Performance Of Compression Ignition Engine Research Articles

Assessment of waste plastic oil blends on performance, combustion and emission parameters in direct injection compression ignition engine

ABSTRACTThe present experimental investigation deals with the transformation of waste plastic into oil in a pyrolysis reactor. A single feed at a rate of 8 kg yielded 675 ml of pyrolytic oil. The physiochemical properties of plastic oil (PO) were found to be within American Society for Testing and Material standards with higher kinematic viscosity and carbon residue. The GC-MS and Fourier Transform Infrared Analysis studies revealed the presence of 14 different compounds in PO. Straight diesel–PO blending was carried out at 15% and 30% in volume ratio. At full-load condition, in-cylinder pressure, rate of pressure rise, rate of heat release and peak pressure were higher for PO30% than straight diesel. The brake thermal efficiency for PO blends was found to be slightly higher than straight diesel with a significant increase in brake-specific fuel consumption. Unburned hydrocarbon (UBHC), CO NOx and smoke emission showed significant variation with PO blends. The physiochemical properties of PO blends significantly affect the engine performance.

Study of alcohol fuel of butanol and ethanol effect on the compression ignition (CI) engine performance, combustion and emission characteristic

Diesel engine which is one of the larger contributors to total consumption for petroleum is an attractive power unit used widely in many fields. However, diesel engines are among the main contributors to air pollutions for the large amount of emissions, such as CO, CO2 and NOx lead to an adverse effect on human health. Many researches have been done to find alternative fuels that are clean and efficient. Biodiesel is preferred as an alternative source for diesel engine which produces lower emission of pollutants. This study has focused on the evaluation of diesel and alcohol-diesel fuel properties and also the performance, combustion and exhaust emission from diesel engine fuelled with diesel and alcohol. Butanol and ethanol is blend with diesel fuel at 1:9 ratio. There are three test fuel that is tested which Diesel (100% diesel), D90BU10 (10% Butanol and 90% diesel) and D90E10 (10% Ethanol and 90% diesel). The comparison between diesel and alcohol-diesel blend has been made in terms of fuel properties characterization, engine performance such as brake power (BP) and brake specific fuel consumption (BSFC) also the in cylinder maximum pressure characteristic. Thus, exhaust gas emission of CO, CO2, NOx and O2 emission also has been observed at constant load of 50% but in different operating engine speed (1100 rpm, 1400 rpm, 1700 rpm, 2000 rpm and 2300 rpm). The results show the addition of 10% of each butanol and ethanol to diesel fuel had decreased the fuel density about 0.3% to 0.5% compared to mineral diesel. In addition, viscosity and energy content are also decrease. The addition of 10% butanol had improved the fuel cetane number however the ethanol blends react differently. In term of engine performance, as the engine speed increased, BP output also increase respectively. Hence, the alcohol blends fuel generates lower BP compared to diesel, plus BSFC for all test fuel shows decreasing trend at low and medium speed, however increased gradually at higher engine speed. Thus, D90BU10 had higher BSFC compared to mineral diesel and D90E10. In general, the addition of alcohol blend in diesel fuel had increase the BSFC. In term of in cylinder pressure, as the engine speed is increased, the crank angle noted to move away from TDC for all test fuel. The maximum cylinder pressure increased at low and medium speed, but decrease in higher engine speed. The addition of 10% of butanol and ethanol in the mineral diesel decreased the maximum cylinder pressure. Meanwhile, O2 emission of D90E10 is higher compared to D90BU10 due to higher oxygen content found in ethanol. The CO2 emission of D90BU10 recorded higher compared to mineral diesel due to the high oxygen contents in the alcohol. CO emission of alcohol blend on the other hand had lower emission at higher engine speed compared to mineral diesel. As engine speed is increased, NOx emission of mineral diesel and D90E10 had decreased gradually. However, D90BU10 had increased of NOx emission at lower to medium engine speed, than gradually decreased at higher engine speed.

