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The core objective of this study is to pull back the worsened combustion, emission, and performance characteristics of a CI engine fuelled with waste tire pyrolysis oil diesel fuel blends. Four fuels are tested in the experiments. These are (1) 100% diesel fuel, (2) 20% waste tire pyrolysis oil ? 80% diesel fuel, (3) 10% pyrolysis oil and 80% diesel fuel containing 10% waste biodiesel, and finally, (4) 10% waste tire pyrolysis oil and 80% diesel fuel containing 10% waste fusel oil. The tests are performed at a constant engine speed of 2400 rpm, and varying engine loads from 3 to 12 Nm with intervals of 3 Nm. In the results, it is noticed that using of waste tire pyrolysis oil diesel fuel blend is reducing the brake thermal efficiency down to 9.13% for waste tire pyrolysis oil diesel fuel blends, however, this reduction is being pulled back by 7.51%, and 3.82% with the addition of waste biodiesel, and fusel oil, respectively as compared to that of diesel fuel. On the other hand, waste tire pyrolysis oil diesel fuel blend increased the brake specific fuel consumption by 21.78%, however, this increase is being pulled back by 8.89%, and 12.57% for waste biodiesel, and fusel oil, respectively. The increase in carbon monoxide for waste tire pyrolysis oil-diesel fuel is 7.09% in comparison with that of diesel fuel. However, with the addition of biofuels, carbon monoxide is being dropped by 7.69% for waste biodiesel, and 19.23% for fusel oil due to the high oxygen contents of waste biofuels. Moreover, waste tire pyrolysis oil-diesel fuel blend is increasing nitrogen oxide by 7.09%, but this increase by 4.64% with the addition of waste biodiesel. On the other hand, the addition of fusel oil is converting the increasing trend of nitrogen oxide into a reduction of 3.09% owing to fusel oil?s water content. As a consequence, this research is proving that the waste biofuels are able to improve poor combustion, emission, and performance characteristics of binary waste tire pyrolysis oil diesel blend with the doping of waste biofuels, and suggesting ternary blends rather than waste tire pyrolysis oil alone for diesel engines. Moreover, it is noticed that burning waste products is a very effective tool for both waste management and alternate to fossil fuels. ? 2021 Elsevier Ltd. All rights reserved. Duzce University Scientific Research Projects Coordination UnitDuzce University [2020.07.04.1097]; Duzce UniversityDuzce University This work is supported by Duzce University Scientific Research Projects Coordination Unit with the project number 2020.07.04.1097. The authors thank Duzce University for its financial support. WOS:000632505300009 2-s2.0-85100388520

Every year, millions of tons of tire become unusable around the world and waste tire dumps threaten human health and the environment. Therefore, recycling of waste tires has attracted attention recently. In this study, energy, exergy, economic and sustainability analyses of a compression ignition diesel engine fueled with tire pyrolytic oil-diesel blends were performed and the results were compared with that of neat diesel. Tire pyrolytic oil was produced from waste tires with vacuum pyrolysis technique. Hydro-sulfuric acid treatment, vacuum distillation and oxidative desulfurization processes were applied to reduce emission values of tire pyrolytic oil. Tire pyrolytic oil was blended with neat diesel as 10 vol% (TPO10D90), 30 vol% (TPO30D70) and 50 vol% (TPO50D50). The test engine was single-cylinder, four-stroke, naturally aspirated, compression ignition diesel engine and the experiments were conducted for different test engine loads of 3 Nm, 6 Nm, 9 Nm and 12 Nm at constant crankshaft speed of 2000 rpm. The highest energy and exergy efficiencies were obtained for TPO10D90, while the lowest ones were obtained for neat diesel. At 12 Nm, the energy efficiency of test engine was obtained to be 26.89% for neat diesel and 28.15% for TPO10D90, while the exergy efficiency of test engine was found to be 25.19% for neat diesel and 26.36% for TPO10D90. The energy loss per capital investment cost was obtained to be 0.87 x 10(-4) kW/$ for TPO10D90 and 1.03 x 10(-4) kW/$ for neat diesel at 3Nm. At 12 Nm, the highest sustainability index was determined to be 1.358 for TPO10D90, while the lowest sustainability index was 1.337 for neat diesel. Results showed that TPO10D90 had better performance at each test engine load in terms of energy, exergy, economic and sustainability and the increase in tire pyrolytic oil content of blend made the results worse but better than neat diesel. As a conclusion, it can be said that tire pyrolytic oil production from waste tires is important fact from the viewpoint of both waste management and protection of fossil fuel resources depletion. (C) 2020 Elsevier Ltd. All rights reserved. WOS:000538391500014 2-s2.0-85083570620

