Hasan Ali entitled "Extraction of Pyrolytic Fuel from Non-biodegradable So/id Waste" has been approved by the Board of Assessors in partial fulfillment of the requirements for the degree of Civil Engineering in the Department of Mechanical Engineering, Khulna University of Engineering & Technology, Khulna, Bangladesh in November 2013. Mohammad Mashud, Head of Mechanical Engineering Department, Khulna University of Engineering & Technology, Bangladesh for his cooperation in creating adequate laboratory facilities to carry out part of the research work in this university and potential encouragement from the beginning.
General
Three products are typically obtained from the tire and tube rubber: liquids, char and gas. Thus, it is an emerging issue to investigate the pyrolysis behavior of the bicycle/rickshaw tires and tube wastes, including pyrolytic product yields and product properties.
Problem statement
One of the main objectives of this work is to study the characteristics of the total pyrolysis fluids derived from used bicycle/rickshaw tires and tubes. The utilization of these waste materials is indeed an important opportunity to control the economic and environmental concerns of modern society, which is evolving with the growing production and utilization of tires and tubes worldwide [7].
Environmental impact
The latter results from the oxidation of nitrogen in the fuel and is not particularly temperature sensitive. During pyrolysis, part of the nitrogen in the fuel is converted into ammonia (NH3) (the main product), hydrogen cyanide (HCN) and nitrous oxide (NO).
Pyrolytic Conversion
The first is formed from the nitrogen in the combustion air and its formation is more or less dependent on the temperature and pressure in the combustion chamber [16]. Conditions that result in the selective formation of levoglucosan from cellulose produce very low yields of glycolaldehyde and vice versa.
Objectives of the Research Work
Different types of rubber used in tire and tube
Natural rubber
Synthetic rubber is artificial rubber made from raw materials such as butadiene, styrene, isoprene, chloroprene, isobutene, acrylonitrile, ethylene and propylene. More than half of the world's synthetic rubber is styrene-butadiene rubber (SBR), made from styrene and butadiene monomers that are abundant in petroleum.
Reclaimed rubber
Tire and tube are the backbone of the bicycle, rickshaw, bus, truck and many other vehicles. There is very good domestic as well as export demand for bicycle and rickshaw tires and tubes. Bicycle production rose 3.2% to 130 million units in 2007, a continuation of the upward trend that has marked the increase in production for most of this decade. India produces about 10%.
However, with increased production of bicycles, the production of tires and tubes will also be increased, which is proportional to the amount of waste production. According to the statistical data, with the exponential growth in the number of cars, the generation of waste tires and tubes increases. As shown in Figure 2.2, tire recycling is expected to remain flat in the UK until 2012, with the only growth being in energy recovery.
Pyrolysis, gasification and liquefaction are the thermo-chemical processes that can be used to convert waste tires and tubes as well as other carbonaceous feedstocks such as coal, wood waste or municipal solid waste into usable products. The derived oil from belt and tube pyrolysis can be used directly as fuel or added to petroleum refinery feed stock, and also useful for the refined chemicals.
Thermal pyrolysis
During the pyrolysis of car tires it was observed that there was no significant influence of temperature and characteristics of pyrolysis products above 500 °C. Fast flow rate can give greater advantage to increase the percentage of light oil. One of the problems with thermal pyrolysis is that of wide oil product distribution with poor economic value.
One of the disadvantages of the classic gasification system is the high temperature, which is Essentially, liquefaction is the manipulation of the pyrolysis process to produce an oil with properties similar to petroleum-based oils (e.g. fuel oil) [39]. Experiments were performed at different temperatures (C) and for different reaction periods (400 °C, 1 or 2 hours). The results showed that tire can be depolymerized and dissolved in PDRS, dissolving all the organic content in a relatively moderate reaction. conditions similar to those used in coal liquefaction.
TPO was used as a solvent; dissolution was less than PDRS under comparable conditions, especially at 380 °C when retrograde reactions occurred due to the low H-donating capacity of TPO. Work by Harrison and Ross [43] showed that addition of TPO at this level would not be detrimental to coal dissolution and suggested that coal and waste tires could be used as feed to the dissolution stage of a two-stage coal liquefaction that could use recycled solvent enriched with TPO for dissolving feed, without harming the degree of dissolution of individual feed components.
