Professional Documents
Culture Documents
Abstract
Government of India doesnt want to compromise with environment pollution, so it makes the strict emission norms for IC engine.
Diesel engine is well known for fuel economy and efficient operation but only problem is engine emission .to fulfill the future
emission norms HCCI Bifuel engine is one of the best option, so it can operate diesel engine with CNG. The use of CNG in HCCI
engine along with pilot diesel injection, the emissions has been decreased drastically. Homogeneous mixing of fuel and air leads
to cleaner combustion and lower emissions. The premixed lean mixture reduces soot particles. By optimizing operating parameter
like mixture strength and load we can obtain less emission and better fuel economy. In experimental work there is use of CNG
injection at high pressure and fixed amount of diesel for initiate combustion only and then varying amount of CNG for optimization
of low emission and higher performance for particular load.
Keywords: HCCI, CNG, Emission, Bifuel
_______________________________________________________________________________________________________
I. INTRODUCTION
According to title our effort is to convert existing diesel engine into HCCI bifuel (Diesel + CNG) engine without major
modification. So there are trying for data acquisition for low emission and good performance at various mixture strengths to
maximize HCCI % and based on that it can map ECU for optimized (Diesel + CNG) bifuel operation.
This research can create big benchmark in Automobile industry. Because
Drastically reduction in emissions in existing Diesel engine.
Improvement in fuel economy.
New area for combustion in automobile industry.
Low cost for installation of bifuel HCCI (Diesel + CNG) engine in existing diesel engine.
1) The reduction of SFC is about 7% and 3% at low and part load operations [1]
2) The improvement of engine efficiency is about 3% at part load operation of the engine. [4]
3) NOx emission is at ultra-low level of 10 ppm in comparison to 600 3000 ppm for diesel engines[5]
4) That CNG-Diesel engine has less emissions comparing to diesel only engine. Also, investigations stated that CNG-Diesel
Dual Fuel engine has less amount of NOX, NO2, CO, CO2, HC, soot and other emissions when compared with the conventional
diesel fueled engine.[9]
5) In comparison to the SI combustion engine, the fuel consumption was reduced by 21% as a result of the higher efficiency of
the HCCI/SI engine. Likewise, due to the reduced fuel consumption, CO 2 emissions were reduced on more than 21% when
using HCCI.[6]
Table - 1
Engine Specification
Engine Kirloskar (AVI)
Dynamometer Eddy Current Water Cooled
Bore 87.5
Stroke 110
Displacement 661
Compression Ratio 17.5
R.P.M. 1500
H.P. 5.2
CNG Cylinder
A 4kg of CNG cylinder tank used for storage the high pressure CNG. Compressed Natural Gas is stored in a CNG tank with a 200
bar to 220 bar pressure. A dial indicator is provided with pressure gauge which is measure the pressure inside CNG cylinder.
High Pressure Pipe
High Pressure Pipe is used to supply CNG from CNG Cylinder to CNG Pressure Reducers.
Pressure Reducer
CNG is stored at a very high pressure (200 bar). The job of the reducer is to reduce the pressure to 5 bar before it enters the CNG
high pressure rail.
This method was used to measure the consumption of CNG fuel. As CNG fuel flow is compressible flow and its volume keeps
changing with time. To measure the CNG fuel consumption, a Digital Load cell having the range of 0.001 to 100 kg was used
Measurement of Air Flow
Manometer is used for measurement of air flow rate consumed by engine.
Fig. 7: Manometer
Exhaust gas analyzer is used to measure the level of pollutants in the exhaust of the engine. The instrument is used for measuring
HC (ppm), CO (% by vol.), CO2 (%by vol.), NOx and O2 (% by vol.). Probe of it was fitted in the engine exhaust pipe. Exhaust of
the engine passes in to the instrument probe and sensor of instrument senses the quantity of CO, HC, CO2, NOx and O2 contained
in exhaust gas and the result is displayed on the panel board.
Speed Measurement Mechanism
The speed measurement is done with the help of the same pulley used in the injector cut off mechanism. The pulley is installed
with magnets on its periphery to create some magnetic field and the field is sensed by the proximate sensor attached to the C-
shaped acrylic clamp. Hence the speed is displayed with the sensed data from this mechanism
Governing Modification
In constant speed engine injection of CNG cut off the diesel injection quantity and stops the engine so there is modification in
governing to operate engine by fixing amount of diesel.
