Journal of Engineering Research and Studies

E-ISSN 0976-7916

Research Article

PERFORMANCE EVALUATION OF LEAN COMBUSTION TECHNOLOGY IN DIESEL ENGINE

Puli.Danaiah, Puli.Ravi Kumar Address for Correspondence Department of mechanical engineering, N.I.T.Warangal-506004 E Mail danaiahpuli@gmail.com ABSTRACT:
The fuel consumption in an internal combustion engine forms a major portion of the total petroleum consumption in India and abroad. Hence it is imperative to use them with the highest possible efficiency in internal combustion engines. One of the latest methods to achieve the above goal is a lean mixture operation in an engine. The present work is planned to develop and evaluate the performance, combustion and emission characteristics of the lean burn fore stroke spark ignition engine. In practice the use of homogeneous lean mixtures in engine has been handicapped by several difficulties. The most serious one is that the flame propagation through mixtures becomes progressively slower as the mixture becomes leaner. The mixture distribution in an multicylinder engine is a problem because even small variation in mixture ratio on the linear side will strongly effect power output. Enhancement of lean combustion of homogeneous mixtures can be achieved by (i) using higher ignition energy (ii) providing high compression ratios (iii) creating high swirl in the combustion chamber and (iv) using methanol and its blends with gasoline. KEYWORDS: fuel consumption, internal combustion

1.0 INTRODUCTION Lean-burn combustion technology uses a concept of excess air. The main purpose of using excess air is to increase fuel consumption efficiency. Ideally, during the combustion process, an engine ingests air, and then supplies enough fuel to sufficiently burn the air in the cylinder. Most engines consume a fuel, such as gasoline, diesel, natural gas, propane, or mixtures of these fuels. Most of these fuels (with the exception of diesel) have an ideal air-to-fuel ratio, called the Stoichiometric Ratio. This ratio describes the ideal thermo chemical process, where all of the air and all of the fuel is consumed during the combustion cycle, leaving no residual exhaust byproducts. Also realize that all internal combustion engines control the amount of power by controlling the amount of air that is ingested in the engine, then supplying enough fuel to burn efficiently. (Diesel engines allow for an unthrottled operation, and control the amount power by varying the amount of fuel metered in the cylinders. Here are some ideal combustion ratios 2.0 HISTORICAL VIEW Studies of lean combustion are among the oldest in the combustion literature because its extreme represents the lean limit of inflammability, which was a well-recognized hazard marker from the inception of combustion science. In fact, Parker (1914) argues that the first useful estimates for the lean limit of methane/air mixtures were reported by Davy (1816) in his efforts to prevent explosions of methane gas (called fire-damp) in coal mines. Davy reported limits of inflammability between 6.2%

and 6.7%. In modern terminology, this represents an equivalence ratio range for methane between 0.68 and 0.74. Parker also reports a three-fold variation in the limits reported by the early literature (with Davys near the upper end), which he attributes to the fact that the limit of inflammability depends on the vessel used for the test, among other experimental variations. This recognition led eventually to standard inflammability measurements based on the upward propagation of a flame through a mixture indefinitely. However, Parker further complicated the concept of the lower limit of inflammability by examining mixtures of oxygen and nitrogen rather than using the standard ratio of these molecules in air. 3.0 APPLICATIONS OF AN LEAN COMBUSTION A lean burn mode is a way to reduce throttling losses. An engine in a typical vehicle is sized for providing the power desired for acceleration, but must operate well below that point in normal steady-speed operation. Ordinarily, the power is cut by partially closing a throttle. However, the extra work done in pumping air through the throttle reduces efficiency. If the fuel/air ratio is reduced, then lower power can be achieved with the throttle closer to fully open, and the efficiency during normal driving (below the maximum torque capability of the engine) can be higher. The engines designed for lean burning can employ higher compression ratios and thus provide better performance, efficient fuel use and low exhaust hydrocarbon emissions than those found in conventional petrol engines. Ultra lean mixtures with

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Journal of Engineering Research and Studies very high air-fuel ratios can only be achieved by Direct Injection engines. 4.0 TECHNIQUES USED IN LEAN COMBUSTION Turbulence Swirl Squish Compression ratio Combustion chamber geometry Ignition timing Influence of ignition system Catalytically activated combustion Lean combustion using alternative fuels and its additives EGR ( exhaust gas recovery) 5.0 APPROACHES FOR CONTROLLING NOX FOR LEAN COMBUSTION 5.1 Air/fuel ratio adjustment In a lean-burn engine, adjusting the air/fuel ratio towards the lean operation side increases the volume of air available for the combustion process. This increases the heat capacity of the mixture and lowers the combustion temperature, resulting in lower NOx formation. 5.2 Exhaust Gas Recirculation (EGR) EGR (whether internal or external) reduces oxygen concentration in the combustion chamber by diluting the incoming ambient air with exhaust. During combustion, the lower oxygen content has the effect of reducing flame temperatures, which in turn reduces NOx production since the NOx production rate is exponentially proportional to flame temperature 6.0 EXPERIMENTAL SETUP A single cylinder Kirlosker made direct injection diesel engine was chosen to carry out the experiments. This engine was modified to SI engine by incorporating spark plug, ignition system and timing. The experimental investigations have been performed in two stages. In the first stage pure methanol is used separately in the single cylinder CI modified SI engine. In the second stage, methanol blends with gasoline are used to ascertain the performance. 6.1 Modifications of the Engine The following modifications are made to the engine for a lean combustion of commercially available gasoline and methanol with carburetion and spark ignition. 1. The squish heights are varied by changing the thickness of the gasket and varying the number of gaskets. 2.

