Sustainable Environment Research 28 (2018) 142e147

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Original Research Article

MEA and DEE as additives on diesel engine using waste plastic oil
diesel blends
Pappula Bridjesh a, b, *, Pitchaipillai Periyasamy a, Arani Vijayarao Krishna Chaitanya b,
Narayanan Kannaiyan Geetha c
a
Department of Mechanical Engineering, St. Peter's Institute of Higher Education & Research, Chennai, 600054, India
b
Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad, 500043, India
c
Department of Science and Humanities, Sri Krishna College of Engineering and Technology, Coimbatore, 641008, India

a r t i c l e i n f o a b s t r a c t

Article history: Waste plastic oil (WPO) is a standout amongst the most promising alternative fuels for diesel in view of
Received 13 September 2017 most of its properties similar to diesel. The challenges of waste management and increasing fuel crisis
Received in revised form can be addressed while with the production of fuel from plastic wastes. This experimental investigation
6 November 2017
is an endeavour to supplant diesel at least by 50% with waste plastic oil alongside 2-methoxy ethyl
Accepted 3 January 2018
Available online 8 January 2018
acetate (MEA) and diethyl ether (DEE) as additives. Test fuels considered in this study are WPO, 50D50W
(50%Diesel þ 50%WPO), 50D40W10MEA (50%Diesel þ 40%WPO þ 10%MEA) and 50D40W10DEE (50%
Diesel þ 40%WPO þ 10%DEE). The test results are compared with diesel. An increase in brake thermal
Keywords:
2-Methoxy ethyl acetate
efficiency and abatement in brake specific fuel consumption are seen with 50D40W10MEA, as well as
Diethyl ether reduction in hydro carbon, carbon monoxide and smoke emissions. 50D40W10DEE showed reduced NOx
Waste plastic oil emission whereas 50D40W10MEA has almost no impact. Engine performance and emission character-
Pyrolysis istics under different loads for different test fuels are discussed.
© 2018 Chinese Institute of Environmental Engineering, Taiwan. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-
nc-nd/4.0/).

1. Introduction
With the vast applications of plastics, the production of plastics
globally increased in leaps and bounds. The quality of lives of
people improved with the invention of plastics. From the onset of
invention of plastics, accumulation of plastic wastes gives rise to
environmental problems [1]. It may take billions of years for plastic
to degrade naturally [2]. Conversion of plastic waste into plastic oil
is found to be the optimal solution to minimize the accumulation of
plastic waste in environment [3]. With the escalation in con-
sumption of energy, various methods are being developed for uti-
lizing the alternative resources of energy effectively [4]. The
challenges of waste management and increasing fuel crisis can be
addressed simultaneously with the production of fuel from plastic
wastes. Some researchers showed that the properties of the waste
plastic oil (WPO) are practically like diesel fuel [5e8].
* Corresponding author. Department of Mechanical Engineering, St. Peter's
Institute of Higher Education & Research, Chennai, 600054, India.
E-mail address: meetbridjesh@gmail.com (P. Bridjesh).
Peer review under responsibility of Chinese Institute of Environmental
Engineering.
The research established by Kalargaris et al. [9] showed that the
engine could be operated using neat WPO but the brake thermal
efficiency (BTE) reduced by 4% when compared with diesel at full
load. On the onset, up to a load of 80%, the WPO exhibited higher
BTE than diesel. Exhaust emissions such as oxides of nitrogen
(NOx), hydro carbon (HC) and carbon monoxide (CO) were higher
for neat WPO than diesel. Mani et al. [10] examined the impact of
neat WPO as fuel on a single cylinder diesel engine. The investi-
gation uncovered that the CO emission has increased by 5% and NOx
emission increased by 25% than diesel. When contrasted with
diesel, smoke emission increased by 40%. Kaimal and Vijayabalan
[11] did a relative report on performance of diesel engine with neat
WPO and diesel at different loads. Their investigation reported that
BTE and brake specific fuel consumption (BSFC) were particularly
substandard to diesel. Additionally, NOx, HC and CO emissions were
higher for WPO than diesel.
It is unavoidable to state that the engine performance deterio-
rated when fuelled with neat WPO due to the presence of high
aromatic content and high viscosity. Tests were conducted by
Panda et al. [12] on a single cylinder diesel engine using blends of
WPO as fuel. It was concluded that the BSFC for all blends of WPO

