Tire Pyrolysis Oil Research Articles

Advances and Outlook on Desulfurization and Utilization of Tire Pyrolysis Oil: A Review

Advances and Outlook on Desulfurization and Utilization of Tire Pyrolysis Oil: A Review

Clean Energy Technology: Hydro-processing of Waste Tyre Pyrolysis oil (WTPO) to Diesel fuel in a continuous reactor using Co/SBA-15 catalyst

The need for sustainable fuel sources and efficient waste management has led researchers to explore innovative methods for converting waste into fuel. One promising avenue is the utilization of 100% tyre oil (TO), which could offer a profitable and environmentally friendly solution for disposing of waste tyres. With rising fossil fuel costs, environmental concerns, and the challenges of waste tyre landfilling, there is increased interest in waste tyre pyrolysis oils (WTPO) as an alternative energy source. This study examines the hydro processed WTPO (HWTPO) was analysed using a metallic catalyst, specifically Co/SBA-15. This method involves hydrolysing WTPO with the metallic catalyst, assessing the physical-chemical properties, formulation efficiency compared to petroleum products, and diesel engine performance like the impact on fuel consumption, combustion, and emissions. The synthetic HWTPO's chemical and physical properties were found to be comparable to European diesel specifications (European standard 590). Under hydroprocessing conditions (80 bar and 375°C), the Co/SBA-15 catalyst produced iso-alkanes, n-alkanes, and aromatics in quantities nearly equivalent to 100% diesel. HWTPO demonstrated the potential to maximize greenhouse gas emissions reduction and enhance the performance of diesel-powered engines. The favourable properties of HWTPO suggest that waste tyre pyrolysis oil could be a viable transportation fuel.

Pyrolysis of End-Of-Life Tires: Moving from a Pilot Prototype to a Semi-Industrial Plant Using Auger Technology.

This work, carried out within the framework of the BlackCycle project, demonstrates the robustness of an auger reactor for the pyrolysis of end-of-life tires (ELTs) to be considered within the seventh level of technology readiness (TRL-7). For this purpose, the resulting pyrolysis products are compared with those obtained from a pilot scale facility ranging within the fifth technology readiness level (TRL-5). Using the same type of ELTs, tire trucks (TTs), operating conditions used at the TRL-5 plant are attempted to mimic those expected at a semi-industrial plant: tailored temperature profile (450, 550, and 775 °C) and residence time for vapors (30 s) and solids (15 min). The feed mass rate is 4 and 400 kg/h for the pilot and semi-industrial plants, respectively. The yields of tire pyrolysis oil (TPO), tire pyrolysis gas (TPG), and raw recovered carbon black (RRCB) from both plants, as well as their key properties and characteristics, are in good agreement with each other. The TPO produced by both plants contains comparable concentrations of value-added chemicals such as benzene, toluene, xylene, ethylbenzene, and limonene. There is also a very similar pattern between the simulated distillation curves. The TPG obtained from both plants is also very rich in H2 and CH4 and has a lower calorific value of 52-54 MJ/Nm3 (N2 free basis). Although the RRCBs produced by the two plants are more demanding and require more labor, they do have a number of comparable characteristics. All this information demonstrates not only the reliability of the experimental campaigns to scale up the pyrolysis process but also the robustness of the semi-industrial scale plant based on the auger technology to be classified at TRL-7.

Assessment of performance and emission characteristics of CI engine using tyre pyrolysis oil and biodiesel blends by nano additives: An experimental study

