EXPERIMENTAL INVESTIGATIONS ON COMBUSTION, PERFORMANCE AND EMMISSIONS IN A DIRECT INJECTION DIESEL D

International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 3, Jun 2020, 507–518 © TJPRC Pvt. Ltd.

EXPERIMENTAL INVESTIGATIONS ON COMBUSTION, PERFORMANCE AND EMMISSIONS IN A DIRECT INJECTION DIESEL DUAL FUELED ENGINE ENRICHED WITH CNG AND ACYTELENE M. SHAMEER BASHA1*, SYED AZAM PASHA QUADRI2 & S. RAGHAVENDRA3 1

Professor Department of Mechanical Engineering, Unayzah College of Engineering Qassim University, Qassim, Saudi Arabia 2

Hod, Department of Mechanical Engineering, Lords institute of engineering and technology, Hyderabad, Telangana, India 3

Assistant Professor, Department of Mechanical Engineering, Lords institute of engineering and technology, Hyderabad, Telangana, India

ABSTRACT The current work was lugged out with the object of proliferating performance of engine by condensing pollutants with utilization of varying the fuel blend fusions of CNG & Acetylene at rated IOP 200 bar and CR 17.5. Experimental tests were lugged out at specified speed of 1500 rpm and the injection timing was set to a worth of 23 o BTDC. The fusion of CNG was used with diesel at 8 lpm of CNG and also the fusion of CNG & Acetylene enriched was used with changing

outputs were assayed and features of emissions are demonstrated. From the results of the experimentation, it was observed that the BTE decreased at small loads and increased over the pilot fuel operation at heavy load condition, more over efficiency tends to increase with increase in gas discharge at higher loads. It was also observed that the CO, HC and NOx contents were decreasing upon addition of acetylene to CNG. KEYWORDS: IC Engine, CNG, Acetylene, Combustion, Performance & Emissions

Original Article

the blend of 8 lpm of CNG & 0.5, 1, 1.5 & 2 lpm of acetylene and by operating the engine at variable loads. The test

Received: Mar 05, 2020; Accepted: Mar 25, 2020; Published: May 13, 2020; Paper Id.: IJMPERDJUN202047

1. INTRODUCTION The Industrial coup and increased population in the last two generations have concluded in depletion of fossil fuels and environmental degeneracy. It is obvious that novel solutions must be found to meet the fuel demand and environmental demands. Particularly, the surrogate fuels could be proposed as a solution for the future in the field of IC engine. Promising surrogate fuels for IC engine are natural gas, LPG, H2, acetylene, alcohol & cooking oils.

Amongst these biofuels, there remained a considerable energy in the world to increase and produce these fuels to replace conservative fuels. CNG is supposed to be a good alternate to transportation vehicles since0it has proper combustion features & plenteous reserves. CNG is achromic, odourless, non-toxic & inflammable. In addition to that, CNG has clearly substantial assets related to gasoline & pilot fuel. These comprise lesser fuel price, cleaner exhaust and its scope. As an effect, CNG fuel is a clean, economical and has been in usage globally to power vehicles. There are over 1,500,0000 vehicles in the world that are running on CNG. CNG has the highest hydrogen to carbon ratio among HC fuels, so it can emit low CO2 when combusted in IC engines. The adoption of CNG gas also reduces CO and NMHC emissions. In India, CNG as a fuel for internal combustions in transport sector has been successfully employed in large cities and has shown considerable cutback in environment pollutants. The characteristics over the working on the conventional pilot fueled and CNG engine system emerge from the physical & chemical properties of the two fuels. At room temperature, petroleum fuels are liquid and CNG is in a gaseous www.tjprc.org

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state at less temperature (-161ºC). Moreover, CNG has a lower density as related to gasoline. Due to nearly of its encouraging physio-chemical properties, CNG appears to be an accomplished fuel for CI engines.

