Investigating the influence of plastic waste oils and acetone blends on diesel engine combustion, pollutants, morphological and size particles: Dehalogenation and catalytic pyrolysis of plastic waste

• Main Authors: Yusuf, A.A., Ampah, J.D., Veza, I., Atabani, A.E., Hoang, A.T., Nippae, A., Powoe, M.T., Afrane, S., Yusuf, D.A., Yahuza, I.
• Format: Article
• Published: Elsevier Ltd 2023
• Online Access: http://scholars.utp.edu.my/id/eprint/37388/; https://www.scopus.com/inward/record.uri?eid=2-s2.0-85162223146&doi=10.1016%2fj.enconman.2023.117312&partnerID=40&md5=ec04277b8c9b6b3bb36a82fdb6793c35

Most research into the treats of plastic wastes have concentrated mainly on single-exposure pathways or products. These practices fail to acknowledge that the complications of carbon particles from engines are produced not only by diesel but by any plastic oils due to the vast amount of contaminants. With the potential to significantly weaken the impact of contaminants, the present study investigates the effects of dehalogenation and catalytic pyrolysis on plastic waste, as well as the risks associated with plastic oil blends on diesel engine. Different types of washing were conducted to effectively dehalogenate plastic waste. After pretreatment, odor compounds were analyzed using GC�MS. Subsequently, various types of pretreated plastic samples underwent catalytic pyrolysis with a 5:1 ratio of HDPE to Al2O3·2SiO2·2H2O. Differences in physico-chemical properties and hydrocarbon compounds of oils were determined. Experiments were performed using different fuel blends in a diesel engine under steady-state conditions, and their effects on combustion, emissions, morphology, and size particles were analyzed. The results show that sample B exhibited a lower toxicity level of 1,3-butadiene compared to other samples, while acetone and terpenes represented the second and third-highest emission levels in flakes, respectively. Sample C started to degrade at low temperatures (<300 °C) due to carbon addition from ethyl acetate solvent into the tertiary carbon chain of the flakes. DAP3 fuel achieved a higher reaction due to its degree of unsaturation and lower viscosity, resulting in the formation of smaller fuel droplets at high injection pressure and heat release rate (HRR). Higher emission levels were observed by DAP1 and D100, exceeding the Euro 5/6 standard limits. However, DAP3 fuel resulted in an average reduction of �17.14 and 21.86 in CO and smoke emissions, respectively, accompanied by a slight decrease in NOx and HC levels. Conversely, there were inconsistencies in the emission results observed with DAP2. Compared to D100, both DAP1 and DAP2 exhibited a significant accumulation and coarse particles in the PM10 forms at a peak of �83 nm. Whereas the DAP3 showed a smaller mobility Dp with a low nucleation particle peak, which was prone to absorb the unburned HC soot and later change to accumulation mode particles. © 2023 Elsevier Ltd