In the current study, the diesel engine performance, emission, and combustion have been investigated using tyre pyrolysis oil (TPO) and biodiesel blended with nano-additives. The effect of the blending ratio on fuel combustion and emission was evaluated. The tyre pyrolysis oil was derived from scrap tyres through the pyrolysis process and biodiesel was synthesized from used cooking oil (UCO) through the transesterification process. Moringa oleifera-derived strontium oxide (SrO) nanoparticles were mixed into the fuel to provide extra oxygen for better combustion. Three blended fuels were formulated as: a) 5 % biodiesel and 95 % TPO containing 50 ppm SrO nanoparticles (B5TPO95SrO50), b) 10 % biodiesel and 90 % TPO containing 100 ppm SrO nanoparticles (B10TPO90SrO100), c) 50 % TPO and 50 % biodiesel without nano-additives (B50TPO50). Among the blended fuels, B10TPO90SrO100 showed the best brake thermal efficiency at 31.4 % and a brake-specific fuel consumption of 0.21 kg/kWh at full load. The B5TPO95SrO50 blended fuel showed reduced emission parameters such as unburned hydrocarbon (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) by 2.05 %, 8.30 %, and 18.00 %, respectively, as compared to the conventional diesel engine at an optimum engine load (27.9 Nm). Hence, waste tyre oil and UCO biodiesel blended with biogenic SrO nano additive can be considered a promising fuel for a sustainable environment.

Combustion characteristics of crude tyre blends fuel in compression ignition engine

With the rise of automobile vehicles, the number of scrap tyres has been increasing rapidly. Proper management of waste tyre is challenging work for any country. Tyre oil possesses a greater potential of using as a substitute for conventional diesel. The investigation was made on the effects of blends of waste tyre fuel on combustion characteristics such as cylinder pressure (CP), net heat release rate (NHR), cumulative heat release (CHR), ignition delay (IGD), exhaust gas temperature (EGT), and % heat equivalent to brake power (HBP). It was found that crude tyre fuel has a low cetane index which affects the combustion characteristics. The two sample of test fuel were prepared by adding 5% crude tyre fuel to 95% diesel fuel (5BTF) and 10% crude tyre fuel to 90% diesel fuel (10BTF) by volume and their performance and emission characteristics were studied in a single cylinder four stroke diesel engine. For 10BTF, peak CP was reduced by 6.69%, IGD increased by 10.85%, NHR increased by 19.33% and there was a small difference in EGT with diesel. The opacity value of the blends of tyre fuel was found within the emission standard of Nepal. It is concluded that a blend of crude tyre pyrolysis oil up to 5% by volume with diesel shows similar combustion characteristics as that of diesel.

Experimental analysis of cycle tire pyrolysis oil doped with 1-decanol + TiO2 additives in compression ignition engine using RSM optimization and machine learning approach

This study investigates the effect of TiO2 nano additives in conjunction with 1-decanol on the performance and emission characteristics of biodiesel. The analysis involves four different blends: 90D7TO3DO+25 ppm TiO2 (90 % Diesel+7 % Tire oil + 3 % decanol and 25 parts per minute Titanium dioxide), 80D14TO6DO+50 ppm TiO2 (80 % Diesel+14 % Tire oil + 6 % decanol and 50 parts per minute Titanium dioxide), 70D22TO8DO+75 ppm TiO2, (70 % Diesel+22 % Tire oil + 8 % decanol and 75 parts per minute Titanium dioxide), and 100TO+100 ppm TiO2.(100 % Tire oil + 100 parts per minute Titanium dioxide), (DOE), design of experiments approach is used in this analysis. BTE is high for 90D7TO3DO+25 ppm TiO2 (36.12 %), compared to Diesel (30 %), i.e. 90D7TO3DO+25 ppm TiO2 possesses 20.67 % higher than diesel. The blend 90D7TO3DO+25 ppm TiO2 exhibited the lowest fuel consumption (0.25 kg/kWh), compared to diesel (0.28 kg/kWh), i.e. it was 12 % less than diesel. Inline cylinder pressures were optimal at 70 bar for the blend 90D7TO3DO+25 ppm TiO2, indicating favorable combustion properties. In terms of emissions, diesel emits NOx (1850 ppm), and the blend 100TO+100 ppm TiO2 achieved the lowest NOX emission of 1550 ppm, representing a 16.3 % reduction compared to diesel. The RSM model's coefficient of determination (R-squared) for all the parameters considered was remarkably high (nearly 0.98), meaning that it accounts for 98.00 % of the variability in the parameters. The corrected R-squared value validates the model's robustness. The results of the coefficient of determination (R2) for Bayesian Ridge regression clearly illustrate that the method is capable of making accurate predictions across the majority of the measurements as compared to Random Forest (RF).