Performance of a small compression ignition engine fuelled by liquified petroleum gas

In this work, a small air cooled single cylinder of diesel engine with a rated power of 2.5 kW at 3000 rpm is tested in two different modes. In the first mode, the CI engines run on diesel fuel mode. In the second mode, the CI engine run on liquified petroleum gas (LPG) mode. In order to simulate the load, a generator is employed. The load is fixed at 800 W and engine speed varies from 2400 rpm to 3400 rpm. The out power, specific fuel consumption, and brake thermal efficiency resulted from the engine in both modes are compared. The results show that the output power of the CI engine run on LPG fuel is comparable with the engine run on diesel fuel. However, the specific fuel consumption of the CI engine with LPG fuel is higher 17.53% in average in comparison with the CI engine run on diesel fuel. The efficiency of the CI engine with LPG fuel is lower 21.43% in average in comparison with the CI engine run on diesel fuel.

Compression ignition engine performance modelling using hybrid MCDM techniques for the selection of optimum fish oil biodiesel blend at different injection timings

The increasing demand on energy due to population growth and rise of living standards has led to considerable use of fossil fuels which cause environmental pollution and depletion of fossil fuels. Biodiesel proves to be a good alternative for fossil fuels. But sustainability of biodiesel is the key factor for determining it as a fuel in diesel engines. It needs identification of proper blend of biodiesel and diesel to meet the efficiency, engine suitability and environmental acceptability. Alternative fuel blend evaluation in IC engine fuel technologies is a very important strategic decision tool involving balancing between a number of criteria such as performance, emission and combustion parameters and opinions from different decision maker of IC engine experts. Hence, it is a MCDM problem. This paper describes the application of hybrid Multi Criteria Decision Making (MCDM) techniques for the selection of optimum biodiesel blend in IC engine. FAHP-TOPSIS, FAHP-VIKOR and FAHP-ELECTRE, are the three methods that are used to evaluate the best blend. The performances of these MCDM methods are also compared with each other. Here, FAHP is used to determine the relative weights of the criteria, whereas TOPSIS, VIKOR and ELECTRE are used for obtaining the final ranking of alternatives. A single cylinder, constant speed and direct injection diesel engine with a rated output of 4.4 kW is used for exploratory analysis of evaluation criteria at different load conditions. Diesel, B20, B40, B60, B80 and B100 fuel blends are prepared by varying the proportion of biodiesel. Similarly, Brake thermal efficiency (BTE), Exhaust gas temperature (EGT), Oxides of Nitrogen (NOx), Smoke, Hydrocarbon (HC), Carbon monoxide (CO), Carbon dioxide (CO2), Ignition Delay, Combustion Duration and Maximum Rate of Pressure Rise are considered as the evaluation criteria. The ranking of alternatives obtained by FAHP-TOPSIS, FAHP-VIKOR and FAHP-ELECTRE are B20 > Diesel > B40 > B60 > B80 > B100 for 21°bTDC and 24°bTDC and Diesel > B20 > B40 > B60 > B80 > B100 for 27°bTDC. It shows that B20 is ranked first for 21°bTDC and 24°bTDC and second for 27°bTDC injection timing. Hence, it is concluded that mixing 20% biodiesel with diesel is suggested as a good replacement for diesel. This paper provides a new insight of applying MCDM techniques to evaluate the best fuel blend by decision makers such as engine manufactures and R&D engineers to meet the fuel economy and emission norms to empower green revolution.

