PERFORMANCE ANALYSIS OF 2 STROKE SPARK IGNITION ENGINE BY USING DIRECT FUEL INJECTOR

International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 11, Issue 2, Apr 2021, 305-316 © TJPRC Pvt. Ltd.

PERFORMANCE ANALYSIS OF 2 STROKE SPARK IGNITION ENGINE BY USING DIRECT FUEL INJECTOR KIRAN GOWD M.R1, D.P .GIRISH2, HARISH KUMAR R3 & MANJUNATH GOWDA M.R4 1

Research Scholar, Department of Mechanical Engineering, Government Engineering College, Ramanagar, Karnataka India 2 3 4

Professor, Department of Mechanical Engineering, Government Engineering College, Ramanagar, Karnataka India

Professor, Department of Mechanical Engineering, Sri Siddhartha Institute of Technology, Tumkur, Karnataka India

Associate Professor, Department of Mechanical Engineering, H.M.S Institute of Technology, Tumkur, Karnataka India

ABSTRACT This paper discusses about the effect of direct fuel injector in a two a stroke spark ignition engine on performance characteristics. The purpose of modified direct fuel injector designed in this study mainly focuses on effective utilization of air fuel mixture and enhanced scavenging. The effect of crank angle on pressure variations was studied under different load and speed conditions. Specific fuel consumption and indicated power were evaluated under various load, speed conditions and crank angles. The improvement in generation of indicated power and reduction in specific fuel engine has considerably increased with enhanced scavenging and leading to complete combustion.

KEYWORDS: Direct Fuel injector, Indicated power & Specific Fuel consumption

Received: Feb 16, 2021; Accepted: Mar 06, 2021; Published: Mar 17, 2021; Paper Id.: IJMPERDAPR202123

INTRODUCTION

Original Article

consumption has resulted in improved combustion and reduction in scavenging losses. Overall, the performance of

Two stroke engines have wider advantages when compared to four stroke engines in terms of weight, power and cost. 2 stroke engines have the ability to produce greater power than 4 strokes for same displacement [1]. Reduction in emission and efficient fuel economy can help in increasing the utilization of these engines. The emergence of efficient engine basically depends on greater fuel economy and abridged emissions of exhaust gases. The piston geometry profile, mixture ratios and accumulation of air fuel mixture at the spark plug are few more criteria’s which decide the overall performance of the engine [2]. Shivam Kumar et al., reviewed direct injection 2 stroke engine and also analyzed by using CREO and ANSYS software’s. The results showed more control over combustion, improved efficiency, reduced emissions at lower speeds and enhanced power output. [3]. Ajay Kumar Singh, et al also presented a paper on direct fuel injection system for gasoline fuel. Many drawbacks encountered by carburetor system were overcome by using DFI. [4]. Copious piston designs have been tried to identify the improvement either in terms of emissions or performance. Combustion surface modifications have brought about visible changes in the output, reduction in HC emission, improved IMEP and better inflow characteristics. However NOx is noticed to increase with this design [5] there are various methods of mixture preparation in 2 stroke engines.

The conventional method by using carburetor is widely used since the conception. However, the drawbacks with this concept led to emergence of different methods to improve the fuel economy and emission reduction. Improper scavenging is one of the core reasons for increased emission in 2 stroke engine. Numerous researchers have claimed application of GDI in 2 stroke would improve scavenging and in turn reduce the emissions [6-7]. Lamas and Carlos

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et al., developed a numerical simulation model to simulate fluid flow and heat transfer processes inside the cylinder. The experimental and simulated results had no much variation. However, this design was developed only for the study of scavenging process [8].The studies was also conducted and concluded stating that mixing of alcohols to fuel increases the octane rating than any other additives. However using these blends in 2 stroke engine is not viable due to overlapping port timings and inefficient scavenging [9].

Ashraf Elfasakhany et al.ref has done emission analysis by mixing ethanol and methanol. It was observed to see the reduced emission with these blends. CO and UHC emissions were drastically reduced with this mixture [10], Scavenging plays a greater role in determining the overall performance of the engine. The contamination of lubricating oil increases with improper scavenging and also the wall temperatures of the cylinder enhances due to improper scavenging.

Hence, the process of scavenging plays an important role in reducing the emission and increasing the overall efficiency of the engine [11, 12, and 13]. The advancement and advantages of usage of DFI (Direct Fuel Injection) in 4 stroke engines have drastically helped in improvement of power and reduction in emission. The same concept being extended to 2 stroke engine will enhance the overall performance of 2 stroke engine. The combination of DFI with engine management system will also help in calculating the precise mixture for combustion. The change in loads can be adjusted for DFI and can precisely send lean, stocihometric or rich mixture [14]. Ali S Faris et.al. Studied the magnetic effects on fuel consumption and exhaust emissions. The maximum level of fuel was reduced to 14%. Also the exhaust gas components like CO and HC were reduced by 30% and 40% respectively. However, CO2% was increased by 10% [15]. The utilization of DFI in 2 stroke engine is being implemented in this paper and the study of emission characteristics with this modification is studied.

The main objectives of this design include performance studies with effective utilization of air fuel mixture and enhanced scavenging.

