Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with

IJIRST –International Journal for Innovative Research in Science & Technology| Volume 3 | Issue 11 | April 2017 ISSN (online): 2349-6010

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG Sagarkumar. C. Vagadiya PG Student Department of Automobile Engineering LD College of Engineering, Ahmedabad

S. K. Dabhi Assistant Professor Department of Mechanical Engineering LD College of Engineering, Ahmedabad

Mit. N. Patel PG Student Department of Automobile Engineering LD College of Engineering, Ahmedabad

Sulay. N. Patel Assistant Professor Department of Mechanical Engineering LD College of Engineering, Ahmedabad

Abstract Government of India doesn’t want to compromise with environment pollution, so it makes the strict emission norms for IC engine.

Diesel engine is well known for fuel economy and efficient operation but only problem is engine emission .to fulfill the future emission norms HCCI Bifuel engine is one of the best option, so it can operate diesel engine with CNG. The use of CNG in HCCI engine along with pilot diesel injection, the emissions has been decreased drastically. Homogeneous mixing of fuel and air leads to cleaner combustion and lower emissions. The premixed lean mixture reduces soot particles. By optimizing operating parameter like mixture strength and load we can obtain less emission and better fuel economy. In experimental work there is use of CNG injection at high pressure and fixed amount of diesel for initiate combustion only and then varying amount of CNG for optimization of low emission and higher performance for particular load.

Keywords: HCCI, CNG, Emission, Bifuel _______________________________________________________________________________________________________ I.

INTRODUCTION

According to title our effort is to convert existing diesel engine into HCCI bifuel (Diesel + CNG) engine without major modification. So there are trying for data acquisition for low emission and good performance at various mixture strengths to maximize HCCI % and based on that it can map ECU for optimized (Diesel + CNG) bifuel operation.

This research can create big benchmark in Automobile industry. Because  Drastically reduction in emissions in existing Diesel engine.  Improvement in fuel economy.  New area for combustion in automobile industry.  Low cost for installation of bifuel HCCI (Diesel + CNG) engine in existing diesel engine.

II. SUMMARY OF LITERATURE SURVEY The reduction of SFC is about 7% and 3% at low and part load operations [1] The improvement of engine efficiency is about 3% at part load operation of the engine. [4] NOx emission is at ultra-low level of ∼ 10 ppm in comparison to 600 – 3000 ppm for diesel engines[5] That CNG-Diesel engine has less emissions comparing to diesel only engine. Also, investigations stated that CNG-Diesel Dual Fuel engine has less amount of NOX, NO2, CO, CO2, HC, soot and other emissions when compared with the conventional diesel fueled engine.[9] 5) In comparison to the SI combustion engine, the fuel consumption was reduced by 21% as a result of the higher efficiency of the HCCI/SI engine. Likewise, due to the reduced fuel consumption, CO 2 emissions were reduced on more than 21% when using HCCI.[6] 1) 2) 3) 4)

All rights reserved by www.ijirst.org

231

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

III. EXPERIMENTAL SET UP

Fig. 1: Experimental setup layout

Fig. 2: Testing Engine Table - 1 Engine Specification Engine Kirloskar (AVI) Dynamometer Eddy Current Water Cooled Bore 87.5 Stroke 110 Displacement 661 Compression Ratio 17.5 R.P.M. 1500 H.P. 5.2

Fig. 3: CNG kit

All rights reserved by www.ijirst.org

232

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

CNG Cylinder A 4kg of CNG cylinder tank used for storage the high pressure CNG. Compressed Natural Gas is stored in a CNG tank with a 200 bar to 220 bar pressure. A dial indicator is provided with pressure gauge which is measure the pressure inside CNG cylinder.

High Pressure Pipe High Pressure Pipe is used to supply CNG from CNG Cylinder to CNG Pressure Reducers.

Pressure Reducer CNG is stored at a very high pressure (200 bar). The job of the reducer is to reduce the pressure to 5 bar before it enters the CNG high pressure rail.

