Introduction

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222

Experimental Investigation of Performance and Exhaust Emissions of

a Diesel Engine With Scrap Tires Rubber Oil Blended Diesel Fuel.

Nabel Kadum Abd-Ali
*

*
Materials Engineering Dep., College of Engineering, Al-Qadisiyha University.

nabelkadum@yahoo.com

Received 4 January 2016 Accepted 16 March 2016

Abstract

Using of scrap tires will result in recycle the waste of rubber products and solve the problem of

increasing the prices of mineral fuel. Different blends of scrap tires rubber oil (STRO) and diesel

fuel have been investigated experimentally using diesel engine for performance and emission

products. A blend of 10, 20, 30, 40% and standard diesel fuel have been tested in the diesel engine

and the results showed a good improvement in reducing the pollutants. One of the important

problems facing the mixed with fuel oil is to increase the viscosity and decreasing volatility that

lead to carbon deposition and ring sticking of these types of oils. When blended with diesel,

(STRO) presented lower viscosity, improved volatility, better combustion and less carbon deposit.

NOx emission for the blend of 20% scrap tires rubber oil (STRO 20) was reduced by 40%. An

increase in emission of hydrocarbon by 20% was found at full load. The emissions of carbon

monoxide (CO) from scrap tires rubber oil and its blends were higher except in (STRO 20) blend

that reduced by 15%. The brake thermal efficiency was spotted higher with standard fuel than scrap

tire rubber oil and its blends. The present work showed that the 20% blending ratio is the optimum

blending ratio for scrap tires rubber oil depending on experimental test results. Also, the current

study introduce the waste of rubber products as a good alternative fuel blended with diesel fuel

verify economical and environmental benefits.

Keywords: Scrap Tires, Rubber Oil, Blending Fuel, Mineral Diesel, Emission, Thermal Efficiency.

بزيت الممزوجالديزل بوقود التحقيق التجريبي ألداء وانبعاثات العادم من محرك الديزل

التالفة.طارات الإمطاط

م.د. نبيل كاظم عبد علي

جامعة القادسية. -كلية الهندسة -المواد هندسةقسم

. خالصة

تشكيل وفحص كفاءة االداءوقد تم .أسعار الوقود المعدنيزيادة بسبب وقود بديليجاد أل التالفةالمطاطية اإلطارات إعادة تدوير تم

اس األداء يلقوقود الديزل تجريبيا باستخدام محرك الديزل مع (STRO) التالفةاإلطارات زيت مطاط خلطات مختلفة من ل

وقود الديزل مع ( 01%، %01، 21%، 01% ) منبنسب تتراوح زيت مطاط االطارات التالفة وقد تم اختبار مزيج واالنبعاثات.

mailto:nabelkadum@yahoo.com

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222

عالية في لزوجة ذو طرحت المشاكل الشائعة عند استخدام زيت حيث .القياسي وأظهرت النتائج تحسنا جيدا في الحد من الملوثات

التصاق حلقات الضغط والتي تحدث نتيجة اختالف لزوجة الزيوت و الكربون ترسب ضعف التذرية،مثل محركات اإلشعال

تم .لكربونل ترسبخفض اللزوجة، تحسين التقلب، احتراق أفضل وأقل (STRO) الديزل، قدموقود مع المزجعند المتنوعة.

تم العثور على الزيادة في .٪01مزيج بنسبة (STRO 20) التالفةاإلطارات مطاط زيتتخفيض انبعاث أكاسيد النيتروجين على

اإلطارات مطاط مزيج وقودمن (CO) ثات أول أكسيد الكربونكانت انبعا .٪ في حمولة كاملة21انبعاثات الهيدروكربون بنسبة

لوحظ ارتفاع الكفاءة الحرارية مع الديزل وبشكل قليل .٪02مزيج حيث تم تخفيض بنسبة (STRO 20) أعلى إال في حالة التالفة

مطاط للوقود مع زيت أمثلمزج نسبةك٪ 21نسبة مزج تقترح هذه الدراسةكذلك .لوقود المزيج مع زيت االطارات التالفةلالعادي

تقدم الدراسة الحالية زيت مطاط االطارات التالفة كوقود بديل مزيج مع وقود محركات الديزل لتحقيق منافع .التالفةاإلطارات

اقتصادية وبيئية.

Introduction

Recycling the waste generally solves two important issues for the humanity and the human beings

in the earth planet. One of the hugest types of waste disposed every year by millions of tones is the

car tires. Solving this issue is crucial mater economically and environmentally worldwide. In Iraq,

although there are many tires factories such as Al-Diwaniyah Tires Factory and Babylon Tires

factory in additional to many other rubber industries which increasing of the disposed tires, but

there are no approaches to put real policies to recycle the wasted rubber material and tires and

convert these materials into useful eco-friendly materials.