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2468-2039/© 2018 Chinese Institute of Environmental Engineering, Taiwan. Production and hosting by Elsevier B.V. This is an open access article under the CC BY-NC-ND
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 P. Bridjesh et al. / Sustainable Environment Research 28 (2018) 142e147
were higher than diesel fuel and vibration on engine was noticed
with blend percentage beyond 50. Based on the studies on using
blends of WPO with diesel, the performance and emissions from
the engine have not improved significantly as compared with
diesel. The physical and chemical properties of blends of WPO are
better than neat WPO but the density and viscosity of blends of
WPO are higher than diesel. As such, the heavier HC chains present
in blends of WPO leads to higher HC and CO.
Ananthakumar et al. [13] found that the variable compression
ratio in diesel engine could operate with 100% WPO. Blends of WPO
and diethyl ether (DEE) were utilized as fuels to examine the per-
formance of diesel engine. The results demonstrated that BTE of
WPO blends was lower than diesel and BSFC was particularly
inferior to diesel in all cases. However, HC and smoke emissions
were close to diesel. Additionally, at higher compression ratios, the
engine performed better in terms of BTE with diesel yet it is
particularly inferior with blends of WPO. It is as well observed that
NOx emission might have been higher in WPO blends at higher
compression ratios. Devaraj et al. [14] analysed the performance of
diesel engine fuelled with blends of WPO and DEE in proportions of
5% and 10% of DEE. The test results demonstrated that brake power
and BTE increased with blends of WPO over diesel, about which,
10% blend exhibited higher BTE. At higher engine speeds, BSFC for
WPO blends are close to diesel. With addition of DEE to WPO, HC
and CO emissions were found to decrease apart from reduction in
peak cylinder pressure and heat release rate (HRR). Kaimal and
Vijayabalan [15] analysed the addition of DEE to WPO-diesel blends
on a diesel engine. 5, 10 and 15% by volume of DEE was mixed with
WPO. Cetane number of blends of DEE-WPO being higher showed
reduced BSFC than neat plastic oil. Also, the BTE for blends of DEE-
WPO was higher than WPO. Combustion characteristics revealed
reduced peak cylinder pressure and heat release for blends of WPO-
DEE resulting in increased delay period along with delayed start of
combustion. Sukjit et al. [16] studied the effects of butanol and DEE
addition to WPO along with castor oil. The combination of DEE and
castor oil showed more advantage to decrease HC, CO, NOx and
smoke emissions than other blends. It was also observed that
butanol-WPO-castor oil blend showed benefit in smoke emission at
low engine load while the DEE blend was more potential to reduce
smoke emissions at high engine load. The increase in ignition delay
at high engine load was noticed with addition of butanol to WPO
and the combustion of DEE blend compared to butanol blend
promoted lower maximum HRR and lower in-cylinder pressure.
Addition of oxygenated additives like alcohols, esters, or ether
can reduce the aromatic content of WPO. In specific, alcohols have
greater tendency to improve spray characteristics which could be
beneficial to reduce smoke. Damodharan et al. [17] explored the
impact of addition of n-butanol with WPO blends on diesel engine
performance. Experimental results indicated that NOx emission
reduced favourably with addition of n-butanol than WPO and
diesel. Be that as it may, HC emission increased with increment in
n-butanol content when contrasted to diesel.
From the summary of literature review, various avenues of WPO
utilization in diesel engine are observed. Still, some of the
oxygenated additives are not used in diesel engine along with
WPO-Diesel blend. So, advanced exploratory investigation is ex-
pected to contemplate the impacts of oxygenated additives on
diesel engine performance fuelled with WPO-Diesel blends.
The main objective of the present investigation is to supplant
