Enhancement of C I Engine Performance and Emission by use of Composite Additive

Transcription

1 SPECIAL ISSUE (ICRAME-2015) International Conference on Recent Advances in Mechanical Engineering In collaboration with International Journal of Engineering and Management Research (IJEMR) Page Number: Enhancement of C I Engine Performance and Emission by use of Composite Additive Mr. Amit R. Patil 1, Dr. S. G. Taji 2 1 Asst. Professor, M E S College of Engineering, Pune, INDIA 2 Professor, G H Raisoni College of Engineering & Management, Pune, INDIA ABSTRACT This paper presents experimental investigation on effect of Composite additives on multi cylinder C I engine performance and emission. The experimental trial was carried out at constant speed of 1500rpm with variable load and six different samples of composite additives in diesel fuel. Six different composite additives were selected by literature survey and experimental investigation of oxygenated additives. After the experimentation, it found that sample D70A15E15 shows BSFC closes to that of diesel for the same load variation. Sample D70A15E15 shows least EGT except at initial loading. Also this sample show around 10 % rise in brake thermal efficiency particularly at high load condition. D70A15E15 also looks very promising in emission control. D70A15E15 gives around 40% drop in CO at high load condition. It shows 20% drop in HC at high load condition and 40% drop at low load condition. Also it is good option in NOx control mainly at high load condition as it shows around 20% drop at higher load condition. D70A15E15 gave good option in smoke control since it shows around 45 % drop in smoke at full load where smoke emission is major issue. Keyword Oxygenated additive, performance, emission I. INTRODUCTION According to world trade, fuel market responsible for 25 % trade in merchandise and primary product, mostly due to diesel that is essential for transport and heavy duty engines. Due to low cost of Diesel fuel and more power, diesel engine is more common than gasoline engines. It contributes to prosperity of worldwide economy since it is widely used due to high combustion efficiency, reliability, adaptability and cost effectiveness. However, pollutant emissions are major drawback. Like inherent higher Particulate Matter (PM) and nitride oxide (NOx) emissions. Reduction of exhaust emissions is extremely important for diesel engine development in view of increasing concern regarding environmental protection and stringent exhaust gas regulations. The diesel fuel properties have become even more stringent controlling diesel exhaust emissions through fuel modification seems to be promising because it would affect both the new and old engines. Modification of diesel fuel to reduce exhaust emission can be performed by increasing the cetane number, reducing fuel sulphur, reducing aromatic content, increasing fuel volatility and decreasing the fuel density to have the compromise between engine performance and engine out emissions, one such change has been the possibility of using diesel fuels with oxygenates. These blends usually enhance the combustion efficiency, burn rates, power output, and the ability to burn more fuel, but first of all, these blends offer the reduction of exhaust emissions. The research on Dimethyl ether (DME) as an alternative fuel produced great enlightenment. DME contains oxygen element and has no C C bonds, which therefore helps to achieve smokeless combustion that is superior to diesel fuel even without high-pressure injection or turbocharger, however, the use of DME requires significant modifications on the fuel supply, delivery, and injection systems, which largely limits its application. The blending of oxygenates into a diesel fuel could effectively reduce the smoke emission from diesel engines, which has a strong synergy to the use of methanol, ethanol, or Dimethyl carbonate (DMC). The studies are carried out on of oxygenated fuels, which include DiMethyl Carbonate(DMC), Diethylene Glycol Dimethylether (DGM), and Diethyl succinate (DES). The results indicated that the smoke emission decreased linearly as the oxygen content increased and notably near zero smoke 17 Copyright Vandana Publications. All Rights Reserved.