Tires mainly composed of different rubber compounds like vulcanized rubber, rubberized fabric,

reinforcing textile cords, steel or fabric belts and steel-wire reinforcing beads. Different types of

tires used nowadays natural and synthetic rubber such as natural rubber (cis-polyisoprene), styrene-

butadiene rubber (SBR), cis-polybutadiene rubber (BRcis). Another important components in tire

manufacturing such as reinforcement agents, accelerator agents, anti ozinant agents, anti-oxidant

agents, softening agents and other additives used in the tires[1].

Scrap rubber can be obtained from used tires by mechanical cutting into small chips. Many

methods were investigated to eliminate this rubber waste like combustion, pyrolysis and

hydrogenation. The use of scrap rubber for fuel is one of the best alternative processes for reusing

rubber as natural gas and fuel oil costs increases. Pyrolysis, gasification, and liquefaction (PGL)

represent a viable alternative methods for the disposal of scrap tires (waste tires). These

technologies are currently used for the conversion of carbonaceous materials more extensively in

Europe and Japan than in USA California, but may become more important as the supplies of

natural fuels become depleted [2]. Pyrolysis techniques were used extensively in the literature to

treat or recycle the waste tires. In the absence of oxygen in high temperature, scrap/waste tires can

be decomposed via pyrolysis leading to the production of solid carbon residues, condensable

fractions and gases[3]. The two parameters effect on the thermal decomposition of tires were tire

composition and temperature. The pyrolysis of Williams and Besler [4] showed that, the major

components of rubber tires: styrene–butadiene rubber (SBR), natural rubber (NR), and

polybutadiene rubber (BR), the tire pyrolysis was done by a swept fixed bed reactor and nitrogen as

carrier gas. Also, many authors such as Kaminsky et.al.[5] and Kawakami et.al. [6] had been used

different types of reactors like fluidized bed reactors and rotary kilns, the work of both authors was

done at higher temperatures than Williams and Besler [4] and they found that the liquid products

yield was decreased and a higher gas formation was obtained.

In another studies, the authors obtained an active carbon from old tires using pyrolysis [7,8]. The

co-processing of old tires with coal was the subject of many studies looking for a coal

hydrogenation process enhancement [9–21]. The study of Gonzalez et al. [22] showed that the

products of automobile tire waste pyrolysis in nitrogen atmosphere were approximately 37–40%

char, 55% oil, and 4–11% gas.

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222

The waste is an important source of renewable energy and considered as a potential to the world’s

energy. Being a source of green energy, these wastes make them a potential alternate for diesel

fuel. There are many waste oils identified by the researchers, which could be used as engine fuels.

The use of biodiesel provide reductions in particulate matter, carbon monoxide and unburned

hydrocarbon emissions. The studies on the substitution of diesel fuel by 20% blend showed a

decreases in the emission of particulate matter on average by 25% for engines and meeting the

standard for the pollutant emissions[23].

The previous studies showed that, the brake thermal efficiency outcomes of biodiesel-diesel fuel

blending include slight elevations [24-33], a slight reduction [34,35] and unfounded variations [36-

39]. The reasons for these results may be attributed to the reduction in friction power due to

biodiesel lubricity [27,40], present of oxygen in biodiesel [27,31], increase in combustion

efficiency [24,25,30], improving the combustion characteristics [41] and variations in fuel

vaporization and ignition processes [29].

Some authors identified a balance between the increased thermal efficiency and the fuel’s reduced

heating value which lead to change in the specific fuel consumption (sfc) affected by the biodiesel

blend. The results indicated that the minimum (sfc) is achieved with diesel fuel of 10%

[24,29,32,40], 15% [34] or 20% blending with biodiesel fuel [25,27,31]. In 2012, G. Kasiraman et.

al [42], studied the performance, emission and combustion characteristics at various loads on the

engine at a constant speed of 1500 rpm they found that the blends of 30% camphor oil shows good

performance with diesel fuel operation with respect to brake thermal efficiency and heat release rate

at full load. Also results showed experimentally that, The brake thermal efficiency of camphor oil

blend 30 is 29.1% compared to base diesel engine brake thermal efficiency of 30.14%. The

camphor oil blend 30 emits 1040 ppm of nitric oxide, while diesel emits 1068 ppm. The neat

cashew nut shell oil emits 983 ppm of nitric oxide [42].