50% by volume of diesel with WPO, 2-methoxy ethyl acetate (MEA,
CAS number: 110-49-6) and DEE (CAS number: 60-29-7) by
formulating three blends of diesel/WPO/MEA/DEE. The effects of
these blends [50D50W (50%Diesel þ 50%WPO), 50D40W10MEA
50%Diesel þ 40%WPO þ 10%MEA) and 50D40W10DEE (50%
Diesel þ 40%WPO þ 10%DEE)] on performance and emissions of a
143
diesel engine were then compared with both WPO and Diesel for
any improvement.
2. Methodology
2.1. Materials and methods
WPO is produced from various types of plastics such as, high
density polyethylene (HDPE), low density polyethylene, poly-
ethylene terephthalate, polypropylene (PP), and polystyrene in
proportions of 35, 10, 35, 10, 5 and 5% respectively on weight basis.
HDPE has long linear polymer chain with high degree of crystalinity
but LDPE has more branches with weak intermolecular forces.
Whereas, PP has linear hydrocarbon chain but the density of PP is
lower than HDPE. The process of producing oil from waste plastics
is termed as pyrolysis. It is the process of thermally degrading long
chain polymers into less complex molecules in inert gas atmo-
sphere through heat and pressure in the absence of oxygen. Those
mixed plastic waste was cut into small pieces of size 1e2 cm2 by a
shear cutter. These bits were washed ceaselessly with water and
after that dried. Coal of 10 wt% and Zeolite Socony Mobil-5, a
catalyst of 1.5 wt% were mixed with the dried bits of plastic wastes.
The ingredients are fed into a batch reactor and undergo pyrolysis
in the absence of oxygen and in an inert nitrogen environment. The
temperature in the reactor have been upheld in the range of
450e500  C at a heating rate of 10  C min1 using a PID controller.
This procedure is permitted to proceed for 4e5 h and the plastic
vapours generated from the reactor are condensed as they pass
through a double walled condenser and this condensate (WPO) is
collected in a separate tank. The yield from plastic wastes consti-
tutes 56.2% WPO, 46.6% gas and 3.2% solid waste by weight. 10 kg of
plastic wastes yielded 840 mL of WPO. The products of pyrolysis of
plastic wastes are oil, gas and char. The amount of useful oil pro-
duced is influenced by the volatile matter, fixed carbon and ash
content present in the plastic wastes.
For reduction in exhaust gas emissions, oxygen enriched com-
bustion is a superior technique. Out of the numerous oxygenated
additives, MEA and DEE are selected in the present study. The lower
viscosity, higher volatility and higher cetane number of DEE are
favourable to be used as additive with WPO. The combustion
characteristics of oxygenated additives are dominated by the con-
stituents like ether or ester radicals. MEA has both ether and ester
radicals as a good additive in diesel engine. Also, the oxygen con-
tent in MEA is very much high (40.7%) than diesel. Boiling point of
MEA is closer to diesel. As such, it avoids the drawback of vapour
blocks in the fuel system. Addition of DEE and MEA will improve
the combustion and decrease the emission. But from physical and
chemical properties point of view, these additives are different
from each other. So, separate tests are needed to evaluate the WPO
blends with diesel along with either DEE or MEA. The main prop-
erties of blending stocks are shown in Table 1.
2.2. Experimental setup and procedure
The engine tests were conducted on single cylinder (5.2 kW) at
constant speed (1500 rpm) in a four-stroke diesel engine. An eddy
current dynamometer was coupled to the engine. Pressure in the
combustion chamber was measured by AVL (Germany) GH12D
miniature pressure transducer. AVL 364 angle encoder was used to
get crank angle position. A five gas analyzer, AVL Digas 444 mea-
sures the composition of exhaust gas emission. Smoke meter of AVL
make was used to measure the smoke opacity. Thermocouples
were installed to measure temperature of exhaust gas, cooling
water, calorimeter water at inlet and outlet. AVL INDI MICRA-602-
T10602A version V2.5 software was used for online analysis of
144 P. Bridjesh et al. / Sustainable Environment Research 28 (2018) 142e147