2 emission was attained when the oxygen content was higher than 30%. But all the available data were for different engine and hence comparison of all oxygenated additive on single platform is very necessary which is done in my previous work [1]. II. LITERATURE SURVEY [1, 16, 17] has Present authors, already presented their work about the effect of different additives on C I engine performance and emission through literature survey and by experimental investigation. The collaborated data has been compiled together for comparison as shown in Table 2.1. It has been observed by authors that individual additive give best effect on one parameter while having negative effect on other which limited the use of single additive in achieving best performance and emission control. T. Nibin, et al, [2]. Identify that if additive Di methyl carbonate was mixed with diesel fuel in concentrations of 5%, 10% and 15% and used. Result in appropriate reduction of emissions such as particulate matter, oxides of nitrogen, smoke density and marginal increase in the performance when compared with normal diesel engine J. Wang et al. [3], proved that DMC is suitable oxygenated additive with good blend properties. 10 % DMC result in 35 to 50 % smoke reduction. But Addition of DMC result in decrease of power particularly at high load because of low heating value than diesel fuel. H. Hess et al [4] mentioned in their paper that diesel fuel blended with DMC show considerable reduction in smoke, NOx, CO and CH. K I Burshaid et al [5] in their study tested ethane, methane and acetone and found that methane has most significant effect in soot reduction while acetone has least. Bhavin Mehata et al [6] mentioned in their paper that DME, Dimethyle Ether helps in smoke reduction but require significant modification in diesel engine. Baskar and K Nanthagopal [7] investigated the effect of DPE and DIGME and found that this additive helps in reducing HC and CO emission. Tie Li, Masaru Suzuki [8] in their experimental work found that 30 % ETBE blend result in smoke less and ultra low NOx and efficient diesel combustion but has problem high emission of acetaldehyde and restriction on its use due to environmental hazard. C.-Y. Lin, J.C. Huang [9] in their experimental analysis of effect of EGM on marine diesel engine found that it helps in reducing EGT, smoke density but result in increase in CO, NOx, BSFC as load rises. Yanxia Wang, Yongqi Liu [10] investigated the effect of EGM and found that 15 % of it result in average 50% smoke reduction while decreasing engine power Output with rise in BSFC. R. Adnan and H H Masjuki investigated the effect of hydrogen addition and found that it increases the peak pressure from 5 to 21bar, Indicated Power by 4-16 % but result in increase in NOx and CO emission along with EGT. S. Senthikumar, K Ramadoss [14] in their paper presented that MTBE result in appropriate reduction in emission and improvement in performance but considerable increase in NOx III. [13] REASERCH WORK The present work has been concentrated on investigating the effect of different composite additive on CI engine performance and emission. First part of work was selecting additive and their proportion in composite additive sample. After literature survey and experimental analysis [1], five different composite additives sample were prepared containing Di Methyl Carbonate (D), Ethyl Acetate (A) and Cetane improver (E) The sample is then mixed in diesel in proportion of 10% by volume to diesel. Compositions of different samples are as shown in Table 3.1. Secondly these sample s chemical properties were checked on parameter like A/F ration, Heating Value and density theoretically as discussed in next chapter. Finally these fuel samples were tested on multi cylinder C I Engine at constant speed of 1500rpm and variable load condition. The experimental results of performance like brake specific fuel consumption, brake thermal efficiency and smoke parameter like HC, CO, NOx, smoke opacity, BP, were analyzed at various loads points of idle, 20%, 40%, 60%, 80% and 100%. 18 Copyright Vandana Publications. All Rights Reserved.