To the best of our knowledge, no previous research has been conducted on the performance and

emissions of scrap tires rubber oil (STRO) produced from tires of Al-Diwaniya tire factory

blended with diesel fuel. So, the present study will investigate the performance, emission and

combustion characteristics of a diesel engine fueled with scrap rubber oil (STRO) and its diesel

blends compared to those of standard diesel and introduce this material as a good alternative

material verifying economical and environmental benefits result from using scraped material.

Experimental Tests

Electrical Laboratory furnaces under vacuum condition including spiral condenser were used to

extract oil locally in (450-500
0
C) from truck tire cross-play reinforced by nylon fabric that

manufactured by Al-Diwaniyah Tires Factory. These tires composed of natural and synthetic

rubber (NR, SBR, BRcis), reinforcement agent (carbon black), mineral plasticizer (aromatic) oil,

vulcanization agent (sulfur), zinc oxide, stearic acid, retarder agent, accelerator agent, anti- oxidant

agent, anti- ozonant agent, activators agent …etc. according to Italian Pirelli Co. recipes.

The engine was operated on standard diesel fuel first and then on scrap rubber oil-diesel fuel blends

with 10%, 20%, 30%, 40% scrap tires rubber oil and neat scrap rubber oil. Four blending fuels

were studied and employed in the experiments in addition to standard diesel fuel, and pure scrap

rubber oil. The blends were 90% diesel fuel and 10% scrap tire rubber oil (STRO 10), 80% diesel

fuel and 20% scrap tire rubber oil (STRO 20), 70% diesel fuel and 30% scrap tire rubber oil (STRO

30), 60% diesel fuel and 40% scrap tire rubber oil (STRO 40). It can be seen that scrap tire rubber

oil blends easily with the standard fuel and get the economic homogeneous mix for long periods.

Also, such substance can be obtained from the local markets with good specifications. The

properties of the diesel fuel was listed in table (1).

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222

Flash point which used in shipping and safety regulations to define flammable and combustible

materials was measured by SYD-3536 COC Flash Point Apparatus (Shanghai Shenxian Instrument

Co.) according to ASTM D93. The carbonaceous residue is reduced to an ash by heating in a

muffle furnace at 775°C, according to ASTM D482. Moisture was measured according to standard

specification for diesel fuel oils ASTM D975 and ASTM 396 for calculating fixed carbon. Gross

Calorific Value determined by Calorimeter Vessel according to ASTM D2015. Accurate

determination of the density; relative density (specific gravity) was done according to ASTM

D1298.

Also, the kinematic viscosity of liquid petroleum products was calculated by measuring the period

of flow the fixed volume of liquid at a specific temperature by SYD-265C Petroleum Products

Kinematic Viscosity Tester (Shanghai Shenxian Instrument Co.), according to ASTM D445. The

heat of combustion as determined by ASTM D240 is designated as one of the chemical and

physical requirements; The mass heat of combustion, the heat of combustion per unit mass of fuel,

is a critical property of fuels, where a knowledge of this value is essential when considering the

thermal efficiency of equipment for producing either power or heat. Finally, The elemental

analyzer (EURO EA) used to identify some elements such as carbon, sulfur, hydrogen and nitrogen

in material that used during this study and according to ASTM D5291 and ASTM D5453. Table

(2) include all these data.

The data obtained from Gas Chromatograph GC-2010 (SHIMADZU Co.) was used to assess the

simulated distillation curves. gas chromatograph was used to carried out identification of

compounds.

The tests were first conducted with diesel fuel at full-load conditions and the engine speed was

changed between 1200 and 2800 rpm at the standard injection pressure of 171 bar with intervals of

200 rpm to obtain the base data of the engine and all these tests were performed under steady state

conditions and repeated three times to find the average. The engine was operated after each fuel

test, for at least 30 min to consume the fuel which was left in the fuel system from the previous test.

The experimental values of the engine performance parameters such as brake specific energy

consumption, brake thermal efficiency, exhaust gas temperature, NOx emission, unburned fuel

emission, carbon monoxide emission and carbon dioxide emission were determined and compared

in graphics.

Engine Specification

Tests were performed using Perkins (1006/TAG2) generator. The main specifications of the test

engine were shown in table (3)

IMR1400 Exhaust Gas Analyzer Apparatus

IMR1400 exhaust gas analyzer shown in figure (1), was used to measured HC, CO and NOx

emissions in ppm. The IMR1400 unit measures ambient or room temperature, gas temperature,

draft pressure, smoke spot O2 and CO. All further values, as CO2, air free, excess air, efficiency and

losses are calculated. Also this unit is a comfortable, easy to use flue gas analyzer in robust

aluminum case. All accessories needed for measuring are situated inside the case, so that an

immediately readiness is guaranteed. To reach the highest accuracy , the analyzer should have an

ambient temperature between 10 and 40 ºC [43].