Experimental investigations of a low heat rejection (LHR) engine powered with Mahua oil methyl ester (MOME) with exhaust gas recirculation (EGR)

ABSTRACTContinued effort has been made by several researchers to reduce the dependency on fossil fuels by using suitable alternative and renewable fuels such as biodiesels for energy harvesting and vehicular applications. Alternative fuels can partially or totally replace fossil fuels in diesel engine applications and address tailpipe emissions as well, which lead to global warming. Performance of compression ignition (CI) engines fueled with biodiesel can be further improved with low heat rejection engine facility by suitably utilizing the heat rejected from the engine and thereby improving the thermal efficiency. Present work combustion surfaces of piston, valves and cylinder head were coated with ceramic material, making the engine fully adiabatic, also known as a low heat rejection (LHR) engine. Experiments were conducted on an LHR engine using diesel and Mahua oil methyl ester (MOME) to determine its performance with and without exhaust gas recirculation (EGR). An attempt has been made to compare the performance and emissions characteristics of a CI engine operated on MOME with and without ceramic coating, and the effect of an EGR system developed in-house. EGR was varied from 0 to 20% in steps of 5%. The LHR engine yielded increased brake thermal efficiency (BTE), reduced emissions of smoke, HC[Hydro Carbon] and CO, and increased NOx with MOME when compared to an uncoated engine. As EGR rate increased the BTE and NOx were slightly reduced whereas the HC, CO and smoke were increased. At 10% EGR, 25.96% BTE, 59 HSU smoke, 46 ppm HC, 0.163% volume CO and 1048 ppm NOx were reported.

Investigation of ignition characteristics and performance of a neat n-butanol direct injection compression ignition engine at low load

Neat (100%) n-butanol was implemented in a direct injection (DI) compression ignition (CI) engine. The ignition, combustion, and emission characteristics at low engine load (below 6.5bar IMEP), including near idling, were investigated. The engine experiments were performed using a modern common rail type single cylinder DI CI engine with a compression ratio of 18.2:1. Chemical kinetic simulations were also conducted to analyze the ignition characteristics of the experiments. The research results showed that neat n-butanol could not be auto-ignited at normal intake temperature and pressure conditions due to its low reactivity. However, the use of a high intake pressure of 0.75bar gauge, and an injection timing of −26° ATDC at 5.0bar IMEP, enabled auto-ignition even without the use of intake heating. One possible reason for this was attributed to the enhancement of the low temperature reaction regime. The ignition timing advancement sensitivity to intake pressure was approximately 1.0°CA/0.1bar at 5.0bar IMEP, and a higher intake pressure allowed a wider injection timing range. A neat n-butanol fueled DI CI engine had a five times longer ignition delay and a 85% longer combustion duration than the same engine fueled with diesel at 2.0bar IMEP. However, the combustion duration tended to shorten rapidly with increasing engine load, which was the opposite tendency to diesel. At low load, the nitrogen oxides (NOx) and soot emissions were very low compared to those of diesel, whereas the total hydrocarbons (THC), formaldehyde (HCHO), and carbon monoxide (CO) were higher than those of diesel. Carbon dioxide (CO2) emission was lower than that of diesel. This could be due to the reduced CO oxidation and the lower carbon content in n-butanol. Finally, by combining the previously published results with these results in this research, fuel injection strategies and intake oxygen conditions required to achieve low NOx (≤0.60g/kWh) and soot (≤0.02g/kWh) emissions and moderated maximum cylinder pressure rise rate (≤10bar/°CA) were summarized over a wide load range of 2.0–11.5bar IMEP.

Experimental investigation on performance and emission characteristics of a compression ignition engine fueled with biodiesel from waste tallow

Tallow oil being one of the non-edible oils can be explored for biodiesel production; however, limited information is available in literature regarding the use of tallow biodiesel as an alternate form of energy. This study deals with systematic characterization of tallow biodiesel to find its suitability for diesel engines. The chemical nature and composition of tallow biodiesel as determined by NMR, FTIR and GC analyses are closely related to established biodiesel properties. In this investigation, tallow biodiesel blends (B10, B20 and B100) were used to study the performance and emission of compression ignition engine at different loads (20, 40, 60, 80 and 100%), and the results were then compared with baseline results of conventional base diesel. The fuel properties of biodiesel and its blends were also determined which were comparable with that of diesel. Brake thermal efficiency for biodiesel blends were in comparable range with that of base diesel. The average reduction in carbon monoxide, hydrocarbon and smoke emission for B100 blend of biodiesel was observed to be 16.04, 28.09 and 28.57%, respectively, compared to base diesel. However, there was an average increase in NOx emission (15.34%) for B100 blend compared to diesel. The overall results show that tallow biodiesel could be recommended as a diesel fuel alternate.