Table 1
Properties of blending stocks.

Property Diesel WPO MEA DEE 50D50W 50D40W10MEA 50D40W10DEE ASTM method

Density @15  C (kg m3) 0.835 0.782 1.01 0.713 0.808 0.807 0.805 D4052
Calorific value (MJ kg1) 45.4 42.9 21.1 33.9 44.1 43.1 43.3 D240
Kinematic viscosity (cSt) 2.15 2.52 e 0.23 2.33 2.31 2.28 D445
Flash point ( C) 49 62 49 40 55 e e D93
Boiling point ( C) 180e330 130e385 145 34.6 e e e D7169-16
Self ignition temperature ( C) 210 258 392 160 e e e D1929-16
Cetane number 53 44 e > 125 48 46 45 D4737
Oxygen content (wt%) 0.03 4.31 40.7 21.6 e e e e

engine performance. The ignition delay period, starting of com-
bustion, HRRs and peak cylinder pressure were obtained from
pressure vs. crank angle diagram. The schematic sketch of setup of
engine is shown in Fig. 1 and the engine specifications are shown in
Table 2. Uncertainty analysis of measured and calculated quantity is
shown in Table 3. The total uncertainty percentage is in the range of
±1.7%.
Before starting the engine, lubricating oil level and cooling
water levels are ensured. The engine is started and run at zero load
till the warm up period ends. The fuels used were diesel, WPO,
50D50W, 50D40W10MEA and 50D40W10DEE. The performance of
the engine was analysed by varying the load for pre-set intervals
(20, 40, 60, 80 and 100%) and optimum number of intervals. The
engine was run for 10 min at every load to stabilize and the read-
ings were recorded. For each refuelling with other blends, engine
was run for 30 min to consume the fuel entrapped in the fuel lines.
Repeatability was ensured by replicating the experiments thrice.
3. Results and discussion
3.1. Combustion analysis
50D40W10DEE, the dynamic injection decreases and the fuel in-
jection process is prolonged resulting in decrease in cylinder
pressure [19]. In case of 50D40W10MEA, as the load increases, the
ignition delay decreases due to the later starting of combustion
while the maximum pressure falls and occurs later. HRR is influ-
enced by ignition delay period and premixed combustion phase
which in turn are influenced by the chemical composition of fuel
and mixing of fuel with air. The higher HRR of WPO is probably due
to better mixing of fuel and air in the second stage of combustion
than diesel fuel. Whereas, in 50D50W, the lower heat content and
poor mixing of fuel and air in the diffusion combustion may be the
reason for decrease in heat release [18]. The combustion analysis
reveals that most of the heat release in WPO blends happens
throughout the premixed combustion phase because of shorter
ignition delay. The higher volatility and lower latent heat value of
MEA lead to a larger amount of fuel accumulation in the combus-
tion chamber at the time of premixed combustion stage, leading to
a higher heat release for 50D40W10MEA than 50D40W10DEE.
Despite the fact that cetane number of DEE is especially high, lower
HRR in 50D40W10DEE might be fuel injection into a lower tem-
perature surroundings, where in DEE is a highly volatile liquid [19].