In the current context, the world is confronting confusions with the emergency of petroleum product insufficiency and ecological corruption. Winning HC fills utilized by interior burning engines, which keep on affecting numerous fields like transportation, farming, and force age prompts contaminations like HC, SO2, and particulates which are exceptionally disastrous to human wellbeing. CO2 from Greenhouse gas upsurge a worldwide temperature alteration. Promising identical energizes for inner burning engines are gaseous petrol, LPG, H2, acetylene, alcohols & cooking oils. Crafted by karim [3, 4] on quest for vaporous energizes, for example, CH4, C3H8, C2H2, ethylene and H2 in pilot engine uncovers that the most extreme measure of gas utilization is restricted because of the beginning of thump. Among these energizes, there has been a significant exertion on the planet to advance and prescribe elective vaporous fills to supplant winning fuel by incomplete reclamation or by complete rebuilding. A noteworthy number of the vaporous fills can be gotten from feasible sources. They have a high self-start temperature and in this manner are wonderful shimmer turn over motor forces and over these wide zone of research, usage of C2H2 as IC engine could be most fitting area to explore as substitute wellspring of fuel and can be used as the built fuel for transportation. The significant target and resource of the current undertaking incorporate, giving fuel involving acetylene as a prompt fuel for an inside burning motor, giving such a fuel mixing a reinforcement fuel for disposing of thump which may somehow exude from the C2H2 C2H2 is the achromic gas with sharp smell delivered from the calcium carbide CaC2, which is acquired from calcium carbonate CaCO3. Additionally, CaCO3 is warmed in lime oven at about 1098 k which structures calcium oxides (lime) freeing CO2. It is then furious in oven with coke to deliver calcium carbide at last calcium carbide is hydrolyzed creating C2H2. TheC2H2 can also be made by thermal cracking of CH4. This implies that C2H2 can be renewable in nature. As C2H2 is a chromic gas and is highly combustible with high flame speed and fast energy release, it can be used as substitute fuel in IC engines. It has a very wide flammability range and merest ignition energy required for ignition. Moreover, in tube-type flammability tests, acetylene has been shown to burn leaner than other hydrocarbon fuels [1]. Karim and Moore [2] have done far reaching diving to set up the portrayal of the ignition procedure in the double fuel engine. He has utilized different gases like CH4, C4H10, H2, and C2H2 as the essential fuel. It is commonly acknowledged that the fulfillment of the double fuel engine, regardless of the sort of vaporous fuel utilized, and is improved at average and at high loads. Swami Nathan et al. [5] posed analyses in CI engine by utilizing C2H2 as a fuel in HCCI mode alongside preheated consumption charge. The proficiency achieved was close to direct fuel activity. NOx and smoke level diminished definitely. C2H2 appears to have comparable properties as that of hydrogen (Table 1). It has sub-par fire speed, henceforth quicker vitality discharge, and at stoichiometric blends, C2H2 motors could all the more intently approach thermodynamically perfect motor cycle proficiency.

Lower start vitality, high fire speed, wide combustibility points of confinement, and short extinguishing separation prompts inadequate start and unfortunate burning wonder called thump. These are the essential issues which are experienced during (G40) in the activity of acetylene motors.

Table 1: Physical and Combustion Properties of Fuels Properties Acetylene Hydrogen Diesel Formula C2H2 H2 C8–C20 Density (kg/m3) (at 1.01325 bar and 293K) 1.092 0.08 840 Auto ignition temperature (K) 578 845 527 Stoichiometric air fuel ratio (kg/kg) 13.2 34.3 14.5 Flammability limits (Volume %) 2.5–81 4–74.5 0.6– 5.5 Impact Factor (JCC): 8.8746

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Experimental Investigations on Combustion, Performance and Emmissions in a Direct Injection Diesel Dual Fueled Engine Enriched with CNG and Acytelene

Flammability limits (equivalence ratio) Adiabatic flame temperature (K) Lower calorific value (kJ/kg) Lower calorific value (kJ/m3) Max deflagration speed (m/sec) Ignition energy (mJ) Lower heating value of stoichiometric