Fig. 4: Pressure reducer

CNG High Pressure Rail High Pressure rail contain CNG at 5bar, it allow CNG to go in intake manifold by solenoid valve for specific amount at specific time.

Fig. 5: CNG high pressure rail

IV. INSTRUMENTS USED FOR MEASUREMENT OF DIFFERENT PARAMETERS CNG Consumption Measurement

Fig. 6: Measurement of CNG consumption

All rights reserved by www.ijirst.org

233

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

This method was used to measure the consumption of CNG fuel. As CNG fuel flow is compressible flow and its volume keeps changing with time. To measure the CNG fuel consumption, a Digital Load cell having the range of 0.001 to 100 kg was used Measurement of Air Flow Manometer is used for measurement of air flow rate consumed by engine.

Fig. 7: Manometer

Eddy Current Dynamometer It consists of a stator on which are fitted a number of electromagnets and a rotor disc and coupled to the output shaft of the engine.

When rotor rotates eddy currents are produced in the stator due to magnetic flux set up by the passage of field current in the electromagnets. These eddy currents oppose the rotor motion, thus loading the engine. These eddy currents are dissipated in producing heat so that this type of dynamometer needs cooling arrangement. A moment arm measures the torque. Regulating the current in electromagnets controls the load. Dynamometer load measurement is from a strain gauge load cell and speed measurement is from a shaft mounted sixty tooth wheel and magnetic pulse pick up. Dynamometer arm length is 0.3.

Table - 2 Load cell specification Model CZL 301 Type ‘S’ Beam Universal Capacity 0-50 Kg Full scale output (mV/V) 2.0043 Operating temperature range -20°C to 55°C

Fig. 8: Load cell

All rights reserved by www.ijirst.org

234

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

Measurement of Exhaust Emission

Fig. 9: Five Gas Analyser

Exhaust gas analyzer is used to measure the level of pollutants in the exhaust of the engine. The instrument is used for measuring HC (ppm), CO (% by vol.), CO2 (%by vol.), NOx and O2 (% by vol.). Probe of it was fitted in the engine exhaust pipe. Exhaust of the engine passes in to the instrument probe and sensor of instrument senses the quantity of CO, HC, CO2, NOx and O2 contained in exhaust gas and the result is displayed on the panel board.

Speed Measurement Mechanism

Fig. 10: RPM sensor

The speed measurement is done with the help of the same pulley used in the injector cut off mechanism. The pulley is installed with magnets on its periphery to create some magnetic field and the field is sensed by the proximate sensor attached to the Cshaped acrylic clamp. Hence the speed is displayed with the sensed data from this mechanism V. MODIFICATION OF DIESEL ENGINE INTO HCCI ENGINE Governing Modification In constant speed engine injection of CNG cut off the diesel injection quantity and stops the engine so there is modification in governing to operate engine by fixing amount of diesel.

Fig. 11: Governing modification

Fig. 12: CNG High Pressure Rail

All rights reserved by www.ijirst.org

235

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

Solenoid operated High pressure CNG rail allow CNG to go in combustion chamber via intake manifold. Also there change in governing for fixed amount of diesel. After getting signal from data acquisition unit valve open and specific amount of CNG go in combustion chamber.

Injector Cut Off Set Up

Fig. 13: TDC Sensor

The optical sensor is used for the purpose of the injector cut off. In this set up pulley with window is attached at the extended crank shaft of the engine which runs at the same speed of the engine. The proximate sensors are attached at the C-shaped clamp. When the optical ray omitted from the transmitter and passes through the window and received by the receiver the injector will inject the fuel for definite time. The angle of injection can be varied by changing the position of the pulley window by rotating it and then fixing pulley with respect to TDC. Data Acquisition System

Fig. 14: Acquisition system

The Data Acquisition Unit (DAU) has connectors for inputs from various sensors and also 4 LED lights.

