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Performance and Emission Characteristics on Glow Plug Hot Surface Ignition C.I. Engine Using Methanol as Fuel With Additive

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B.OMPRAKASH Int. Journal of Engineering Research and Applications

www.ijera.com

ISSN : 2248-9622, Vol. 5, Issue 7, ( Part - 1) July 2015, pp.32-35

www.ijera.com 32 |P a g e

Performance and Emission Characteristics on Glow Plug Hot

Surface Ignition C.I. Engine Using Methanol as Fuel With

Additive

B.OMPRAKASH * Dr. B. DURGA PRASAD

**

*Assistant Professor, Mechanical Engineering department, JNTUA College of Engineering, Ananthapuramu, A.P, India. **Professor, Mechanical Engineering department,

JNTUA College of Engineering, Ananthapuramu, A.P, India.

ABSTRACT

The concept of using alcohol fuels as alternative to diesel fuel in diesel engine is recent one. The

scarcity of transportation petroleum fuels due to the fast depletion of the petroleum deposits and

frequent rise in their costs in the international market have spurred many efforts to find alternatives.

Alcohols were quickly recognized as prime candidates to displace or replace high octane petroleum

fuels. Innovative thinking led to find varies techniques by which alcohol can be used as fuel in diesel

engine. Amongst the fuel alternative proposed, the most favourest ones are methanol and ethanol. The

specific tendency of alcohols to ignite easily from a hot surface makes it suitable to ignite in a diesel

engine by different methods. The advantage of this property of alcohols enables to design and

construct a new type of engine called surface ignition engine. Methanol and ethanol are very

susceptible to surface ignition, this method is very suitable for these fuels. The hot surfaces which,

can be used in surface ignition engine are electrically heated glow plug with hot surface. Hence

present research work carries the experimental investigation on glow plug hot surface ignition engine,

by adding different additives with methanol and ethanol as fuels, with an objective to find the best one

performance, emission and compression parameters.

Keywords:- GHCSI,

Ethanol

, Low Heat Rejection,

PSZ Additive

(Iso amyl nitrate)

.

I.

INTRODUCTION

Transportation fuels, which can be derived from non-crude oil resources, include Methanol, Ethanol, Natural gas, Liquefied petroleum gases (LPG), and Hydrocarbons (from coal and shale). Each of these fuels has advantages and disadvantages associated with cost, availability, environmental impact, engine and vehicle modifications required safety, and customer acceptance. Ethanol has been widely used as gasohol, a mixture of 90% gasoline and 10% Methanol, as transportation fuels for pickup trucks, especially in the Southwest US. LPG has been used as an alternative fuel for a longer continuous period of time than either Methanol or Natural gas. Although no effort has been made in the US by vehicle manufacturers to develop an optimized LPG engine, Chrysler [1] Canda has developed an engine for use in an LPG – fueled van. The US Department of Energy (DOE) is presently supporting research in this area.

II.

EXPERIMENTAL WORK

The single cylinder, four strokes 5.2kW Kirloskar, water-cooled DI diesel engine with a bore of 87.5 mm and stroke of 110 mm and a compression ratio of 17:1 is used for the experiment. The engine load is applied with eddy current dynamometer. For the reduction of heat to the cooling water .the plain engine is modified by fitting with a PSZ coated cylinder head and liner. Then the existing aluminum piston is replaced by a copper piston crown with an air gap. These air gap surfaces are coated with PSZ. These tests are conducted with Methanol as fuel in GHSI engines as usual.

The experiments are carried out on the plain engine with the copper piston crown material with or without additive on GHSI engine and in LHR engine using Methanol as fuel to determine the performance, emissions and the combustion parameters which are presented below

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B.OMPRAKASH Int. Journal of Engineering Research and Applications

www.ijera.com

ISSN : 2248-9622, Vol. 5, Issue 7, ( Part - 1) July 2015, pp.32-35

www.ijera.com 33 |P a g e Fig1.1 Experimental setup of GHSI LHR Engine Test rig

III.RESULTS AND DISCUSSION

Methanol Operation in GHSI LHR Engine The experiments are carried out on the plain engine with the copper piston crown material with or without additive (Iso amyl nitrate) on GHSI engine and in LHR engine using Methanol as fuel to determine the performance, emissions and the combustion parameters which are presented below.