E-ISSN 0976-7916

The fuel injection system is replaced by a carburetor and a spark plug. The spark plug is located in place of the injector with an inclination of 65 to the horizontal. 3. Ignition system is of conventional low energy 12 v magnet and coil contact-less system is fitted to the engine, by mounting the coil and magnet on the crank shaft. 4. Provision for a pressure transducer and intake manifold vacuum tapping are made in the cylinder head. 5. Exhaust gas sampling points are provided in the exhaust pipe for emission measurement. 6. Thermocouple arrangement is made to measure the temperature of the exhaust gases. 7. A selected carburetor jet among the available jets of different sizes is used to operate this engine on methanol and its blends with gasoline. 6.2 Important Components of the Experimental Setup The various components of the experimental setup are detailed below. Fig 3.1 gives the schematic diagram of the layout of experimental setup. The important components of the system are The engine Dynamometer Spark plug Data acquisition Computer 6.3 Engine specifications: No. of cylinders one Bore 80.0 mm Stroke 110.0 mm Vdisp 552.94 cc Rated output 3.68 kW (5.0 hp) 230.0 mm Connecting rod length Compression ratio 12 Exhaust valve opens at 340 Exhaust valve closes at 554 Inlet valve opens at 527 Inlet valve closes at 750 Spark advance 27 BTDC Speed 1500 rpm 6.4 Experimentation: The exhaust gas analyzer is switched on quite early so that all its systems will get stabilized before the commencement of the experiment. The data length, frequency range to trigger the data acquisition for computer are carefully selected, based on the approximate cycle time of the engine operation, such that there appeared three TDC signals on the display,

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Journal of Engineering Research and Studies with the combustion period occupying the center stage. Ambient condition of pressure and temperature are noted. After the starting of the engine and stabilizing it, air flow, fuel flow, temperature of ambient air, temperature of exhaust gases are noted.

E-ISSN 0976-7916

The dynamometer readings such as load and speed are also noted. For all the tests the dynamometer is set on constant speed mode. The pressure and TDC signals are recorded in computer and averaged for 100 consecutive cycles.

Fig 6.1 Single cylinder Kirlosker diesel engine

Fig6.2 : Arrangement of ignition coil and magnet on the diesel engine

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Journal of Engineering Research and Studies 7.0 EXPERIMENTAL APPROACH The experimental investigations have been performed in two stages. In the first stage pure methanol and normal gasoline are used separately in the catalytic and non-catalytic combustion chamber with a manifold vacuum of 30mm Hg. Then in the second stage, catalytic with a manifold vacuum of 60 mm Hg, to ascertain the performance. For all the tests a cyanide bath coated piston with hemi-spherical combustion chamber which has a squish height of 2.4 mm, with a compression ratio of 12:1used. High energy electronic contact-less ignition system with extended electrode is used. The electrode is centrally located with a deep penetration of 15mm into the combustion chamber. The plug is water-cooler to avoid pre-ignition. These above techniques are employed based on the test results obtained in the earlier investigations which are presented 8.0 RESULTS AND DISCUSSIONS The result of methanol and its blends with gasoline are discussed here. The specific values compared are corresponding to an equivalence of 0.65 . 8.1. Performance: Figure 1 gives the variation of indicated power, brake power and brake thermal efficiency respectively. At a given equivalence ration when percentage of methanol in the base fuel increases, the power developed also increases. An increase of 10.1% and 16.4% in the indicated power for 15M gasoline and pure methanol respectively is noticed compared to 10M gasoline. Similarly there is 10.1% and 15% increase in brake power for 15M and pure methanol respectively compared to 10 M gasoline. The brake thermal efficiency is improved by 5.4% for 15M