Reaction mechanisms occurred during pyrolysis of tire
Therefore, there is no obvious mechanism for the loss of char with increasing temperature, except that the higher temperature alone volatilizes some of the solid hydrocarbon content of the char [48, 50]. Since the solids yield does not decrease in the temperature range of 475-575°C, it can be concluded that the decomposition of the bond has been completed and carbonaceous material has been formed. The yields of pyrolysis products and their distributions over the entire temperature range depend not only on the composition of the feedstock and the operating temperature used for the experiments, but also on the specific characteristics of the system used, such as its size.
They controlled the temperature of the reactor by varying the air supply using an air blower. Cunliffe and Williams [48] also found similar results: the oil yield decreases from 58.1-53.1 wt% and the gas yield increases over a temperature range of 450-600°C, while the coal yield remains almost constant with an average value of 37.8% by weight. 65] studied the pyrolysis of tires in the range 350–700°C and found no influence of temperature on pyrolysis yields above 500°C.
50] studied pyrolysis from 300 to 720 °C and observed that the carbon and gas yields decreased as the liquid yield increased over the entire temperature range, although the effect of temperature was smaller above 600 °C and varied with of the degree of heating used. In the temperature range 430–450°C, the liquid yield was almost constant, but the further increase in temperature from 450 to 460°C caused a rapid increase in the liquid yield for all particle sizes.
Materials and methods
Experimental Set-up
Eight equally spaced 10 mm diameter stainless steel fire tubes containing insulated electric coil with a total capacity of 2.0 kW were attached inside the reactor. The reactor height from the manifold to the gas outlet was 57 cm and its diameter was 16 cm.
Experimental Procedure
Initially, experiments were carried out by varying the temperature in the range from 300 to 600 °C at every 50 °C interval for a given tire feed size. Once the maximum liquid recovery temperature was selected, additional experiments were conducted at the optimum temperature of 450 °C by varying the inlet size to determine the optimum process conditions. During the experiments, 1.7 kg of tires and 1.8 kg of inner tubes were taken separately into the reactor chamber.
Experiments were performed by varying the temperature in the range of 300-600 °C at every 50 °C interval for each tire and inner tube feed size. The data collected during the pyrolytic conversion of the tire and inner tube are shown in Tables 4.2 to 4.11.
Presentation of Result
Analysis of Pyrolytic fuel/oil
The liquid obtained by pyrolysis of tire and tube is oily organic compounds and appears dark brown with a strong pungent smell. Physical properties such as specific gravity, density, kinematic viscosity, flash point, fire point, pour point, GCV, tire boiling and hose oil were determined. The oil obtained after thermal pyrolysis of used bicycle tires and tubes appears dark brown in color with a strong sour odor similar to petroleum fractions.
The fuel properties of tire and tube oil were analyzed and compared with the diesel properties, which are summarized in Table 5.11 and Table 5.12. The flash point obtained from the pyrolytic oils derived from tire and tube was lower than that of diesel. The low flash points of the tire and tube fluids are not surprising since the product obtained is unrefined with a mixture of components with a wide distillation range.
The pour point of the tire and tube fluids derived from tire and tube is relatively low compared to the automotive diesel fuel, but the laboratory experience of the present study shows that this is not problematic even at 7°C. Based on its fuel properties, the pyrolytic oil obtained from tire and tube can be considered as a valuable component for use with automotive diesel fuel.
Conclusion
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49 San Miguel G, Fouler DG, Sollans CJ Pyrolysis of tire rubber: porosity and adsorption characteristics of pyrolytic char". 53 Helleur B, Popovic N, Ikura M, Liu D Characterization and potential application of pyrolytic char from ablative pyrolysis of used tires".
![Figure 2.3: Tire pyrolysis conversion and application of products (23]](https://thumb-ap.123doks.com/thumbv2/filepdfnet/10907669.0/28.856.157.724.287.557/figure-2-tire-pyrolysis-conversion-application-products-23.webp)