Analyzing the influence of feedstock selection in pyrolysis on aviation gas turbine engines: A study on performance, combustion efficiency, and emission profiles

Commercial aviation is primarily reliant on fossil fuels, yet the depletion of these sources and the consequences of climate change necessitates the exploration of sustainable alternatives. The pyrolysis process offers a viable method for producing biofuels from various feedstocks. This research examines the combustion, emission, and performance characteristics of biofuels derived from agricultural residues, waste tyres, and plastics using pyrolysis. Pyrolysis oils derived from forestry or agricultural products exhibit high viscosity and moisture content, which impairs combustion efficiency and increases carbon monoxide (CO) from 70 % to 187 % and unburned hydrocarbon (UHC) emissions. Conversely, pyrolysis oils from plastics and waste tyres provide stable combustion with carbon monoxide and total hydrocarbon emissions (THC) comparable to those of commercial jet fuel. However, nitrogen oxide (NOX) emissions are significantly elevated from 57 % to 157 %. Engine performance tests demonstrated that forestry pyrolysis oils result in thrust loss due to their high viscosity value (14.3–113 mm2/s) and low calorific value (17.3–31.7 MJ/kg). In contrast, plastic and tyre pyrolysis oil perform similarly to commercial jet fuels but may potentially cause performance loss due to their high aromatic content (>47.67 %). Overall, upgrading the viscosity, moisture, and aromatic content of pyrolysis oils can enhance their suitability as alternative aviation fuels. These improvements could assist the aviation sector in achieving its carbon-neutral goals by making pyrolysis oils competitive with conventional jet fuels.

Mixing, Burning and Deposit Characteristics of a Mixture of Karanja Oil Biodiesel and Tyre Pyrolysis Oil Along with Graphene Nanoparticles

Mixing, Burning and Deposit Characteristics of a Mixture of Karanja Oil Biodiesel and Tyre Pyrolysis Oil Along with Graphene Nanoparticles

Experimental Investigation on the Effect of Heating Oil and Tyre Pyrolysis Oil Combustion in an Evaporative Combustion Chamber

This research aims to delve into the intricacies of combustion processes, specifically focusing on heating oil and a blend of heating oil with Tire Pyrolysis Oil (TPO) in a self-developed evaporative combustion chamber featuring steam injection. The primary objective is to scrutinize the impact of steam injection on the combustion dynamics. Conducting a series of tests, the investigation involved the meticulous manipulation of stoichiometric ratios while introducing ambient air through gravity fuel flow. Subsequent iterations of these tests incorporated the introduction of steam into the ambient air stream. The examination encompassed the combustion of both heating oil and the TPO blend within the combustion chamber. The evaluation criteria comprised an in-depth analysis of flame characteristics, temperature distribution within the combustion chamber, and the quantification of emissions such as particulate matter (PM), nitrogen oxides (NOx), carbon dioxide (CO2), carbon monoxide (CO), and water vapor (H2O). Throughout the experimentation phase, commercially available diesel fuel served as the primary fuel source. To facilitate the tests, the combustion chamber under scrutiny was seamlessly integrated into an AVL engine test bench system. Essential parameters, including fuel consumption, were meticulously gauged using an AVL 735 fuel flow meter, while fuel temperature was monitored using the AVL 745 fuel temperature conditioning system. The intake air, a crucial element in the combustion process, was quantified with precision using an AVL Flowsonix sensor. Emission measurements were conducted meticulously using state-of-the-art equipment, with gaseous emissions analyzed using an AVL FTIR AMA i60 exhaust gas analyzer. Simultaneously, soot emissions were quantified through employment of an AVL Micro Soot sensor. This comprehensive approach not only delves into the fundamental aspects of combustion but also extends its reach to the exploration of innovative techniques, such as steam injection, to enhance combustion efficiency and reduce emissions. The integration of advanced measurement tools ensures a robust and thorough analysis of the combustion process and its environmental implications.