Fig. 11: Governing modification Fig. 12: CNG High Pressure Rail
Solenoid operated High pressure CNG rail allow CNG to go in combustion chamber via intake manifold. Also there change in
governing for fixed amount of diesel. After getting signal from data acquisition unit valve open and specific amount of CNG go in
combustion chamber.
Injector Cut Off Set Up
The optical sensor is used for the purpose of the injector cut off. In this set up pulley with window is attached at the extended crank
shaft of the engine which runs at the same speed of the engine. The proximate sensors are attached at the C-shaped clamp. When
the optical ray omitted from the transmitter and passes through the window and received by the receiver the injector will inject the
fuel for definite time. The angle of injection can be varied by changing the position of the pulley window by rotating it and then
fixing pulley with respect to TDC.
Data Acquisition System
The Data Acquisition Unit (DAU) has connectors for inputs from various sensors and also 4 LED lights.
VII. CONCLUSION
1) EGT in dual fuel mode is33.41 % less at 70% load compare to diesel mode only ,SFC in dual fuel mode IS 112.62% lower
than only diesel at 100% load
2) BTE is 112.43% higher in dual fuel mode compare to diesel only at high load 100
3) HC emission higher in dual fuel mode compare to diesel only at lower load but it decreases with load. it is optimum at part
load operation
4) NO emission is lower at lower load in dual fuel mode but it increases vary rapidly at higher load as compare to diesel only
and it is optimum at part load operation.
5) CO is 7% lower in dual fuel mode at higher load compare to only diesel mode.
6) CO2 higher in dual fuel mode compare to diesel only and it is increases with load
1) HCCI dual fuel mode beneficial for better fuel economy and lower emission at full load operation.
2) There is NO is high but it can reduced by Throttling, EGR or water injection.
REFERENCES
[1] Magnus Sjoberg,John E.Dec,An investigation into lowest acceptable combustion temperatures for hydrocarbon fuels in HCCI enginesELSEVIER, 30
(2005) 27192726.
[2] Amit Bhave , Markus Kraft, Luca Montorsi , Fabian Mauss ,Sources of CO emissions in an HCCI engine: A numerical analysis,ELSEVIER 144 (2006)
634637.
[3] Kathi Epping, Salvador Aceves, Richard Bechtold, John Dec, The Potential of HCCI Combustion for High Efficiency and Low Emissions, SAE
International, Paper- 2002-01-1923.
[4] Wen Zeng, Maozhao Xie , A novel approach to reduce hydrocarbon emissions from the HCCI engine,ELSEVIER Chemical Engineering Journal 139
(2008) 380389.
[5] Krzysztof Motyl, Tadeusz J. Rychter ,HCCI ENGINE A PRELIMINARY ANALYSIS, Journal of KONES Internal Combustion Engines 2003, vol. 10,
3-4.
[6] Augusto F. Pacheco, Mario E.S. Martins, Hua Zhao, New European Drive Cycle (NEDC) simulation of a passenger car with a HCCI engine: Emissions and
fuel consumption results. 2013 Elsevier Ltd.
[7] Xingcai Lu, Yong Qian, Zheng Yang, Dong Han, Jibin Ji, Xiaoxin Zhou, Zhen Huang, Experimental study on compound HCCI (homogenous charge
compression ignition) combustion fueled with gasoline and diesel blends, 2013 Elsevier Ltd.
[8] Giuseppe Genchia, Emiliano Pipitonea, Preliminary Experimental Study on Double Fuel HCCI combustion, 2015 Elsevier Ltd.
[9] Abdulwahab A. Abdulrahman Al-Saadi,Ishak Bin Aris, CNG-Diesel Dual Fuel Engine A Review on Emissions and Alternative Fuelsl. IEEE 2015.
[10] Nirendra N. Mustafi, Robert R. Raine, Sebastian Verhelst,Combustion and emissions characteristics of a dual fuel engine operated on alternative gaseous
fuels,ELSEVIER,Fuel 109 (2013) 669678.