Tested Parameters

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222

The specific fuel consumption (sfc) is a function of brake power (Pb) and fuel mass flow rate (mf)

[44]:

...(1)f

m
sfc





The engine brake thermal efficiency ( ) include some of parameters for comparisons of different

fuels, taking into account the effect of differences in the exergy values [45]:

...(2)b

f f

m ex





Where (exf) is the specific flow exergy of the fuel. Also the specific volumetric fuel consumption is

possible to express as[44,45]:

1
...(3)

f f

svfc
ex



Where (
f

 ) is the fuel density.

Results and Discussion

In this paper, the performance and emission characteristics were performed for standard diesel fuel,

neat scrap rubber oil and the four blending diesel fuel.

Performance Analysis

The brake specific energy consumption (BSEC) and brake thermal efficiency for standard diesel

fuel, neat scrap rubber oil , and its blend with diesel fuel for different blends of 10, 20, 30, and 40%

were calculated for the present engine of the specifications showed in table (2). The results were

analyzed and showed graphically in figures (2) and (3). Figure (2) shows that, the lower heating

value of scrap tire rubber oil made a largely Differences in BSEC. The resulting increase in

required mass fuel flow was needed to obtain similar fuel energy input. At all loads, the brake

specific energy consumption of scrap rubber oil blends was 7–20% greater than that of standard

fuel and these results may be related to the differences in heating and density between scrap rubber

oil and standard fuel. Also, brake thermal efficiency was 2-16% lower for scrap rubber oil and

other blends. Brake thermal efficiency decreases with increasing percentage of scrap rubber oil,

figure (3). This may be related to the needy combustion characteristics of these blends due to their

high viscosity and low volatility.

Exhaust Gas Temperature.

Figure (4) shows the temperature of exhaust gas variation with respect to the load. The reason of

increasing the temperature of exhaust gas with increasing percentage of scrap rubber oil in the

blends may be related to the turnout of constituents with higher effervescence points in scrap

rubber oil than in standard fuel. Not adequately evaporated constituents having higher

effervescence points were during the main combustion stage and continued to the late combustion

as a result of the heavy constituents. The lower thermal efficiency was resulted in a higher

temperature of exhaust gas of 2-15%.

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Analysis of Emission

Emission of Nitrogen Oxides (NOx)

Figure (5) showed the divergence of NOx emission for different blends with respect to the load.

The higher combustion temperature increase NOx emissions with the engine load. This proves that

the temperature of combustion is the most effective factor for the emissions of NOx in the cylinder

of engine. From figure (5), it can be seen that the NOx emissions from scrap tire rubber oil and its

blends are lower than those of standard fuel. About 25-40% reduction of the NOx emission was

reported for all loads. This is may be due to the lower value of heating of scrap rubber oil. Emission

of NOx is the most hurtful gaseous emissions.

Unburned Emission

Figure (6) showed that, the unburned fuel emission for scrap rubber oil and its blends were higher

than those of diesel fuel except (STRO 20) blend where lower by 10 % and 30% compared with the

standard diesel and neat scrap rubber oil at full load respectively. The emissions of hydrocarbon

fuels may be greatly affected the physical properties of the fuel such as viscosity and density. And

cause an increase certain ratios of the fuel blends increase the proportion of the production of

hydrocarbons (HC), which affects the quality of the fuel spray. Where it is increasing the size of the

mixture of fuel droplets, which affect the performance of the combustion process and thus the

performance of the engine. We can note that the fuel mixture ratios of 10% and 20% may have

given the best results in comparison with the highest ratios in addition to the standard were

decreased 2-00% lower than the standard at full load respectively. These results were attributed to

the sensitivity of the change in a fuel viscosity.

Carbon Monoxide Emission

The results of mixing diesel fuel with low rates of scrap tire rubber oil give better results compared

with the high mixing ratios, as well as in comparison with the standard fuel. Figure (7) shows a

reduction in emissions of carbon monoxide by 20% and 50% of the mixing ratios of 10% and 20%

respectively. While causing high mixing of the scrap rubber fuel oil with the standard rates of a

significant increase in the production of this gas. Also, high mixing ratios of scrap tire rubber oil

caused a decline in the quality and performance of the engine as has been discussed previously.