0.3–9.6 2500 48,225 50,636 1.5 0.019 3396

0.1–6.9 2400 1,20,000 9600 3.5 0.02 3399

509

-2200 42,500 – 0.3 – 2930 mixture (kJ/kg)

1.1 Test Matrix The operation method, as shown in the table 2 was mapped to curtail the variables and study the result of attainment and emanation scrutiny on a double fuel enriched with Acetylene and CNG with various blend by 8 lpm of CNG and 0.5, 1, 1.5 and 2lpm of Acetylene and by maintaining a constant injection opening pressures of 200 bar &CR of 17.5. The engine performance load varying by 25% increment at constant speed of 1500rpm

Test 1 Case 1

Table 2: Test Matrix Performance and Emissions analysis on a dual fuel diesel engine enriched with Acetylene and CNG at Standard Injection opening pressure (200 bar) and at constant CR of 17.5.

Effect on combustion, performance and emission of a diesel engine apply 8 lpm of CNG and variable acetylene combinations and 8 lpm of CNG.

2. EXPERIMENTAL PROCEDURE The analysis was directed on a fully computer interface, mono cylinder, 4 stroke, variable compression ratio, multi-fuel, water cooled engine with eddy current loading as described in table 3. All the analysis was lugged out at constant speed of rpm1500 with variable loads. The simplified sight of paraphernalia circuit is plotted in figure 1. The setup has been provided with varying compression ratio from 14.5 to 18.5. National Instrument Lab VIEW acquisition system was used to measure Data acquisition & combustion data analysis. The test rig consists of other rated engine paraphernalia, such as a thermocouple to find air, exhaust temperature, oil and inlet manifold & pressure gauges mounted at applicable points. Firstly, the engine was operated on diesel stable operation then Diesel and CNG was drafted through the specified way and lastly Acetylene and CNG was initiated in to inlet valve. Synchronously, the diesel inventory got lowered as it is an administrator controlled flow. Various replacements of CNG with diesel, also Acetylene and CNG with diesel are shown in Table 4. Load was varied ranging as ¼ th , ½ th, ¾ th and full load condition. At the beginning tests were engineered on the rated engine i.e. rated fuel injection timing of 23° BTDC, IOP of 200 bar & CR of 17.5 by varying the substitutions of CNG with the varying load, and then by varying the substitutions of Acetylene and CNG along with the varying load the performance characteristics, and exhaust emissions are captured for scrutiny and each time all the frameworks were noted down as elucidated above. Engine exhaust emanations were also measured by five gas analyzer. The analysis line diagram is shown in figure 1. All the frameworks are captured from the control digital panel during the operation of the engine. The leakages of Acetylene and CNG supply line, air and a powerful ventilation system were monitored carefully from the protecting of volatile atmosphere in the test bench room. To avoid heat, transfer to the cylinders Acetylene and CNG cylinders are placed at far away from the engine. The design of the experiment is given in table 4 & 5.

Table 3: Specification of Engine www.tjprc.org

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Particulars Type Make Model Type of Ignition Power (kW) Constant Speed (rpm) Bore (mm) Stroke (mm) Crank Radius (mm) Connecting rod Length (mm) Compression ration Peak pressure (bar) Cylinder Capacity (cc) Injection Timing (BTDC) IOP (bar)

Sl. No. 1.

2.

3.

Specifications Vertical, 4-Stroke Cycle, single acting totally enclosed, water cooled.