2. EXPERIMENTATION AND METHODOLOGY 2.1 Proposed Direct Fuel Injection System (DFI-System) The Proposed system and investigation is described by a schematic drawing in a simple way as shown in Figure 2.1. The detail design of each component, circuits and parameters come under classified information. For simplicity we are referring to the block diagram representing the system. The heart of the system is engine combustion chamber head. The two stroke engine is driven by petrol as a fuel, injected by fuel injector operated by fuel injection circuit which is controlled by electronic circuit and the trigger is given by a sensor. The other portion of the engine describes the spark ignition system where spark is generated by spark ignition circuit. It is operated by timer device integrated to crank mechanism.

Figure 2.1: Block Diagram of Modified Two Stroke SI- Engine (DFI-System)

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The interlinking of both the circuit namely fuel injection system and spark ignition system are done through the timer and sensor located within crankcase and a crank mechanism. The working of conceptual design and development of fuel injected, two stroke cycle, SI engine with improved scavenging efficiency, dispenses with the conventional fuel supply system based on the carburetor and replaces it by an advanced fuel injection system. Figure 2.2 shows the proposed 2 stroke engine with fuel injector. The test rigs were used for determination of various parameters of interest which would lead in comparison of efficiency and emission characteristics of engine with and without fuel injector.

Figure 2.2: Modified Engine with Fuel Injector

3. RESULTS AND DISCUSSIONS 3.1 Pressure-Crank angle and Log P-Log V for conventional carburetor system in 2-S Engine (with constant speed 1500 rpm) Figure 3.1 shows a typical pressure crank angle (P-𝛳) for the conventional carburettor system in 2-stroke engine at operating conditions corresponding to no load. Combustion pressure peaks at approximately 2° after TDC position and achieves maximum pressure of 10.25 bars. Similar pressure peaks were observed for other loading conditions. The curves smooth without any tendency towards possibility of knocking and the combustion is nearly complete with a mass fraction burnt ratio of approximately 98%. The beginning of combustion and finish of combustion are approximately 168° of crank angle location and 204° of crank angle location and the overall combustion duration is approximately 38° of crank rotation for the set of operating condition. In a similar manner figure 3.2 shows a typical pressure crank angle (P-𝛳) for the conventional carburettor system for 2-stroke engine at operating conditions corresponding to quarter load. The beginning of combustion is noted at 170° of crank angle location and the completion of combustion at 211° of crank angle location and the overall combustion duration is approximately 41° of crank rotation for the set of operating condition. Figure 3.3 shows a typical pressure crank angle (P-𝛳) for the conventional carburettor system in 2-Stroke engine at operating conditions corresponding to half load. The process of combustion begins at 171° crank angle and ends at 213° crank angle www.tjprc.org

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and the overall combustion duration is approximately 42° of crank rotation for the set of operating condition. Figure 3.4 shows a typical pressure crank angle (P-𝛳) for the conventional carburettor system in 2-Stroke engine at operating conditions corresponding to 3/4th load. Combustion pressure peaks at approximately 13° after TDC position and achieves maximum pressure of 14.25 bars. The angle of crank of combustion at start and finish are approximately 173° and 217° and the overall combustion duration is approximately 44°of crank rotation for the set of operating condition. Figure 3.5 shows a typical pressure crank angle (P-𝛳) for the conventional carburettor system in 2- stroke engine at operating conditions corresponding to full load. Combustion pressure peaks at approximately 12° after TDC position and achieves maximum pressure of 19 bars. The beginning of combustion and finish of combustion are approximately 174° of crank angle location and 219° of crank angle location and the overall combustion duration is approximately 45° of crank rotation for the set of operating condition.

Variation of pressure with Crank Angle Log P v/s Log V under no Load Condition under no Load Condition Figure 3.1: Pressure v/s crank angle under no load condition and Logarithmic Graph of pressure v/s volume under no Load.

Variation of pressure with Crank Angle Log P v/s Log V under Quarter Load under quarter load condition Condition Figure 3.2: Pressure v/s Crank Angle at Quarter load condition and Logarithmic Graph of pressure v/s volume.

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Variation of pressure with Crank Angle under Log P v/s Log V under Half Load Condition half load condition Figure 3.3: Pressure v/s Crank Angle at half load condition and Logarithmic Graph of pressure v/s Volume

Variation of pressure with crank angle under Log P v/s Log V under 3/4th load condition 3/4th load condition Figure 3.4: Pressure v/s Crank Angle at 3/4th load condition and Logarithmic Graph of pressure v/s volume

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Variation of pressure with Crank Angle under Full Log P v/s Log V under Full Load Condition Load Condition Figure 3.5: Pressure v/s Crank Angle at Full Load condition and Logarithmic Graph of Pressure v/s Volume