Carbon Dioxide Emission

The CO2 emission as expected, increases with an load increasing. Figure (8) compares the CO2

emissions of various scrap rubber diesel blends. The emissions of CO2 of diesel fuel were the

higher compared with the other. The carbon content in scrap rubber oil diesel blends at the similar

load in the same volume was lower; so, the emissions of CO2 from scrap rubber oil and these

blends were lower than of standard diesel. Because of the incomplete combustion The plants can

absorb unwanted emissions of CO2 ensures nappy on a balanced its level in the atmosphere.

Conclusions

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The engine power output and fuel consumption of the engine for the blends compared with those of

standard diesel were almost not different when engine work with lower scrap rubber blends of oil

diesel. The present experimental tests showed a comparison for the engine run on scrap rubber

blends of oil diesel with that of standard. At all loads, BSEC of scrap rubber oil blends was 7–20%

greater than the standard. Additionally, brake thermal efficiency was 2-16% lower for scrap tires

rubber oil and its blends, where it decreases with increasing of scrap rubber oil. So, the differences

in heating value and density between scrap rubber oil and standard fuel may be caused these

results.

The lower thermal efficiency was resulted in a higher exhaust temperature of gas of 2-15%. Due to

the lower heating value of scrap rubber oil, about 3-40% reduction of the NOx emission was

reported for all loads. The unburned fuel emission for scrap rubber oil and its blends were higher

than those of standard fuel except (STRO 20) blend where lower by 10 % and 30% compared with

the standard diesel and neat scrap rubber oil at full load respectively. Also carbon monoxide

emission (CO) at full load were 20 % and 50% lower than that of standard diesel and neat scrap

rubber oil respectively. The CO2 emission increases with load increasing and this may be related to

the incomplete combustion. It can maintain the level of CO2 through photosynthesis performed by

plant, where the level of this gas kept in balance in the atmosphere. Finally, the results extracted

from the current study considered the scrape tire rubber oil verify economical and environmental

aims represented by disposal of waste material needs several decades to biodegradable and convert

it to useful material.

Acknowledgement

I would like to express my deep appreciation and sincere thanks to Al-Diwaniyah and Babylon

Tires Factories, Al-Qadissiya University, specially Laboratories of Engineering College, Babylon

University- specially Laboratories of Sciences College and Basic Education for Girls College.

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improvements in a direct injection diesel engine using cashew nut shell oil as fuel with camphor oil

blending, Energy 47 (2012) 116-124.

[43] Exhaust Gas Analyzer User’s Manual.

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engine performance effects of soybean oil ethyl ester blending into diesel fuel, Energy 36 (2011)

3907e3916, Doi:10.1016/j.energy.2010.07.030.

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Table (1): Standard Specifications of Diesel Oil.

Properties Diesel Fuel

Flash point 50C

Specific gravity 0.84

Carbon residue 0.15 or less

Cetane value 50 up

Colour 4 or less

Pour point 10C

Calorific value kcal/kg 10170

Sulpher % 1.2 or less

Kinematics viscosity cs 2.7

Distillation point 350C

Table (2): Analysis of Scrap Tires Rubber Oil.

Properties Scrap Rubber Oil

Flash Point, Closed Cup,
0
C, 28

Ash, % mass 3.15

Moisture 1.20

Fixed carbon 24.25

Gross calorific value (GCV),MJ kgK
-1

40.27

Specific gravity, g.cm
-3

0.86

Viscosity, CSt (at 40
0
C) 3.28

Elemental Analysis (N, H, C)

Nitrogen, (ppm) 0.67

Hydrogen, (ppm) 9.86

Carbon, (ppm) 82.91

Sulfur, (ppm) 0.92

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Table (3): The Main Specifications of the Test Engine.

Make Superstar

Cylinder number 6-Vertical in Line Cylinders

Type Direct Injection

Bore/stroke 94.2 mm/125 mm

Stroke Four Stroke

Compression ratio 18:1

Cooling system Water Cooled

generating set model -PL150 150 KVA prime power,

16.5 KVA standby power

Figure (1): (a) The flue gas analyzer unit (IMR 1400). (b) The gas flow through the flue gas

analyzer unit (IMR 1400),

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Figure (2): Consumption of the Brake Specific Energy.

Figure (3): Brake Thermal Efficiency.

Figure (4): Exhaust Gas Temperature.

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Figure (5) : The Variation of NOx Emission.

Figure (6): Hydrocarbons (Unburned Fuel) Emission.

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Figure (7): Carbon Monoxide Emission.

Figure (8): Carbon Dioxide Emission.