Study on the high-temperature performance and self-healing capability of asphalt modified with pyrolysis oil from waste tires and polyphosphoric acid

To develop a novel self-healing asphalt binder and address the challenge of poor performance of waste tire pyrolysis oil-modified asphalt at high temperatures, this study employed polyphosphoric acid and waste tire pyrolysis oil for composite modification of asphalt. Subsequently, comprehensive evaluations of the modified asphalt were conducted using experimental techniques such as temperature sweep, time sweep, differential scanning calorimetry, Fourier-transform infrared spectroscopy, and fluorescence microscopy. The entropy weight method was utilized to determine the optimal dosage of modifiers in the asphalt binder and evaluate the comprehensive performance of the modified asphalt. Experimental results indicate that the introduction of polyphosphoric acid not only effectively maintains the self-healing properties of the modified asphalt but also significantly improves the negative impact of waste tire pyrolysis oil on the high-temperature performance of the asphalt binder. Analysis using the entropy weight method revealed that the optimal dosages of 2% polyphosphoric acid and 4% waste tire pyrolysis oil served as modifiers, resulting in the superior overall performance of the modified asphalt at these concentrations. In conclusion, the development of polyphosphoric acid/waste tire pyrolysis oil composite modifiers offer a novel avenue for the sustainable enhancement of asphalt modification.

Investigating the anti-aging properties of asphalt modified with polyphosphoric acid and tire pyrolysis oil

Abstract This research focuses on the aging resistance properties of asphalt, which are crucial for determining the lifespan of asphalt pavement. To combat aging, waste tire pyrolysis oil (TPO) is often added to asphalt, enhancing its resistance to aging but compromising high-temperature performance. This study offered a pioneering solution by integrating TPO with polyphosphoric acid (PPA) to address these issues. In this study, we conducted a series of tests to characterize the properties of PPA/TPO modified asphalt, including temperature sweep and bending beam rheometer tests. The results demonstrated that the presence of PPA in the PPA/TPO modified asphalt could improve its high-temperature performance while maintaining its low-temperature properties. Moreover, PPA in the PPA/TPO modified asphalt enhanced the modified asphalt’s resistance to fatigue and deformation during the aging process, while the presence of TPO effectively reduced the impact of thermo-oxidative aging on the modified asphalt during the aging process. Additionally, physicochemical interactions between the base asphalt and modifiers were observed before and after aging. In summary, this study had offered an innovative method to enhance the anti-aging properties of asphalt, and had provided more options for sustainable, environmentally friendly roads.

Physical and Chemical Methods to Assess Performance of TPO-Modified Asphalt Binder

The demand for effective asphalt additives is growing as road infrastructure ages and more sustainable pavement solutions are needed. Tire pyrolysis oil (TPO) is an example material that has been gaining attention as a potential asphalt additive. While physical performance grade (PG) temperatures are the predominant performance requirements for asphalt binders, chemical properties are also significant in the evaluation of asphalt performance. There is a need to chemically characterize the aging of asphalt binders modified with TPO and link chemical changes in binder components to binder performance. This study compares 2%, 4%, and 8% TPO and asphalt binder blends via dynamic shear rheometry (DSR), Fourier-transform infrared (FTIR) spectroscopy, and nuclear magnetic resonance (NMR) relaxometry. The variability in the modified blends was seen by both physical and chemical testing during four different blending times (1, 60, 120, and 240 min). After blending, high and intermediate PGs were determined by physical testing. The 8% TPO blend reduced the high PG of the binder from 64 °C to 58 °C. This effect was confirmed by chemical testing through changes in carbonyl indices and NMR relaxation times. With more oil present in the binder matrix, the binder’s resistance to rutting was reduced. While the high PG was hindered, the intermediate PG remained unchanged for all TPO blends. This physical similarity was mirrored in chemical testing. The chemical and physical variability along with the hindrance of the high PG temperature indicate that more treatment may be needed before TPO can be effectively applied to asphalt binders. This study suggests a correlation between physical performance and key chemical indicators.