3.2 Pressure-Crank angle and Log P-Log V for proposed direct Fuel Injection System (DFI) in 2-Stroke Engine (with constant speed 1500 rpm) Figure 3.6 shows a typical pressure crank angle (P-𝛳) for the proposed direct fuel injection system (DFI) in 2- stroke Engine at operating conditions corresponding to no load. Combustion pressure peaks at approximately 3° after TDC position and achieves maximum pressure of 10.75 bars. The curves smooth without any tendency towards possibility of knocking and the combustion is nearly complete with a mass fraction burnt ratio of approximately 98%. The beginning of combustion and finish of combustion are approximately 168° of crank angle location and 207° of crank angle location and the overall combustion duration is approximately 39° of crank rotation for the set of operating condition. Figure 3.7 shows a typical pressure crank angle (P-𝛳) for the proposed direct fuel injection system (DFI) at operating conditions corresponding to quarter load. Combustion pressure peaks at approximately 6° after TDC position of position and achieves maximum pressure of 12 bars. 171° of crank angle location depicts the start of combustion and 213° of crank angle location depicts the completion of combustion and the overall combustion duration is approximately 42° of crank rotation for the set of operating condition. Figure 3.8 shows a pressure crank angle (P-𝛳) for the proposed direct fuel injection system (DFI) in at operating conditions corresponding to half load. Combustion pressure peaks at approximately 12° after TDC position of position and achieves maximum pressure of 13 bars. The beginning of combustion and finish of combustion are approximately 172° of crank angle location and 216° of crank angle location and the overall combustion duration is approximately 44° of crank rotation for the set of operating condition. Figure 3.9 shows a typical pressure crank angle (P-𝛳) at operating conditions corresponding to 3/4th load. Combustion pressure peaks at approximately 15° after TDC position of position and achieves maximum pressure of 16 bars. The beginning of combustion and finish of combustion are approximately 172° of crank angle location and 218° of crank angle location and the overall combustion duration is approximately 46° of crank rotation for the set of operating condition. Figure 3.10 shows a typical pressure crank angle (P-𝛳) at operating conditions corresponding to full load. Combustion pressure peaks at approximately 18° after TDC position of position and achieves maximum pressure of 20 bars. The begin of combustion and finish of combustion are approximately 174° of crank angle location and 220° of crank angle location and the overall combustion duration is Impact Factor (JCC): 9.6246

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approximately 46° of crank rotation for the set of operating condition.

Variation of pressure with Crank Angle under Log P v/s Log V under no Load no Load Condition Condition Figure 3.6: Pressure v/s Crank Angle at no load condition and Logarithmic Graph of pressure v/s volume

Variation of pressure with Crank Angle under Log P v/s Log V under Quarter Condition Quarter Load Condition Figure 3.7: Pressure v/s Crank Angle at Quarter Load Condition and Logarithmic Graph of pressure v/s volume

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Variation of pressure with Crank Angle under Log P v/s Log V under Half Load half load condition Condition Figure 3.8: Pressure v/s Crank Angle at half load condition and Logarithmic Graph of pressure v/s volume

Variation of pressure with Crank Angle under Log P v/s Log V under 3/4th Load Condition th 3/4 Load Condition Figure 3.9: Pressure v/s Crank Angle at 3/4th load condition and Logarithmic Graph of pressure v/s volume

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Variation of pressure with Crank Angle under Log P v/s Log V under Full Load Condition Full Load Condition Figure 3.10: Pressure v/s Crank Angle at Full Load condition and Logarithmic Graph of pressure v/s volume The variation of Indicated power and ISFC with increment of mean effective pressure without injector and with injector is shown in table 3.1 and 3.2 respectively. The time required in terms of °s for combustion is represented in Table 3.3. There is an increment in mean effective pressure from no load to full load condition and indicated power also has been enhanced by 73.8%. Indicated specific fuel consumption has reduced by 83% from no load to full load. All the above values were analyzed for engine without injector. With utilization of injector in comparison to engine without injector there is increase in mean effective pressure by 2.5% and indicated power has been enhanced by 2.63%. Reduction in specific fuel consumption has been noted for engine with injector and reduction is seen to be 8.75%. The improvement in generation of indicated power and reduction in specific fuel consumption is attributed towards enhanced combustion and reduction in scavenging losses.

Table 3.1: Variation of Mean Effective Pressure, Indicated Power and ISFC without Injector SI. No Pm IP(KW) ISFC 1 0.80 0.29 1.45 2 1.57 0.57 0.94 3 2.09 0.76 0.79 4 2.53 0.92 0.85 5 3.06 1.11 0.87 Table 3.2: Variation of Mean Effective Pressure, Indicated Power and ISFC with Injector SI. No Pm IP(KW) ISFC 1 0.85 0.31 1.22 2 1.60 0.58 0.87 3 2.09 0.76 0.73 4 2.59 0.94 0.78 5 3.14 1.14 0.80

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Table 3.3: The Duration of Combustion Combustion Duration Sl No without injector (°) with injector (°) 1 38 39 2 41 42 3 42 44 4 44 46 5 45 46

CONCLUSIONS Effect of direct fuel injector in a two a stroke spark ignition engine on performance characteristics has been studied in this paper. Utilization of injector in 2 stroke engine has resulted in reduction of fuel consumption and enhancement of indicated power. It has been experimentally observed that the usage of Injector promotes complete combustion with consequent reduction of combustion losses. Significant improvement in engine performance is observed with usage of injector.

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