VI. OBSERVATION AND ANALYSIS

Fig. 15: Dual fuel mode-load vs EGT, SFC comparison

All rights reserved by www.ijirst.org

236

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

Fig. 16: Dual fuel mode-load vs BTE, VOLLU EFF comparison

Fig. 17: Dual fuel mode-load vs HC comparison

Fig. 18: Dual fuel mode-load vs NO comparison

Fig. 19: Dual fuel mode-load vs CO, CO2, O2 comparison

All rights reserved by www.ijirst.org

237

Experimental Investigation of Effect of CNG Injection on Emission of Bifuel HCCI Engine Fueled with Diesel & CNG (IJIRST/ Volume 3 / Issue 11/ 042)

VII. CONCLUSION 1) EGT in dual fuel mode is33.41 % less at 70% load compare to diesel mode only ,SFC in dual fuel mode IS 112.62% lower than only diesel at 100% load 2) BTE is 112.43% higher in dual fuel mode compare to diesel only at high load 100 3) HC emission higher in dual fuel mode compare to diesel only at lower load but it decreases with load. it is optimum at part load operation 4) NO emission is lower at lower load in dual fuel mode but it increases vary rapidly at higher load as compare to diesel only and it is optimum at part load operation.

5) CO is 7% lower in dual fuel mode at higher load compare to only diesel mode.

6) CO2 higher in dual fuel mode compare to diesel only and it is increases with load VIII. PROJECT OUTCOMES 1) HCCI dual fuel mode beneficial for better fuel economy and lower emission at full load operation.

2) There is NO is high but it can reduced by Throttling, EGR or water injection.

REFERENCES Magnus Sjoberg,John E.Dec,”An investigation into lowest acceptable combustion temperatures for hydrocarbon fuels in HCCI engines”ELSEVIER, 30 (2005) 2719–2726.

[2] Amit Bhave , Markus Kraft, Luca Montorsi , Fabian Mauss ,”Sources of CO emissions in an HCCI engine: A numerical analysis”,ELSEVIER 144 (2006) 634–637.

[3] Kathi Epping, Salvador Aceves, Richard Bechtold, John Dec, “The Potential of HCCI Combustion for High Efficiency and Low Emissions”, SAE International, Paper- 2002-01-1923.

[4] Wen Zeng, Maozhao Xie ,” A novel approach to reduce hydrocarbon emissions from the HCCI engine”,ELSEVIER Chemical Engineering Journal 139 (2008) 380–389.

[5] Krzysztof Motyl, Tadeusz J. Rychter ,”HCCI ENGINE – A PRELIMINARY ANALYSIS”, Journal of KONES Internal Combustion Engines 2003, vol. 10, 3-4.

[6] Augusto F. Pacheco, Mario E.S. Martins, Hua Zhao, “New European Drive Cycle (NEDC) simulation of a passenger car with a HCCI engine: Emissions and fuel consumption results”. 2013 Elsevier Ltd. [7] Xingcai Lu, Yong Qian, Zheng Yang, Dong Han, Jibin Ji, Xiaoxin Zhou, Zhen Huang, “Experimental study on compound HCCI (homogenous charge compression ignition) combustion fueled with gasoline and diesel blends”, 2013 Elsevier Ltd. [8] Giuseppe Genchia, Emiliano Pipitonea, “Preliminary Experimental Study on Double Fuel HCCI combustion”, 2015 Elsevier Ltd. [9] Abdulwahab A. Abdulrahman Al-Saadi,Ishak Bin Aris, “CNG-Diesel Dual Fuel Engine A Review on Emissions and Alternative Fuelsl”. IEEE 2015.

[10] Nirendra N. Mustafi, Robert R. Raine, Sebastian Verhelst,”Combustion and emissions characteristics of a dual fuel engine operated on alternative gaseous fuels”,ELSEVIER,Fuel 109 (2013) 669–678.

[1]

All rights reserved by www.ijirst.org

238