licensed under a Creative Commons Attribution 4.0 International License 156 EXPERIMENTAL SETUP CRDI ENGINE AND EXPERIMENTAL DETAILS All the experiments were conducted on the premises of Apex Innovations Pvt. Ltd., Sangli (MS), and India. A single cylinder, naturally aspirated, water cooled, VCR diesel engine coupled with eddy current dynamometer and data acquisition system was used for this investigation. The engine was downsized to develop a maximum power of 3.5 kW by modifying the engine head by specially designed tilting cylinder block arrangement. The set-up was equipped with a jerk type fuel injection pump and a three hole injector. Initial tests were conducted on this set-up to obtain the reference data The cylinder head was then modified to incorporate a six-hole injector nozzle without altering the combustion chamber geometry to investigate the effects of various FIPs and SITs on engine performance, emission and combustion parameters. The schematic diagram of the test facility is shown in fig. 1 . The engine was equipped with a CRDi system (Bosch, E099GF231) to control FIP and SIT. This CRDi engine works with programmable Open ECU (Nira i7r, Sweden) for diesel injection; the engine is equipped with fuel injector, common rail with rail pressure sensor and pressure regulating valve, crank and cam position sensors, fuel pump and wiring harness. The technical specifications of the modified test engine and sensors used for this study are given in Table 1 . The test facility was equipped with essential instruments for online measurement of CP, FIP, crank angle, load on the engine, and temperature of -inlet air and exhaust gas, -coolant at inlet and outlet, -lubricating oil. Provision was also made to measure the flow rate ofcooling water, -air and -fuel. The entire signaling system was interfaced to laptop through data acquisition system to record all observation parameters using Windows based engine performance software "ICEngineSoft". This software serves the purposes like monitoring, reporting, data entry, data logging. Necessary signals are scanned and stored through online testing of the engine in RUN mode which can be used for further analysis. By providing the input values of density, heating value of fuel and the ambient temperature of air, the software gives the complete summary of combustion and performance of the engine. The exhaust gases were diverted to a sampling line for the measurement of emissions without increasing the back pressure in the exhaust pipe. Five gas emission analyzer (AVL DIGAS 444) and a smoke meter (AVL 437C) were used to measure vital emissions from the engine. IARJSET This work is licensed under a Creative Commons Attribution 4.0 International License 162 The Smoke opacity figure shows the difference of the smoke opacity for the different nano additives proportions fuel blends like wpo20,wpo20+25ppm,wpo20+50ppm,wpo20+75ppm and wpo100ppm with different load conditions in CRDi diesel engine. From the figure it is clear that the increasing the load conditions increase the smoke opacity level simultaneously, the wpo 20,25ppm,75ppmand100 ppm at all load conditions gives high smoke opacity level when compare with wpo20+50ppm fuel. At the wpo20+50ppm blends are less smoke opacity level from initial stage to full load conditions when compare with neat diesel fuel. CONCLUSION The brake thermal efficiency of the wpo20, wpo20+25ppm, wpo20+50ppm, wpo20+75ppm and wpo100ppm of different blends are similar brake thermal efficiency up to 50% load conditions but it reached to 75% and 100% load conditions lesser efficiency compare with wpo20 fuel but, the wpo20+50ppm given the high brake thermal efficiency at the 75% and 100% load conditions which account of 5.72% increased compare with the wpo20 fuel. The brake specific fuel consumption wpo20,wpo20+25ppm,wpo20+50ppm,wpo20+75ppm and wpo20+100ppm of different nano additives proportions are blends are higher fuel consumption when compare with wpo20 fuel in all load conditions, but the wpo20+75ppm,wpo20+100ppm load conditions give less fuel consumption near 5.1% when compare with neat wpo20 fuel. The oxides of nitrogen level at the WPO20%, blends are less oxides of nitrogen level from initial stage to full load conditions when compare with nano additives proportions . The carbon monoxide emission level is at the wpo20+50ppm blends are less carbon monoxide level from initial load to full load conditions when compare with neat wpo20 fuel. The wpo20+25ppm,50ppm,75ppand 100ppm,all load conditions onwards gives low CO level when compare with neat wpo20 fuel. CO emissions are mainly formed by incomplete combustion and affected by the equivalence ratio and temperature. The wpo blending ratio results in higher CO emission because low cetane number of wpo and also lower in-cylinder peak pressure and incomplete oxidation at this condition. The reason that wpo blends results in higher UHC emission because the higher aromatics contents may be responsible,another possible reason is the spray of wpo blends may have better chance to impinge the wall due to its higher density, lower viscosity and cetane number which result in longer ignition delay and adding the nano additives to plastic oil will give better performance and possible to reduce the emissions.