A. Brake Thermal Efficiency

The variation of brake thermal efficiency with brake power output is illustrated in figure 1.2.

The brake thermal efficiency of copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine shows maximum efficiency over a wide range of operation. The brake thermal efficiencies of copper piston crown material GHSI engine with and without additive are found to be closely following the plain GHSI engine. The plain GHSI engine indicates minimum performance as compared to other above configurations. The percentage improvement for the copper piston crown material GHSI engine with additive in LHR engine over the plain engine is 6% at rated load. This is due to the positive ignition of the injected Methanol

spray under all conditions by the ceramic glow plug. The improvement with glow plug with copper piston crown material additive is multiplied by the ability of the LHR engine to prepare the injected Methanol spray into a readily combustible mixture within very short time. The hotter combustion chamber of the copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine is instrumental in preparing the Methanol spray.

B. Peak Pressure and Maximum Rate of

Pressure Rise

Figure 1.3 shows the variation of peak pressure with brake power output.

The peak pressure for plain GHSI engine is lower compared to the copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine. The copper piston crown material GHSI engine with additive in LHR engine at rated load shows higher peak pressure and is about 62 bar.

Figure 1.4 illustrates the variation of the maximum rate of pressure rise with brake power output.

It is found that the maximum rate of pressure rise is higher for copper piston crown material GHSI with additive in LHR engine when compared with plan

0 5 10 15 20 25 30 35

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

B

RA

K

E

T

HE

RM

AL

E

F

F

ICI

E

NC

Y

(%

)

BRAKE POWER OUTPUT (kW)

Plain

Copper piston crown material

Copper piston crown material with additive Copper piston crown material with additive LHR Engine

0 10 20 30 40 50 60

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

Pe

a

k

Pr

e

ssu

r

e

(

b

a

r

)

Brake Power Out Put (kW)

Plain

Copper piston crown material

Copper piston crown material with additive Copper piston crown material with additive LHR Engine

0 0.5 1 1.5 2 2.5

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

M

axi

m

um

Rat

e

of

Pr

es

sur

e

Ri

se

(B

ar/

0C

A

)

Brake Power Out Put (kW)

Plain

Copper piston crown material

Copper piston crown material with additive

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B.OMPRAKASH Int. Journal of Engineering Research and Applications

www.ijera.com

ISSN : 2248-9622, Vol. 5, Issue 7, ( Part - 1) July 2015, pp.32-35

www.ijera.com 34 |P a g e GHSI engine. It is the highest for copper piston

crown material CHSI engine with additive (Iso amyl nitrate) in LHR engine and is about 46% at rated load.

Figure 1.5 illustrates the variation of ignition delay with brake power output.

The ignition delay is observed to be highest for the plain GHSI engine. The reduction in ignition delay for copper piston crown material GHSI with additive(Iso amyl nitrate) in LHR engine over plain GHSI engine is about 2.20CA. This is due to hotter combustion chamber of the LHR engine. Therefore the operation of LHR engine is smother as compared to the plain engine.

The variation of combustion duration with brake power output is shown in figure 1.6.

There is only a marginal variation in combustion duration between the various modes of operation. The copper piston crown material GHSI engine with additive (Iso amyl nitrate) in LHR engine shows the shortest combustion duration as compared to the plain GHSI engine. The combustion duration of copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine is shorter by

4.20CA at rated load when compared to plain GHSI engine.

C. Exhaust Emission

The HC emission levels for plain GHSI engine and copper piston crown material with additive in GHSI and in LHR engines are shown in figure 1.7.

It is observed that the copper piston crown material GHSI with additive in LHR engine shows a maximum reduction in HC emission level when compared to plain GHSI engine. The reduction in HC emission level over the corresponding plain GHSI engine is about 380 ppm at the rated load. Figure 1.8 shows the variation of CO with power output.

The copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine indicates the lower level of CO emissions when compared to the plain GHSI engine and about 7% by volume at rated load. The reeducation is more pronounced at rated loads than at part loads.