Kirloskar Oil Engines TV-1 CI 3.5 1500 87.5 110 55 234 17.5 (VCR 12 to 22) 76 661 23 degree 200

Table 4: Design of Experiment Fuel Combination Gaseous Fuel Substitution (lpm) Diesel CNG (lpm) Diesel + CNG 8 Acetylene (lpm) CNG (lpm) 0.5 Diesel + Acetylene + CNG 1 8 1.5 2

D+CNG G10 G20 G30 G40

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IOP (bar)

CR

200

17.5

Table 5: Test Matrix 8lpm of CNG 8lpm of CNG + 0.5 lpm of C2H2 8lpm of CNG + 1 lpm of C2H2 8lpm of CNG + 1.5 lpm of C2H2 8lpm of CNG + 2 lpm of C2H2

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Figure 1: The Experimental Flow Diagram

3. RESULTS AND DISCUSSIONS 3.1 Combustion Parameters 3.1.1Peak Pressure The graph shows the relation between cylinder pressures with CA. Cylinder pressure is one of the important combustion parameter. As the fuel blends of CNG-Acetylene increased in different proportion with diesel, the cylinder pressure decreased compared to pure diesel engine.

90 80

Pressure (bar)

70 60 50

Pure Diesel D+CNG G10 G20 G30 G40

40 30 20 10 360

362

364

366

368

370

372

374

376

378

380

Crank Angle (degree)

Figure 2: Influence of Pressure vs Crank angle on engine performance with different mixtures of CNG and Acetylene www.tjprc.org

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Figure 2 shows the variation of cylinder pressure with CA. When the engine is running under full load conditions with different fuel blends a common CA i.e.3700 at which high engine pressures for all the combustion cycles of fuel blends were observed and the peak pressures for different fuel blends were observed as follows 75.988 bar for G40, 76.3125 bar for G30, 73.26 bar for G20, 67.155 bar for G10, 57.9975 bar for D+CNG and 61.05 bar for pure diesel operation. When stack up against highest pressure event of diesel at greatest load condition, advance in top load for C2H2 burning is because of sudden ignition of C2H2 contrasted with diesel fuel. Polytropic coefficient differed from 73.26 bar to 76.3125 bar at G20 to G30 of gas stream rate is because of presence of gaseous fuel in chamber. From these observations, it is learnt that the fuel G30 is giving the maximum pressure when compared to rest of the fuels at these working conditions.

3.1.2Mass Fraction Burnt

120

Mass Fraction Burned (%)

100

80

Pure Diesel D+CNG G10 G20 G30 G40

60

40

20

0 0

10

20

Crank Angle (degree)

Figure 3: Mass Fraction Burnt Vs Crank Angle Figure 3 portrays the variation of MFB with CA. At maximum load, conditions engine is operating at different fuel blends, the CA of combustion cycles at which maximum mass fraction burnt values are varying from one another and the maximum mass fraction burnt values for different fuel blends were observed as follows 107.62for G40 at 17 0CA, 108.7265for G30 at 170 CA, 105.19for G20 at 180 CA, 107.88 for G10 at 220CA, 105.23for D+CNG at 280CA and 105.76for pure diesel operation at 270CA. From these observations it can be inferred that the fuel G30 is having the maximum mass fraction burnt when compared to rest of the fuels at these working conditions.

3.1.3 Net Heat Release Rate

80

Pure Diesel D+CNG G10 G20 G30 G40

70

Net Heat Release Rate

60 50 40 30 20 10 0 -10 340

345

350

355

360

365

370

375

380

Crank Angle (degree)

Figure 4: Net Heat Release Rate Vs Crank Angle Figure 4 indicates that NHR Rate differentiating with crank angle. When the engine is working under full load levels Impact Factor (JCC): 8.8746

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with different fuel blends a common CA i.e.3580 at which high values of NHRR for all the combustion cycles of fuel blends were observed and the NHRR for different fuel blends were observed as follows 72.68212 J/ deg for G40, 71.9625J/deg for G30, 70.65 J/deg for G20, 65.65 J/deg for G10, 46.83 J/deg for D+CNG and 60.48 J/deg for pure diesel operation. From these observations, it is learnt that the fuel G40 is having the high NHRR when compared to rest of the fuels at these working conditions.