Life cycle assessment of electricity generation by tire pyrolysis oil

The disposal of used vehicle tires at the end of their life time, is a significant environmental concern. There is need for specific legislative framework, regulating their disposal, after these are replaced, however, there are several options for further processing. In the framework of circular economy, recovery methods and new applications for the material are available. This paper examines the life cycle environmental impacts of the pyrolysis of End of Life (EoL) tires and the use of the produced Tire Pyrolysis Oil (TPO) for generation, presenting a Life Cycle Assessment (LCA) for a 17.8 MW designed generation unit in Cyprus. The boundaries of the system under study start from the receipt of shredded used tyres, and include the pyrolysis process, the electricity generation and the management of by-products, pollutants and waste for a case study about a unit designed to operate in Cyprus. Two Functional Units (FU) are used, 1 Kg of TPO and 1 MWh of produced electricity. A detailed Life Cycle Inventory (LCI) is presented and moreover, by applying the CML 2001 impact characterization method, the magnitude of a number of characterization factors are calculated for both of them. These results are compared to the respective of Light Fuel Oil (LFO) and of Cyprus grid electricity as alternatives. While, the TPO found to have lower environmental impact than LFO for all the impact categories, the production of electricity at the unit cause higher potential of depletion of abiotic resources – elements and marine aquatic ecotoxicity potential than the grid electricity. Specifically, the first, for 1 MWh produced in the unit under study, is 0.00026 kg antimony eq. and the second 171666.4 kg 1,4-dichlorobenzene eq., while for 1 MWh of Cyprus grid electricity they are 0.00013 kg antimony eq. and 136095.2 kg 1,4-dichlorobenzene eq., respectively. A contribution analysis, for these two impact categories is presented, showing that the use of urea and the production of solid waste to the unit contributes the most to both plus the exhaust gases to the second, therefore specific suggestions to minimize the contribution are formulated, available to be exploited for similar units. Moreover, concluding that the TPO use for generation could be an advantageous environmental option, recommendations for its strategic adoption are also made.

Research on the preparation and self-healing performance of microwave-induced functional steel slag asphalt mixture

This study explores the potential applications of steel slag and tire pyrolysis oil (TPO) in creating self-healing road construction materials, aiming to address environmental concerns related to industrial waste and to extend the service life of roadways. A novel functional steel slag asphalt mixture was developed, utilizing steel slag as the aggregate and TPO as a healing agent. This agent permeates the pores of the steel slag, with microwave induction facilitating its controlled release. The research embarked on identifying the optimal process for preparing the functional steel slag aggregate through orthogonal experiments. It puts forward the optimum parameters of microwave induction based on the results of the low-temperature bending beam test and evaluates the effectiveness of the microwave-induced asphalt mixture’s self-healing. The study revealed that the recommended process for preparing functional steel slag aggregates is vacuuming the steel slag submerged in TPO for 30 minutes, followed by a soaking period of 10 minutes under standard atmospheric pressure, and concluding with a 48-hour standing period after removal from the TPO. Under this process, the absorption rate of TPO by steel slag reaches its maximum. Employing the Marshall test design method, the optimal asphalt-aggregate ratio was determined to be 5.15%. Significantly, the microwave heating rate of the functional steel slag asphalt mixture was found to be 3.25 times that of a conventional limestone asphalt mixture. The recommended microwave induction parameters were established at 700 W of power for a duration of 80 seconds. Initially, the crack healing rate reached 64.6%, which decreased to 47.6% after five microwave cycles. Remarkably, the healing rate of the functional steel slag asphalt mixture outperformed that of the ordinary steel slag asphalt mixture without TPO by 69.5% after the same number of cycles. These findings offer valuable contributions to the development of self-healing road construction materials, presenting a promising path for enhancing the durability of road infrastructures while addressing environmental challenges posed by industrial waste.