0 2 4 6 8 10 12 14 16 18 20

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

Ig

n

ition

Delay

Per

io

d

(

OCA)

Brake Power Out Put (kW)

Plain

Copper piston crown material

Copper piston crown material with additive Copper piston crown material with additive LHR Engine

0 5 10 15 20 25 30 35 40

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

C

o

m

b

u

st

io

n

D

u

r

a

ti

o

n

(

OCA)

Brake Power Out Put (kW)

Plain Copper coating

Copper coating with additive Copper coating with additive LHR Engine

0 200 400 600 800 1000 1200 1400 1600 1800 2000

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

H

y

d

ro

co

rb

o

n

s(PP

M

)

Brake Power Out Put (kW)

Plain

Copper piston crown material Copper piston crown material with additive Copper piston crown material with additive LHR Engine

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

co

rbo

n

M

o

no

x

ide(

Vo

l%)

Brake Power Out put (kW

Plain

Copper piston crown material

Copper piston crown material with additive

(4)

B.OMPRAKASH Int. Journal of Engineering Research and Applications

www.ijera.com

ISSN : 2248-9622, Vol. 5, Issue 7, ( Part - 1) July 2015, pp.32-35

www.ijera.com 35 |P a g e

IV.CONCLUSIONS

The following conclusions are drawn with Methanol operated GHSI with additive (Iso amyl nitrate) in LHR engine.

1. It is found that due to better combustion the maximum percentage improvement for the copper piston crown material GHSI with additive in LHR engine over the plain engine is 6%.

2. Reduced ignition delays, lower combustion duration, higher peak pressure and higher rates of pressure rise are noted for the copper piston crown material GHSI engine with additive in LHR engine.

3. This must be due to the better vaporization of injected fuel in a shorter time. For copper piston crown material GHSI with additive in LHR engine, the ignition delay is lower by 2.20CA.

4. The increase in peak pressure level is 62 bar, the maximum rate of pressure rise increase by 46% at rated load and the combustion duration is shorter by 4.20CA. Hence copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine is smoother.

5. It is found that, the emission levels are lower with copper piston crown material GHSI with additive (Iso amyl nitrate) in LHR engine. 6. The LHR engine indicates lower level CO

emissions and is about 7%. The maximum reduction in HC level over the corresponding plain GHSI engine is about 380 ppm.

A

CKNOWLEDGMENT

B.OMPRAKASH, working as a Assistant Professor in the department of Mechanical Engineering, JNTUA College of engineering, Anantapuramu, Andhra Pradesh, INDIA. I completed my M.Tech in Heat Power(R &AC) from JNT University, Anantapur, Andhra Pradesh. At present I am doing my P.hD work in the area of internal combustion engines under the guidance of Dr. B. Durga Prasad, Professor&Head of Mechanical Engineering dept., JNT University, Anantapuramu. I published 2 articles in various national and international conferences and 5 research papers in various national and international journals.

REFERENCES

[1] R.D.Barnes, - Effect of a supplementary fuel in turbo charged diesel engine- SAE 750469, 1975

[2] R. Kamo and W.Bryzik,” Adiabatic Turbocompound Engine Performance Prediction”, SAE 1978, paper 780068.

[3] R. Kamo, et al,” Cummins- TARADCOM

Adiabatic Turbocompound Engine program”, SAE 1981, Paper 810070.

[4] Michael C. Brands,” Vehicle Testing of

Cummins Turbocompound Diesel Engine”, SAE 1981, Paper 810073.

[5] N. Sivarama Prasad Rao, S. Jabez Dhinagar, B. Nagalingam and K.V .Gopalakrishnan, I.C.Engines, IIT, Chennai, Vol.II, pp 288-299, 1986.

[6] Ozer Can, smetÇelikten and NazimUsta,”

Effects of ethanol addition on performance and emissions of a turbochargedindirect injection Diesel engine running at different injection pressures“, SAE Technical paper,2004.

[7] Arunachalam M , “Investigations on the performance of a diesel engine with ceramic thermal barrier coating on parts of the

combustion chamber surface”, Proc. of the

QIP short term course on recent developments in I.C. engines, IIT,Madras,1988.

[8] Lester C. Litchty, „Internal Combustion

Engines‟, McGraw Hill book co.,USA,

1951.

[9] L.R. Lilly, „Diesel engine reference book;,

Butter worth and Co. (Publishers) Ltd., England, 1984.

Imagem

Figure  1.4  illustrates  the  variation  of  the  maximum  rate of pressure rise with brake power output
Figure  1.8  shows  the  variation  of  CO  with  power  output.

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