3.2 Engine Performance Parameters 3.2.1Brake Thermal Efficiency

38

Pure Diesel D+CNG G10 G20 G30 G40

36 34 32 30 28

BTE (%)

26 24 22 20 18 16 14 12 10 8 1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

BMEP (bar)

Figure 5: BTE vs BMEP The variation of BTE with BMEP for several flow rates is shown in figure 5. The BTE is evaluated from the ratio of BMEP to the total energy heat input subsidized by the pilot fuel and by the gaseous fuel. The BTE at full load is found to be 26.78% at D+CNG, 32.02% at G10, 32.95% at G20, 34.06% at G30 and 34.02% at G40 of gas flow rate & for pilot, it is 30.28%.

Acetylene is achromic gas with sharp smell, with extremely far reaching combustibility go and least start vitality required for blast. It has second rate fire speed and at exact blends, C2H2 engine could all the more intently approach thermodynamically with perfect motor cycle productivity. Lower start vitality, high fire speed, wide combustibility limits, and short extinguishing separation prompts fragmented start and unfortunate burning marvel called thump. These are the essential issues which are experienced during (G40) in the activity of acetylene engine. All in all, in double fuel engine, the warm effectiveness diminishes at minimum loads and increments over the diesel activity at full burden activity [4]. The clarification behind the poor part load efficiency is a result of the extended warmth move rate related with progressively fast ignition, despite the fact that most extreme weight level is higher and somewhat ahead of time [6]. Additionally, the diesel substitution is higher at full burden than at Part load. The viability will by and large augment with higher in gas discharge at higher weights. This may be a result of the closeness of tremendous pilot sum and lower level of C2H2fuel in the combustion chamber. The above assortments show that C2H2 successfully partakes in the ignition response.

3.2.2 Brake Specific-Fuel Consumption www.tjprc.org

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BSFC(kg/kWhr)

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0.60 0.58 0.56 0.54 0.52 0.50 0.48 0.46 0.44 0.42 0.40 0.38 0.36 0.34 0.32 0.30 0.28 0.26 0.24 0.22

Pure Diesel D+CNG G10 G20 G30 G40

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

BMEP (bar)

Figure 6: BSFC Vs BMEP While investigating engine performance, BSFC is also one of the most important parameter that can be defined as the fuel flow rate per BP. It showed how efficiently an engine is using the fuel supply to produce work. Variation of BSFC with BMEP using 8 lpm of CNG and different lpm of acetylene with a constant 8 lpm of CNG combinations, as prescribed in test matrix is show in Table 5. Since BTE at low loads is observed to be less for all combinations of acetylene and CNG than base line diesel. Hence at low loads, BSFC is observed to be more than that of pure diesel. But as BTE increases after 75% load, BSFC decreases hereafter. It is observed that BSFC is lowest for 2 lpm of acetylene induction on 8lpm of CNG. BSFC at full load is observed to be 0.35, 0.38, 0.31, 0.28, 0.259 and 0.252 kg/kWh for pure diesel, D+CNG, G10, G20, G30 and G40 respectively.

3.3 Emission Analysis 3.3.1 Hydrocarbons

90

Pure Diesel D+CNG G10 G20 G30 G40

85 80

HC (mg/litre)

75 70 65 60 55 50 45 40 1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

BMEP (bar)

Figure 7: Depicts the variation of HC with BMEP at 8lpm of CNG and varying 8 LPM of C2H2 with 8 lpm of CNG Figure 7 shows the variation of HC emissions with BMEP. HC are organic compounds that are developed due to incomplete combustion of HC based fuels. HC outflows are principally because of the nearness of vaporous HC in the moderately stale minimum temperature limit layer over the chamber divider and in the hole. HC stays unburned in these regions in light of the fact that the fire doesn't completely engender into these territories. Generally, CI engines releases minimum HC exhaust pollutant as they are run with overall lean fuel air equivalence ratio [7]. The HC exhaust emissions are observed to be 87mg/liter in baseline diesel operation and 80, 76, 72, 68 and 69 for D+CNG, G10, G20, G30, G40

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respectively at full load. The decrease in HC exhaust outflow on account of double fuel mode is because of the higher consuming speed of acetylene which improves the consuming rate [8].