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gasoline and 7.7% for pure methanol compared to 10M gasoline. It is known that, even at the same compression ratio, an engine will have a higher power output and higher efficiency for methanol than operating for gasoline operation. This is due to higher cooling of the charge and faster combustion with methanol. This holds good for blends of methanolgasoline also. The variation of brake specific energy consumption (BSEC) in MJ/Kg with equivalence ratio can be noticed that the increase of methanol in the gasoline increases BSEC. This is expected because of the improvement in the combustion process. 8.2. Combustion: Figures 2, 3, 4 and 5 explain the variations of MBT timing, exhaust temperature, peak pressure, ignition delay and combustion duration with equivalence ratio respectively. It is noticed that, as the methanol blend in gasoline decreases, the MBT timing increases. The percentage decrease in MBT timing for 15 M gasoline and pure methanol are 6.4% and 18.3% respectively compared to 10M gasoline. There is no appreciable change in the exhaust temperature between blends and pure methanol. The peak pressure is the highest for pure methanol and is decreased as the methanol proportion in gasoline is reduced. This trend again confirms that addition of methanol enhances the combustion rate. The combustion duration and ignition delay are decreased as the methanol content in the blend is increased. This is probably due to the enhanced pre-flame reaction.

Fig:1,2. Variation of brake power and brake thermal efficiency with air fuel ratio.

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Journal of Engineering Research and Studies

E-ISSN 0976-7916

Fig:3,4 .Variation Of Mbt Timing And Exhaust Temparature With Equivalence Ratio

Fig 5,6::Variation Of Peak Pressures And Ignition Delay With Equivalence Ratio

Fig 7::Variation Of Combustion Duration With Equivalence Ratio 9.0 CONCLUSIONS Based on the experimental investigations of this work on lean burn combustion the following conclusions have been made: 1. Brake power and brake thermal efficiency are higher for methanol compared to gasoline in all the cases. The percentage increase in brake thermal efficiency is 2.53% for methanol and 1.53 % for gasoline. 2. Increase of the methanol proportion in the blend increases power and brake thermal efficiency. Combustion duration and ignition delay are lower for methanol compared to gasoline. Increase in methanol proportion in the blend decreases the combustion duration and ignition delay. In the leaner region the CO emission for

3. 4.

5.

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Journal of Engineering Research and Studies methanol is marginally higher compared with that of gasoline. CO emission is not influenced by higher percentage of methanol in the blend. HC emission is found to be reduced with methanol and its blends with gasoline. 6. Higher swirl increases the heat transfer and hence reduces the efficiency of the engine. 7. High energy, high compression ratio with optimum swirl and the use of methanol and its blends with gasoline will extend the LML significantly. 10. REFERENCES
1. Distributed Energy Resources. Advanced Reciprocation Engines Systems, U.S. Department of Energy, 1000 Independence Ave, SW Washington, DC, February 2001. 2. Cackette, T. Reducing the Impact of Diesel on Air Quality and Public Health, California Environmental Protection Agency, August 20, 2000. 3. Mauzerall, D. L., Sultan, B., Kim, N. and Bradford, D. F. NOx Emissions from large Point Source: Variability in Ozone Production, Resulting Health Damages and Economic Costs, Atmospheric Environment, Paper 39 (2005) 2851- 2866, 2004. 4. International Association for Natural Gas Vehicles, IANGV Emissions Report, March 31, 2000. 5. Soliman, A., Jackson, P., Midlam-Mohler, S., Zou, Z., Guezennec, Y. and Rizzoni, G. Diagnosis of a NOx Aftertreatment Systems, SAE Paper No. 2005-24-004, Warrendale, PA, 2005. 6. Callahan, T. J. Reciprocating Engine Technology - Can We Get There From Here? Southwest Research Institute, Reciprocating Engines Peer Review, Chicago, IL, April 23-24, 2002. 7. Office of Air Quality Planning and Standards, How nitrogen oxides affect the way we live and breathe, Research Triangle Park, NC 27711, EPA-456/F-98-005, September 1998. 8. Thompson, S. A. Nitrogen Dioxide, Publication issued by the Department of Environmental Quality, Oklahoma Department of Libraries, 2003. 9. Clean Air Technical Center (MD-12). Nitrogen Oxides (NOx), Why and How They are Controlled, U.S. Environmental Protection Agency, Research Triangle Park, NC, 27711, EPA 456-99-006R, November, 1999. 10. Encyclopedia Britannica, Volume 16, page 470, William Benton Publisher, 1957. 11. Alpha-Gamma Technologies Inc. Natural GasFired Reciprocating Engines, Emission Factor Documentation for AP-42 Section 3.2, Prepared

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for U.S. Environmental Protection Agency, Raleigh NC, July 2000. 12. Johnson, R. H. and Wilkes, C. E. Emissions Performance of Utility and Industrial Gas Turbine, American Power Conference, April 2325, 1979. 13. Campbell, L. M., Stone, D. K. and Shareef, G. S. Sourcebook: NOx Control Technology Data, U.S. Environmental Protection Agency, Research Triangle Park, NC, Document No. EPA-600/291-029, 1991.

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