3 Additiv es DMC D Ethyl Acetate A Cetane Imp. E IV. TABLE NO. 3.1 COMPOSITION OF TEST SAMPLES D70A D60A2 D70A E20 0 E20 E15 D50A 40E10 D70A 20 E10 50ml 60 ml 70ml 70 ml 70ml 40ml (40%) 20 ml (20%) 10ml (10%) 15ml 20 ml 10ml 20 ml 20ml 15ml 10ml CHEMICAL ANALYSIS The first part of experimentation was to understand chemistry of this sample. So theoretical chemical analysis were done using theoretical formula form literature [18] and results were tabulated for better understanding as shown in Table 4.1. TABLE 4.1 RESULTS OF CHEMICAL ANALYSIS OF SAMPLES Heating Density Sample (kg/m 3 A/F Ration Value ) (KJ/Kg) 5% DMC % DMC D50A40E D60A20E D70A20E D70A10E D70A15E Pure Diesel engine. The mass flow rate of intake air was measured with an orifice meter connected to a manometer. A surge tank was used to damp out the pulsations produced by the engine, for ensuring a steady flow of air through the intake manifold. Two openings were made in exhaust gas pipeline for emission checking purposes. An AVL 444 Di gas analyzer was used for measuring the CO, HC, and NOx emissions and the smoke density was measured using AVL 437 smoke meter. TABLE 5.1 TECHNICAL SPECIFICATION OF ENGINE Parameter Specification Multi Cylinder DI, Water Engine Type cooled No. of cylinder 03 Rated Power Displacement Bore * Stroke Length 27.9 kw,1500rpm 3300cc Compression Ratio 18:1 110 mm x 116 mm Orifice Diameter 50 mm Orifice Coefficient of Discharge 0.60 No of Nozzle Holes 05 Hydraulic Dynamometer Arm Length (mm), mm V. EXPERIMENTATION Same test procedure was followed as used in previous work on oxygenated additives [1]. A typical Multicylinder 4-stroke water-cooled diesel engine at 1500 rpm was used for the investigation purpose. The schematic diagram of the experimental set up is shown in Figure 5.1 with specification of engine as mentioned in Table 5.1. A Hydraulic dynamometer was used for load control on the engine. Various thermocouple temperature sensors were installed at appropriate locations to measure water inlet and outlet, manifold air temperature, exhaust outlet, and heat exchanger outlet temperatures. A precision crank angle encoder was coupled with the main shaft of the Fig 5.1 Test Setup of C I Engine Test Rig During the tests with fuel sample, first, the engine was started with diesel until it was warmed up and then fuel was switched to various diesel-additive blends. After finishing the tests with diesel-additive blends, the Engine was always switched back to diesel fuel and the engine was run until the additives had been purged from the fuel line, injection pump, and injector. This was done to prevent starting difficulties at the later time. Initially the test engine was operated with base fuel diesel for about 10 minutes to attain the normal working temperature conditions. After that the baseline data was generated and 19 Copyright Vandana Publications. All Rights Reserved.

4 the corresponding results were obtained. The engine was then operated with blends of additives mentioned above for different load condition. At every operation the engine speed was checked and maintained constant. The different performance and emission parameters analyzed in the present investigation were brake thermal efficiency (BTE), brake specific fuel consumption (SFC), exhaust gas temperature (EGT), carbon monoxide (CO), unburned hydrocarbons (UHC), nitrogen oxides (NOx), and smoke opacity Load vs. Brake Thermal Efficiency: VI. RESULT AND DISCUSSION 6.1 Engine Performance: The engine performance indicators considered were brake specific fuel consumption (BSFC), brake thermal efficiency (Bte) and exhaust gas temperature. Load vs. BSFC: Fig shows Brake thermal Efficiency variation of fuel sample at various load condition. It s observed that brake thermal efficiency of diesel and fuel sample keep on increasing till 80% then there is sudden drop in it due to A/F ration become richer and richer. Because of this, incomplete combustion takes place due to more carbon molecules escape the combustion process. It increases the loss due dissociation. Both DMC (5%) and D70A15E15 show better efficiency than pure diesel at high side loading. The reason for high efficiency is complete combustion due to presence of enough oxygen molecules in fuel composition. It is seen that sample D70A15E15 shows around 10% rise in brake thermal efficiency at higher loads than diesel fuel. Load vs. Exhaust Gas Temperature: Fig shows BSFC variation of different additives sample at different load conditions. Diesel shows lowest BSFC value throughout the test. As we already see in chemical analysis, the heat content of composite sample is less than that of diesel fuel due lower calorific value. So it is not surprising to see higher Specific Fuel consumption in composite sample. Since we have added Cetane improvers it improves the combustion process hence reduces BSFC. It is seen that at higher load, BSFC for diesel is around 0.43 at 20% and 0.23 at full load while for the composite additive samples it high due to high A/F and lower Calorific Value. For DMC 5% for which its 0.41 at 20% and 0.2 at full while for sample D70A15E15 its 0.51 at 20% load and 0.25 at full load which is quite close that for diesel. This indicates that addition of D70A15E15 show that it maintains the BSFC of this additive very close to that diesel hence fuel consumption using this additive will not increase hence running cost of diesel engine will not increase. Fig shows Exhaust Gas temperature behavior of different additives at different load condition. Temperature behavior of diesel and additive sample are quite close except DMC 10% and D50A40E10 which show sudden rise in temperature at high load. The reason for this is incomplete combustion of additive component in combustion chamber and getting burned in the exhausts due to high temperature of exhaust port. Out of all sample D70A15E15 still shows lower exhaust temperature even at high load. High exhaust 20 Copyright Vandana Publications. All Rights Reserved.