Preparation of hollow carbon nanospheres from oxidation of spent tyre oil‐derived carbon black in air

AbstractHollow carbon nanospheres (HCNS) were prepared from carbon black (CB) derived from spent tyre pyrolysis oil. The pristine CB produced by partial oxidation of the pyrolysis oil in a drop tube furnace was subsequently oxidised in air in a fixed bed reactor to yield HCNS. The effect of oxidation temperature (300 to 700°C) and time (1 to 8 h) on the burn‐off (Bt) of the sample over the duration (t) of oxidation and average reaction rate (Rt) was assessed. The BET surface area and pore volume and the nanostructure of the HCNS samples obtained were characterised using N2 adsorption–desorption and high‐resolution transmission electron microscope (HRTEM) techniques, respectively. Higher temperature and longer oxidation time led to higher Bt. As Bt increased, the BET surface area and pore volume initially increased linearly due to the removal of the amorphous core and then decreased because of the collapse of the shell of the carbon nanostructure. At Bt of ~56%, the maximum BET surface area and pore volume of the HCNS were 383.2 m2 g−1 and 0.39 cm3 g−1, respectively, compared to ~19.5 m2 g−1 and 0.033 cm3 g−1 of the pristine CB. The HRTEM images indicate that the change in BET surface area corresponds to the formation of the HCNS, as the core of the CB particle was preferentially consumed to create a hollow structure. The formation of HCNS follows an internal oxidation model, which is characterised by rapid core consumption and relatively slow shell consumption.

Effect of microwave pretreatment on characteristics of asphalt binders modified with scrap non-tire automotive rubber and waste derived pyrolytic oils after prolonged thermal storage

The use of waste automotive rubber and pyrolytic products has recently gained interest in asphalt binder modification, and it also presents an appealing solution towards waste re-utilization and sustainable asphalt binder modification. Further, composite modification of asphalt binders is now often attempted to achieve a wider range of benefits in the asphalt binder performance through the modifiers. For the petroleum crude-based asphalt binders after their modification with different additives, viz. polymers, rubbers, and oils, the phase separation behavior, usually assessed in terms of storage stability, plays a very important and crucial role in its long-term performance. A modified asphalt binder must possess adequate storage stability to assure homogeneity during storage and hauling at elevated temperatures to achieve the desired performance after construction. The present study firstly evaluated the long-term phase separation behavior/storage stability of asphalt binders modified with waste non-tire rubber granules (ethylene-propylene-diene monomer (EPDM) type) alone and then for composite rubberized asphalt binders formulated with EPDM rubber along with tire pyrolytic oil (TPO) and plastic pyrolytic oil (PPO) after microwave pretreatment. To assess the standard and the long-term phase separation behavior in terms of storage stability, formulated rubberized asphalt binders were subjected to thermal storage at two different scenarios: (a) for 2 and 4 days at163 °C, and (b) for 2, 4, 7, 10, and 14 days at 135 °C. The phase separation behavior and performance of rubberized asphalts post long-term storage were evaluated in terms of chemo-rheological, microstructural, and rubber dissolution tests. A total of 28 asphalt binders with variable modification and thermal storage periods were characterized and evaluated. Both storage temperature and duration were found to play a critical role in dictating the storage stability and chemo-rheological performance of the rubberized asphalts, and the prolonged storage stability of rubberized binders correlates well with their rutting and fatigue performance. The pretreatment of rubber granules with pyrolysis oils using microwave irradiation facilitated the achievement of a composite modified asphalt binder with good storage stability and rheological performance.

Characterization of nanocellulose/pyrolysis oil nanocomposite films

In this study, the sustainable recycling of tire waste, which is frequently formed in the automotive industry, and the transformation of this recycling into valuable materials are in question. Waste tire pyrolysis oil obtained as a result of the pyrolysis of tire wastes was evaluated for the first time as a reinforcement element in nanocellulose-based nanocomposite films. Nanocellulose was produced using the TEMPO method (2,2,6,6-tetramethylpiperidine-1-oxyl radical). 5 %, 10 % and 20 % pyrolysis oil were added to the nanocomposite films. Thermal (thermal gravimetric analysis, differential scanning calorimetry, thermomechanical (dynamic mechanical thermal analysis and morphological (scanning electron microscopy) characterization of the produced nanocomposite films were performed. The highest thermal stability was observed in the nanocellulose/pyrolysis oil-20 sample with 20% pyrolysis oil additive. The pyrolysis oil-reinforced nanocomposites resulted in an excellent increase in storage and loss modulus. The storage modulus of the 20 % pyrolysis oil added sample at 100 °C was exactly 18 times that of pure nanocellulose. Nanocellulose-based nanocomposite films with superior thermal properties and structural compatibility demonstrated by characterized results have been shown to be pioneers in future industrial applications such as pharmacy, coating, green packaging.