The cylinders pressure and HRR variations with crank angle for
all fuels are shown in Fig. 2. The variation of HRR for various fuels is
fully magnified at full load only. So the comparison curves were
drawn at full load conditions. It can be seen that the peak cylinder
pressure for all test fuels is of the order of WPO >
50D50W > 50D40W10MEA > 50D40W10DEE > diesel. For WPO
and 50D50W, the viscosity is higher and cetane number is lower.
With decrease in the cetane number, the delay period lengthens
which results in delayed start of combustion. Measure of fuel
partaking in delay period and premixed combustion phase also
affects the cylinder peak pressure which in turn depends not only
on chemical properties of fuel but also on rate of combustion.
Moreover, the differences in densities and bulk modulus of elas-
ticity of test fuels influence the combustion process [18]. With
3.2. BTE
BTE is true identification of the engine performance and is
influenced by calorific value of fuel. Fig. 3a shows BTE variations at
different load. At full load conditions, BTE decreased by 6.9% with
WPO and 4.5% with 50D50W than those of diesel. As the viscosity of
WPO and 50D50W is higher than diesel, there will be diminishing
over atomization and vaporization of WPO resulting in increased
BSFC and decreased BTE [18]. BTE decreased by 3.4% with
50D40W10DEE than diesel. The low viscosity, calorific value and
density of DEE in 50D40W10DEE could influence the fuel spray
formation resulting in lower BTE than diesel. The higher cetane
number of DEE in 50D40W10DEE was appropriately concluded for
earlier ignition which results in better combustion [14]. It is also

Table 2
Engine specifications.