5 temperature indicates of loss of heat energy and NOx formation tendency is more at high temperature 6.2 Emission Characteristics: Presence of DMC reduces the formation of unsaturated cracking constitute such as ethylene which in turn suppress the formation of poly-nuclear aromatic hydrocarbons. HC emission for other sample starts increasing due to presence of ethyl acetate and cetane improver in the composition. Sample D70A15E15 shows around 10% drop in HC at idle condition while around 20% drop at Full load due to avibility of oxygen at rich carbon nucleus in air fuel mixture formation hence resulting better combustion Fig shows variation of CO emission with respect load her It is observed that CO emission in diesel is highest in all fuel sample at full load. The reason is that as load increase air/ fuel become richer and richer and more fuel doesn t find sufficient O2 due to above reason. For the most of additive sample show lower CO emission than Diesel particularly at higher load due to presence of O2 molecules in fuel sample thus eliminating the problem of sufficient O2. One more reason is the absence of C=C bond in DMC which is used in all sample. For initial loading the CO emission is more due to low temperature and as load increases CO emission decreases due to stabilizing of emission process at normal load condition and again increases due to richer mixture requirement at higher load. Sample D70A15E15 show same behavior as that of D50A40E10 except that no zero CO emission at initial load conditions. Its emission is much below than that of diesel due to presence of Oxygen molecules in composition. Sample D70A15E15 shows 50% drop in CO at full load The principal source of NOx formation is oxidation of atmospheric Nitrogen. However oxidation of fuel containing nitrogen compound is additional source of NO x. NO x formation dominates in CI engine. NOx formation yield for fuel strongly depend fuel/air equivalence ration while NO x formed from atmosphere is strongly depend on temperature. In Diesel, NO x formation is due to non uniform distribution air fuel mixture, hence at high temperature at peak pressure NO x formation is rapid and after this during expansion due to decrease in temperature the NO x dissociation is slowed. From Fig 6.2.3, it is observed that diesel gives 1800ppm NOx emission at full load. While all the other sample show reduction in NO x formation due low Exhaust Gas Temperature. Sample D70A15E15 show rise in 8% rise in NO x formation due to presence of N in cetane improver till 60% loading after that these is 20% drop in NO x formation due reduction of burned gas temperature for given mass of fuel and air burned and also high equivalence ration tend cool the charge reducing NO x emission. Most of composite additive show similar behavior as of sample D70A15E15 while sample show better NO x control at all load condition Fig shows Diesel show highest HC emission at full load that is 12ppm Hexan while DMC 5% sample show lowest HC emission at full load i.e. 4ppm Hexan. DMC 5% and 10% are showing less HC emission than diesel due to presence of oxygen and higher volatility. 21 Copyright Vandana Publications. All Rights Reserved.