Fuel composition forecasting for waste tires pyrolysis process based on machine learning methods

Waste tire pyrolysis oil holds significant potential as an energy source and chemical feedstock, playing a crucial role in enhancing resource efficiency and promoting environmental sustainability. This study aims to develop a reliable forecasting model for determining the composition proportions of waste tire pyrolysis oil and assessing its performance. This study employed the gradient boosting decision tree (GBDT) method to develop the model that accurately forecasts the composition proportions of aromatic, aliphatic, and other compounds present in waste tire pyrolysis oil. Importance in XGboost and Cramer's V analysis in correlation analysis were used to select the input variables for the forecasting mode. Additionally, this study normalized the percentages of the three components to ensure consistency. To evaluate the performance of the proposed models, we compared them with 13 models from the Decision Tree series, BPNN series, SVM series, and HDMR series, thereby verifying the accuracy of our models. Furthermore, this study conducted random sampling to examine the stability and generalization ability of our proposed models. The experimental results demonstrate that the forecasting model exhibits excellent performance in estimating the proportions of aromatic compounds, aliphatic compounds, and other compounds. Over 60% of the samples yielded relative error percentage (REP) values below 30%. This indicates that this proposed model is capable of accurately forecasting the composition proportions of waste tire pyrolysis oil. The proposed model holds the potential to facilitate dynamic optimization of the waste tire resource reuse process and contribute to the sustainable development of waste tires.

The assessment of performance and emissions characteristics of a CI engine running on waste tyre pyrolysis oil as an alternative fuel and its blends with diesel fuel

The target of the present research is to examine the performance and emissions of waste tyre pyrolysis oil (WTPO) added into diesel fuel (DF) at different percentages in a compression-ignition (CI) engine. In the engine, tests were undertaken at four ranging loads (25%, 50%, 75%, and 100%) at 1500 rpm. The lower viscosity and energy content of WTPO compared to DF affected performance and emissions. Adding WTPO to DF increased fuel consumption, CO2, HC, and CO emissions, while reducing exhaust gas temperature (EGT). At the same load, HC emission increased by 13.3% as the fraction of WTPO in the blend ascended. While the EGT value of DF was 261oC at 25% load, this temperature dropped to 251oC for P40 fuel. When the load was 25%, the amount of CO2 emission ascended between DF and P40 fuel was 38.67%, while this increment reached 59.5% at the highest load. In the study, monthly CO2 emissions of fuel blends were calculated. In line with these calculations, it has been deemed environmentally appropriate to use end-of-life (EOL) tyres as fuel instead of scrapping them.

Coprocessing of low concentration waste plastics and scrapped tires pyrolysis oil in the FCC Advanced Cracking Evaluation laboratory unit

The research focused on the coprocessing of RFCC standard feedstock (SF) with waste plastics (WPPO) and scrapped tires (STPO) pyrolysis oil at concentration of 5 and 10 wt% and the possibility to use a Kayser ACE laboratory unit for this purpose. WPPO represented a high value FCC feedstock in terms of fractional and group composition and impurities content, with the exception of high nitrogen content (10200 mg kg−1). On the other hand, STPO contained high concentrations of aromatics (87.7 wt%), sulfur (9900 mg kg−1), iron (73.6 mg kg−1), and microcarbon residue (3.8 wt%). The sample conversion for a given catalyst-to-sample ratio, gasoline yield, and coke formation were the parameters most sensitive to the presence of pyrolysis oil in the FCC feedstock. The WPPO coprocessing was trouble-free, with only slightly worse results than for SF because of the high nitrogen content. In contrast, STPO coprocessing worsened the parameters of the FCC unit. Therefore, increased attention should be paid to coprocessing of such a feed. The addition of 5 and 10 wt% of pyrolysis oil can be clearly identified using an ACE unit. Due to the catalyst-to-sample ratio of 3–9, the research included cracking severity common to FCC operating units. Therefore, the result can be well scaled up to WPPO and STPO coprocessing in FCC operational units.