Make and model Kirloskar, TV1

Number of cylinders 1
Bore, mm 87.5
Stroke, mm 110
Combustion chamber Hemispherical
Piston bowl Shallow bowl
Compression ratio 17.5:1
Rated power, kW 5.2
Rated speed, rpm 1500
Fuel injection type Direct injection
Number of nozzle holes 3
Fuel injection pressure, MPa 22
Fuel injection timing,  CA bTDC 23
Dynamometer Eddy current, 7.5 kW, 1500e3000 rpm,
air cooled with loading unit
Load measurement Direct coupling, strain gauge
Fig. 1. Schematic diagram of diesel engine test rig.
 P. Bridjesh et al. / Sustainable Environment Research 28 (2018) 142e147
Table 3
Instruments and uncertainties.
Instrument Measured quantity
AVL Digas 444 analyzer NOx
HC
CO
AVL 437C smoke meter Smoke opacity
Speed sensor Engine speed
Stop watch Time
Burette Fuel quantity
observed that BTE increased by 1.9% with 50D40W10MEA than
diesel. The boiling point and self ignition temperature of MEA are
almost equivalent to diesel. This can be ascribed to the improved
spray atomization of 50D40W10MEA along with faster fuel vapor-
ization resulting in improved combustion with increase in BTE.
Above all, the increased ignition delay with 50D40W10MEA pro-
motes better fuel air mixing which increases the combustion
efficiency.
3.3. Exhaust gas temperature (EGT)
Fig. 3b shows EGT variations with respect to load for all fuels.
EGT increases as the load on engine increases. Consumption of
additional amount of fuel needed to generate the same power to
meet the load requirement may be the reason. In case of WPO, the
fuel air ratio increases with increase in the load resulting in
increased EGT. Table 1 shows that oxygen content in
50D40W10MEA is higher over other test fuels. Other than that,
increment in oxygen content promotes more complete combustion
resulting in higher EGT.
3.4. CO
Fig. 3c depicts CO emission and equivalence ratio (l) variations
with load for all fuels. Equivalence ratio is defined as the ratio of
actual fuel/air ratio to the stoichiometric fuel/air ratio. CO emission
is lower for WPO, 50D50W, 50D40W10MEA and 50D40W10DEE
than diesel. The higher oxygen content in WPO, 50D50W,
50D40W10MEA and 50D40W10DEE has a tendency to decrease CO
emission. Among all test fuels, 50D40W10MEA indicated lower CO
emissions. This may be due to more oxygen molecules present in
MEA and furthermore, mixing of fuel and air with appropriate
spray atomization tends in reducing CO emission. When
50D40W10DEE and 50D40W10MEA are compared, CO emission
increased by 5.9% for 50D40W10DEE than 50D40W10MEA. This
Fig. 2. Variations of cylinder pressure and heat release rate (HRR) vs. crank angle at full
load.
145
Measuring range Accuracy Percentage uncertainties
0e5000 ppm ± 10 ppm ± 0.53
0e20,000 ppm ± 10 ppm ± 0.11
0e10% vol ± 0.03% ± 0.32
0e10 FSN (filter smoke number) ± 1% ± 1.1
0e10,000 rpm ± 10 rpm ± 0.1
e ± 0.6 s ± 0.2
0e50 cc ± 0.1 cc ± 1.0
may be explained that DEE blends produce relatively slow vapor-
ization and unavailability of oxygen at crevices and sac volumes
causes incomplete combustion which resulted in increased CO
emission [17,20]. The drastic increase in CO emission beyond 80%
load may be due to consumption of more amounts of fuel and
shorter duration available for fuel to burn completely. The CO
emission is also controlled by l. It can be seen that the values of l
for 50D40W10MEA and 50D40W10DEE are very close to diesel and
higher for WPO. It infers that the engine runs leaner with
50D40W10MEA and 50D40W10DEE. The reduced BSFC with
50D40W10MEA and 50D40W10DEE confirm to this.
3.5. HC
The properties of fuel, fueleair mixture and engine operating
conditions greatly influence the formation of HC. The HC emissions
variations with respect to load are shown in Fig. 3d. With WPO and
50D50W, HC emission increased by 22% and 12%, respectively, than
diesel. This may be attributed to the aromatic nature of WPO along
with local rich and lean mixtures of fuel and air in the combustion
chamber. The chemical kinetics of WPO reveals that thermal
cracking affects the long chain and short chain carbon molecules
which results in formation of lean mixtures and lean combustion
during the delay period. Also, during the late combustion process,
under mixing of fuel and air results in higher HC emission [21,22].
There was 5.6% decrease in HC emission with 50D40W10DEE than
diesel. This might be due to the release of molecular oxygen in DEE
in 50D40W10DEE. Whereas, the HC emission decreased by 11.1%
with 50D40W10MEA. This might be attributed to the higher
amount of oxygen in MEA which need initiating the unsaturated
hydrocarbon in the fuel to more complete and cleaner combustion.
As such the surplus oxygen helps for the more complete combus-
tion resulting in the decrease of HC emission.
3.6. NOx
Fig. 3e shows NOx and BSFC variations with respect to load for all
fuels. NOx in the combustion chamber is produced at an elevated
temperature of 2200 K, and NOx emission depends on combustion
temperature and oxygen content. It is observed that NOx emission
increased by 23.6 and 7.2% with WPO and 50D50W than diesel.
Table 1 reveals that oxygen content in WPO is 4.31%. The higher
oxygen content in WPO and 50D50W than diesel might have led to
rise in combustion temperature and in turn more NOx emission.
Moreover, the higher adiabatic flame temperature and higher HRR
of WPO and 50D50W are also a possible cause for increase in NOx
emission [18,23]. With 50D40W10DEE, NOx emission decreased by
5.5% than diesel. It might be ascribed to the cooling effect caused by
the vaporization of DEE in 50D40W10DEE and the decrease in heat
release has diminished the peak combustion temperature, bringing
about decrease in NOx emission. Also, the shorter ignition delay and
high latent heat of vaporization of DEE in 50D40W10DEE might
have reduced the peak combustion temperature and pressure
which in turn enhanced the reduction in NOx emission [14]. With
146 P. Bridjesh et al. / Sustainable Environment Research 28 (2018) 142e147

Fig. 3. Performance evaluation as function of load for all test fuels (a) brake thermal efficiency, (b) exhaust gas temperature, (c) CO and equivalence ratio, (d) HC, (e) NOx and BSFC (f)
smoke emission.