6 Smoke is result of incomplete combustion and indicator of combustion process within engine. It s generated where mixture is rich. Main reasons is inadequate mixing of fuel and air and happen when local fuel air ration is 1.5 and local temperature is high enough to decompose the fuel Fig shows it is observed that sample D50A40E10 and DMC 10% gives highest smoke at full load while sample D70A15E15 give lowest smoke at full load. Sample D70A15E15 shows 50% drop in smoke opacity The reason for this is firstly very rich fuel rich core exist at high load because of relatively long injection period but with use of DMC an oxidizer effectively introduce in to fuel rich region and suppress soot formation in combustion chamber. VII. CONCLUSION Following conclusions based on the performance and emission analysis Sample D70A15E15 has BSFC very close to that of pure diesel so running cost of fuel with this sample is very same as that of pure diesel. Due to low BSFC of sample D70A15E15, it shows highest thermal efficiency that is more than 8% at high loads. Sample D70A15E15 show lower EGT which indicate no abnormal burning of sample in exhausts and also lower the possibility of NO x formation. Sample D70A15E15 show around 5% drops in EGT thus lower the loss of heat energy through exhausts gases. Sample D70A15E15 shows around 50% drop in CO emission at full load Sample D70A15E15 shows around 20 % drop in HC emission at full load and 40 % drop on normal load conditions ACKNOWLEDGEMENTS I took this opportunity to thanks my guide, colleagues and family since without their support it s not possible for me to complete this experimentation work. I want to thanks my students who help me during experimentation work. I also want to thanks Dr. D. B. Hulwant, Asso. Professor in mechanical dept. of VIT, Pune for permitting me to conduct this experimentation work in his I C Engine laboratory. REFERENCES [1] Mr. A. R. Patil, Prof. Dr. S. G. Taji, Investigation on Effect of Oxygenated Additive on Multi-cylinder Diesel Engine Performance and Emission IJIRSET, Vol. 3, Issue 6, June 2014, PP [2] T. Nibin, A. P. Sathiyagnanam, S. Sivaprakasam and C. G. Saravanan, Investigation on Emission Characteristics of a Diesel Engine Using Oxygenated Fuel Additive, Journal of Institution of Engineers (India), Vol. 86, 2005, Pg [3] J. Wang, F. Wu, J. Xiao, Oxygenated blend design and its effects on reducing diesel particulate emissions, Fuel, Volume 88, (10), October 2009, Pg [4] H. Hess, J. szybist, J. Perez, Impact of oxygenated fuel on diesel engine performance and emissions. 6th Diesel Engine Emissions Reduction (DEER) Workshop 2000, San Diego, CA (US), 20 Aug 2000, [5] K.I. Burshaid A, M.A. Hamdan, The Reduction of Soot Formation from Fuels Using Oxygenates Additives, Fuel, 88 (10), October 2009, Pg [6] Bhavin H. Mehta, Hiren V Mandalia A Review On Effect Of Oxygenated Fuel Additive On The Performance And Emission Characteristics Of Diesel Engine, National Conference on Recent Trends in Engineering & Technology, May 2011 [7] P. Baskar, K. Nanthagopal and T. Elango, The effect of two oxygenates on diesel engine emissions, ARPN Journal of Engineering and Applied Sciences, Vol. 6.(3), ISSN , March 2011, Pg [8] Tie Li, Masaru Suzuki, Effects of Ethyl tert-butyl ether addition to diesel fuel on characteristics of combustion and exhaust emissions of diesel engines, Fuel, 88(10), , Pg , [9] Lin, C. Y. and Huagg J. C. "An oxygenating additive for improving the performance and emission characteristics of marine diesel engines Ocean Engineering, Vol. 30, 2003 Pg, [10] Wang Yanxia and Liu Yongqi, "Diesel engine emission improvements by the use of EGM-DMC-Diesel blends fuel", 5th WSEAS Int. conf. on Environment, Ecosystems And Development, Tenerife, Spain, December, [11] Gong Yanfeng, Liu Shenghua, Guo Hejun, Hu, Tiegang, Zhou Longbao, "A new diesel oxygenate additive and its effects on engine combustion and emissions", Applied Thermal Engineering, Vol 27(1), 2007, PP , [12] Yanxia Wang, Yongqi Liu, An Oxygenating Additive for Reducing the Emission of Diesel Engine, 22 Copyright Vandana Publications. All Rights Reserved.

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