This study investigates the effect the pyrolysis reactor and the condensing system type have on the tyre derived oil (TDO) and DL-limonene yield, as well as benzothiazole concentration in the TDO. All the experiments were performed at 475 °C and three technologies were investigated, fixed bed reactor (FBR), bubbling fluidised bed reactor (BFBR) and conical spouted bed reactor (CSBR), with the latter being the reactor that provided the highest TDO yield (58.2 wt.%). Furthermore, the CSBR enhances DL-limonene production due to its excellent features (low residence time of volatiles and high heat and mass transfer rates), which minimize secondary cracking reactions. Moreover, in order to maximize the TDO retention efficiency and selectively reduce the concentration of certain heteroaromatic species, two types of condensation systems were evaluated: tube-andshell condenser (indirect contact) and quenching condenser (direct contact). The quenching condenser not only promoted the condensation efficiency for DL-limonene, but also reduced the concentration of benzothiazole in the collected TDO. Indeed, the direct contact between water (fed into the quencher) and the hot volatile stream favours the dissolution of some polar heteroaromatic species, thus reducing the nitrogen and sulphur content in the TDO and increasing the applicability of TDO as fuel. This research was supported by the Recycling and Economic Development Initiative of South Africa (REDISA) and the National Research Foundation (NRF). It was also financed by the Ministry of Economy and Competitiveness (CTQ2016-75535-R) and the Ministry of Science, Innovation and Universities of the Spanish Government (RTI2018-101678-B-I00), the European Regional Development Fund (ERDF), the European Commission (HORIZON H2020-MSCA RISE- 2018. Contract No. 823745), the Basque Government (IT1218-19) and the University of the Basque Country (UFI 11/39). The authors acknowledge that any opinions, findings, conclusions or recommendations expressed in this material are the authors' own, and the sponsorscannot accept any liability whatsoever in this regard.

Due to its high total sulphur content and other unfavourable properties, pyrolytic oil obtained as a result of tyres pyrolysis is not suitable for use as motor or heating fuel. Therefore, pyrolytic oil was hydrorefined. Hydrorefined oil was used as a component of light heating oil. A composition was prepared from 30 wt % hydrorefinate with 70 wt % Ekoterm Plus (a commercial oil). Unfortunately, the flash point temperature of the hydrorefinate was too low, and did not allow fuel compliant with the Polish standard PN-C-96024:2011 for L1 light heating oil to be obtained. Therefore, the fraction with boiling point below 180 &deg, C was removed from the hydrorefinate. The residue, with a flash point of 74 &deg, C and a sulphur content of 0.143 wt %, was mixed with Ekoterm Plus and fuels with a hydrorefinate fraction content of 30 and 50 wt % were prepared. The composition containing 30 wt % met the requirements for L1 oil in the whole range of tested parameters. Total sulphur content was 0.092 wt %, specific weight was 856 kg/m3 and closed cup flash point was 64 &deg, C. However, the composition containing 50 wt % hydrorefinate did not meet the requirements regarding sulphur content and specific weight. Sulphur content, specific gravity, and flash point are the parameters limiting the possibility of using hydrorefined pyrolytic oil for composing light heating oils compliant with the mentioned standard.

In the present paper, the waste vehicle tire chips were pyrolyzed to be achieved their liquid oil forms and then they were blended at different percentages (0%, 10%, 30% and 50% by volume) into neat diesel fuel (DF). Tests were conducted on a single-cylinder diesel engine at four different engine loads (3, 6, 9 and 12 Nm) under a constant engine speed of 2000 rpm. Then the performance (BSFC, BTE), combustion, emission (CO, NOx, and HC), vibration and noise characteristics to observe the influence of the addition of waste tire pyrolysis liquids (TPL) within diesel fuel were investigated experimentally. Since the heating value of TPL was lower than that of diesel fuel, BSFC gradually increased and BTE reduced with increase in TPL content of the TPL-diesel blend at all engine loads. On the other hand, it is seen that the ignition delay of the TPL-diesel blends is longer than that of DF owing to the low cetane number of TPL. The peak points of the maximum heat release rate (HRRmax) and maximum in-cylinder pressure (CPmax) were, therefore, higher in TPL-diesel blends. Additionally, both higher HRR and CP triggered to increase both vibration and noise levels in these fuels. Besides, the carbon and oxygen content of TPL produced have partially close to neat diesel fuel but hydrogen content is higher in diesel fuel. That is why a significant variation on CO was not observed among test fuels. However, NOx emission slightly increased and HC emission highly and gradually reduced with increase in TPL content of the blends. In conclusion, this paper highlights that usage of TPL can alternatively be blended into diesel fuel (up to 50%) without any modifications and presented promising results for the solution to both the waste management and depleting fossil fuels. WOS:000535710000106 2-s2.0-85083576644

WOS:000366763900002; International audience; Experimental investigation is carried out in order to study the effect of power input on the pyrolysis process of waste tires (WT). Three different power input levels i.e., 750W, 1500W and 3000W have been used to heat the reactor to 500 degrees C. The part of energy that was effectively consumed for thermal cracking of rubber and in evaporating the volatile products was deduced by subtracting reactor heating energy (blank tests) from total power input. Changes in physico-chemical characteristics of products were noticed while changing power inputs, which can be the consequence of changes in energy distribution between heating and cracking processes. In addition to the liquid product yield, its tar content is considered to be one of the most important characteristics according to the European standard EN590. From one side, the yield of liquid product for both 1500W and 3000W is higher than 45% while it is around 40% for 750W. On the other side, tar content in the liquid product is higher than 35% at 1500W and 3000W power inputs while it is around 11% at 750W. When high power is introduced to the reactor, it promotes the cracking of CC and CH bonds leading to higher liquid yield and H-2 formation during the pyrolysis. Furthermore, it promotes dehydrogenation/cyclization/aromatization/reactions leading to tar and coke formation. Diels-Alders reaction mechanism explains as well the tar yield in the liquid product via dehydrogenation/aromatization/cyclization/reactions. (C) 2015 Elsevier B.V. All rights reserved.