3.3.2Carbon Monoxide

0.26

Pure Diesel D+CNG G10 G20 G30 G40

0.24 0.22 0.20 0.18

CO(%)

0.16 0.14 0.12 0.10 0.08 0.06 0.04 0.02 1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

BMEP (bar)

Figure 8: Depicts the variation of CO with BMEP at 8 lpm of CNG and varying lPM of C2H2 with 8 lpm of CNG CO emission is due to not availability of oxygen during the ignition process. Poor mixing and incomplete ignition are also responsible for CO exhaust emissions. The graph shown in figure 8 is drawn between CO exhaust emissions and BMEP. Upon induction of CNG to diesel, at higher loads, the pilot fuel spray characteristics improves wherein it increases the number of ignition centers and shows an increase in local temperature and hence increases the oxidation of carbon which leads to increase in formation of CO. To avoid this increase in CO acetylene is inducted to CNG and the results gives less CO exhaust emissions at all loads when compared to pure diesel operation, may be due to operation of dual fuel engine in lean range than base line diesel fuel. The CO exhaust emissions are lower due to the complete burning of the fuel upon induction of acetylene. CO exhaust emissions were found to be 0.25, 0.21, 0.19, 0.17, 0.15 and 0.16 % vol. for pure diesel, D+CNG, G10, G20, G30, and G40 respectively.

3.3.3Oxides of Nitrogen

Pure Diesel D+CNG G10 G20 G30 G40

1200

Nox (mg/litre)

1000

800

600

400

200

0 1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

BMEP (bar)

Figure 9: Depicts the variation of NOx with BMEP at 8lpm of CNG and varying lPM of C2H2 Figure 9 shows the variation of NOXwith BMEP. NO andNO2 are usually grouped together as a NOx pollutions .

NOx are formed inside the combustion chamber due to exist of excess of oxygen and high combustion temperature that favour for oxidation reaction.

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From the figure 9NOx emission is 1150 mg/liter at maximum output with pure diesel fuel operation. In dual fuel operation, NOx emission were found to be 865, 910, 1020, 1098, 1173 for D+CNG, G10, G20, G30 and G40 respectively when compared to baseline diesel operation. As indicated by zeldovich component model, the development of NOx is ascribed to the response temperature, response span, and the accessibility of oxygen [9]. At the point when C2H2 is enlisted, increment in NOx might be credited to the expanded pinnacle cycle temperature level due to quicker vitality discharge, which is affirmed by expanded pinnacle cycle pressure [8]. So to avoid this, acetylene is inducted with CNG which shows reduction in NOx emissions since the vast majority of the duel fuel consumed under lean premixed conditions which brings about low neighborhood temperatures. The decreasing trend of NOx for the order of pure diesel followed by 8lpm CNG, G10, G20, G30 and G40 substitutions.

4. CONCLUSIONS Experimental comparison among Acetylene, CNG and Diesel fuel enrichments reveals that the mixture describes a positive significant impact on performance, pollutions characteristics at standard IOP and standard CR. Enriching Acetylene G30 at 200 bar IOP caused an increase in BTE by 3.78% higher than base line diesel. BSFC was observed to be decreasing as the enrichment of Acetylene and CNG was increased when compared with pure diesel. It was noticed that the CO content were maximum for pure diesel mode compared to different substitutions of Acetylene and CNG. As the load was increased from 3 kg to 9 kg, CO formations in the exhaust was decreasing and at full load there was a peak rise in the CO content because of more amount of fuel consumption. HC content was observed to be less when compared to pure diesel. The reason behind this is, BTE increased as the substitution of Acetylene and CNG increased which results in less formation of HC inside the combustion chamber. HC emissions were decreasing for addition of acetylene to CNG. The decreasing trend of NOx for the order of pure diesel followed by 8 lpm CNG, G10, G20, G30 and G40 substitutions. The overall conclusion and results were framed in a below table 6.

Table 6: Conclusions for Test Matrix

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