50D40W10MEA, there is marginal increase (1.4%) in NOx emission.
This may be due to the higher energy density of MEA [23]. The
lower heating value of plastic oil needs more fuel to maintain the
power output at peak load. The presence of alkanes in lower pro-
portions attributes to the lower heating value of WPO and blends of
WPO. Because of the cetane index of WPO and blends of WPO, more
fuel being burnt in premixed combustion phase.
3.7. Smoke opacity
The smoke variations for all test fuels are shown in Fig. 3f.
Smoke emission with WPO is 12.3% higher than diesel whereas it is
lower by 15.6% with 50D40W10MEA. The higher viscosity of WPO
and slow combustion of WPO during the combustion phase results
in higher smoke emission. Whereas, the higher oxygen content in
50D40W10MEA promotes more complete combustion and also
oxidizes the soot already formed by removing local oxygen de-
ficiencies. As the engine runs overall leaner with 50D40W10MEA,
the combustion is being assisted by the presence of fuel bound
oxygen of MEA in locally rich zones, which seems to have the
dominating effect. When 50D40W10DEE and 50D40W10MEA are
compared, smoke emission for 50D40W10DEE is higher than
50D40W10MEA by 8.6%. This might the formation of regions of rich
mixture with deviation in spray atomization.
 P. Bridjesh et al. / Sustainable Environment Research 28 (2018) 142e147
4. Conclusions
An experimental study is lead to assess the diesel engine per-
formance using WPO and oxygenated additives like MEA and DEE
and compared with diesel without any modifications in the engine.
The following results were obtained:
 The physical and chemical properties of WPO, 50D50W,
50D40W10MEA and 50D40W10DEE are adequate and favour-
able to be used as fuels on diesel engine.
 The heat release analysis reveals some interesting features,
which throw some light on the combustion mechanism with
the test fuels. At all loads, the HRR for WPO is higher than
other test fuels. Ignition delay was caused with premixed MEA
and DEE and phasing of the peak of in-cylinder pressure and
heat release was observed in the premixed stage of combus-
tion. When compared with diesel, higher heat release occurred
in diffusion phase combustion. This is probably due to different
auto ignition characteristics of MEA and DEE addition to WPO-
Diesel blends.
 BTE increased with load for all test fuels and with increased
spray atomization along with faster fuel vaporization, BTE for
50D40W10MEA is a little higher than diesel. The presence of
oxygenated functional groups in plastic oil and lower EGT with
consequent reduction of heat losses along with molecular
structural dependency for the ease of exploitation of energy
from the fuel might have led for the increase in BTE with
50D40W10MEA. BTE increased by 5.5% with 50D40W10MEA
than 50D40W10DEE.
 Due to the high injection rates which might have exposed more
hydroxyl compounds with oxygen in plastic oil for combustion
at high loads, HC and CO emissions for 50D40W10MEA are
found to be lower than other test fuels. Whereas, HC emission
for WPO is higher than other test fuels. HC and CO for
50D40W10MEA decreased by 5.9% and 19.3% respectively than
50D40W10DEE.
 NOx emission is very high with WPO than other test fuels. NOx
characteristics in neat diesel combustion are changed and im-
provements are found simultaneously with premixed MEA and
DEE addition. For 50D40W10DEE, the NOx emission is found to
be lower by 5.5%. MEA in 50D40W10MEA has very little effect on
NOx emission. NOx for 50D40W10MEA increased by 7.2% than
50D40W10DEE.
 BSFC values are effectively and directly proportional to fuel
mass flow rate. It is observed that BSFC for 50D40W10MEA is
very close to diesel. The presence of alkanes in lower pro-
portions attributes to the lower heating value of WPO and
blends of WPO. Because of the cetane index of WPO and blends
of WPO, more fuel being burnt in premixed combustion phase.
BSFC for 50D40W10DEE is increased by 2.5% than diesel.
Whereas, BSFC for 50D40W10MEA decreased by 1.6% than
50D40W10DEE.
 Volatility of MEA being high, smoke emission is significantly
reduced (15% than diesel) with the use of MEA in
50D40W10MEA with respect to that of other test fuels. Also DEE
has remarkable effect on the reduction (7.7% than diesel) of
smoke in 50D40W10DEE. Smoke emission for 50D40W10MEA
decreased by 9.4% than 50D40W10DEE.
147
In summary, the problems of fuel energy crisis and plastic waste
management can be addressed simultaneously with production
and utilization of fuel produced from plastic wastes. MEA should
make a favourable additive for WPO and diesel.
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