Semakula Maroa

By Semakula Maroa and Freddie Inambao

This study evaluated the performance of a diesel engine operated with waste plastic biodiesel fuel (WPPO) blends. Findings were that at all engine loads (from idling to full load) the emissions of carbon monoxide (CO), unburnt hydrocarbon (UHC) and carbon dioxide (CO2) were low compared to conventional diesel (PD), although the emissions of NOX were higher. The brake specific fuel consumption (BSFC) for the blends dropped while the brake thermal efficiency (BTE) increased with load for all blends until intermediate load when it decreased. WPPO blends had a higher viscosity compared to PD. CO emissions for blend 95/WPPO5 at all engine speed idling modes were 285 ppm, 298 ppm, 320ppm, and 388 ppm while PD emissions were 270 ppm, 295 ppm, 315 ppm and 365 ppm respectively. The values for UHC for blend 95/WPPO5 at all modes were 35 ppm, 28 ppm, 22 ppm, and 18 ppm compared to PD fuel with 20ppm, 25 ppm, 30 ppm, and 40ppm respectively. The NOX emissions for PD fuel at all modes were 175 ppm, 225 ppm, 300 ppm and 375 ppm compared to blend 95/WPPO5 at 195 ppm, 245 ppm, 335 ppm, and 397 ppm. The BSFC values for blend 95/WPPO5 at all modes were 0.48 kg/kW.h, 0.41 kg/kW.h, 0.35 kg/kW.h and 0.4 kg/kW.h compared to PD at 0.45 kg/kW.h, 0.39 kg/kW.h, 0.33 kg/kW.h and 035 kg/kW.h respectively.

Part of the book: Internal Combustion Engine Technology and Applications of Biodiesel Fuel

By Semakula Maroa and Freddie L. Inambao

Through an experimental study, this work focused on finding the influence of exhaust gas recirculation (EGR) on waste plastic pyrolysis oils (WPPOs) with diesel as a base comparison fuel. The results show the amount of carbon monoxide emissions seemed to decrease at low engine loads up to intermediate loads of (50%), thereafter continued to increase significantly but marginally. Among fuels tested, blend WPPOB100 reported the highest BSFC, at 0% EGR flow rate. The value was 0.4751g/kW.hr. compared with 0.7235 g/kW.hr. at 30% EGR flow rate. Increased blend ratio had a direct decrease in brake power linearly. At 30% engine load, CD, WPPOB10, WPPOB20, WPPOB30 and WPPOB40 recorded values of 2.125 kW, 2.15 kW, 2.05 kW, 1.98 kW, 1.86 kW and 1.75 kW, respectively. Exhaust gas temperature (EGT) at 30% EGR flow rate, blend WPPOB10 had the highest reduction in temperature compared with the any other WPPO blends at 320°C. Increased blend ratio and EGR percentage flow rate increased smoke emissions within the test fuels blends. At 15% EGR flow rate, the following data were recorded: 7.53%, 7.1%, 6.72%, 6.25%, 6.0% and 5.4% for CD, WWPO10, WPPO20, WPPO30, WPPO40 and WPPO100, respectively.

Part of the book: Diesel Engines and Biodiesel Engines Technologies