Experimental investigation of performance, exhaust emission and combustion parameters of compression ignition engine with varying ethanol energy fractions

The world is striding towards a sustainable energy era with considerable emphasis on energy efficiency and use of renewable energy sources along with concerns of the environmental aspect for the achievement of the Kyoto targets of greenhouse gas emissions reduction. The objective of this paper is to investigate the thermal performance, exhaust emissions and combustion behavior of small capacity CI engine using varying energy fractions of ethanol. Significant reductions have been observed for CO2 (carbon-di-oxide), NOx (oxides of nitrogen) and smoke with the use of ethanol in CI engine. CO (carbon mono-oxide) and HC (hydrocarbons) increased with the increase of ethanol energy fractions. Moreover, the study reveals that increasing the ethanol energy ratio in the fuel results in the decrease of combustion duration and increase of ignition delay. It is also observed that maximum heat release rate as well peak pressure increases upto a certain ethanol energy fraction and beyond which it decreases.

Characterization of Hydrocarbon Emissions from Gasoline Direct-Injection Compression Ignition Engine Operating on a Higher Reactivity Gasoline Fuel

Characterization of Hydrocarbon Emissions from Gasoline Direct-Injection Compression Ignition Engine Operating on a Higher Reactivity Gasoline Fuel

Performance and emissions analysis on diesel engine fuelled with cashew nut shell biodiesel and pentanol blends

We studied the impact of blending pentanol, a next generation biofuel, with cashew nut shell biodiesel on its performance and emissions characteristics in a constant speed compression ignition engine. Our main objective was to reduce CO, HC, NOX and smoke emission when fueled with neat cashew nut shell biodiesel and the pentanol blends. Cashew nut shell oil is a byproduct from cashew nut industry. Since it is nonedible, it can be used as a promising alternative. Conventional transesterification process was used to convert the cashew nut shell oil into cashew nut shell biodiesel. Pentanol with 98.4% purity was used as an oxygenated additive. The experiment involved three test fuels: neat cashew nut shell biodiesel (C100), Pentanol blended with cashew nut shell biodiesel by 10% volume (C90P10) and Pentanol blended with cashew nut shell biodiesel by 20% volume (C80P20). The feasibility of using neat biofuel (without adding diesel) was also investigated. Experimental work concluded that the test fuels used in this study does not require any modification in engines. In addition, the combustion of fuels was smooth and there was no physical and visible damage in the engine components when fueled with cashew nut shell biodiesel and the pentanol blends. By adding 10% and 20% of pentanol to cashew nut shell biodiesel, significant reduction in CO, HC, NOX and smoke emission was observed. In addition, brake thermal efficiency increased marginally with slight reduction in brake specific fuel consumption.

Effects of varying composition of biogas on performance and emission characteristics of compression ignition engine using exergy analysis

Growing energy demands and environmental degradation with uncontrolled exploitation of fossil fuels have compelled the world to look for the alternatives. In this context, biogas is a promising candidate, which can easily be utilized in IC engines for vehicular as well as decentralized power generation applications. Primary constituents of raw biogas are methane (CH4) that defines its heating value, and carbon dioxide (CO2) that acts like a diluent. This dilution effect reduces the flame speed and heating value of biogas, eventually deteriorating the engine performances. Present article focuses on experimental evaluation and quantification of these variations of the engine performance. Three compositions of biogas: BG93, BG84 and BG75 (containing 93%, 84% and 75% of CH4 by volume respectively) were studied on a small CI engine in dual fuel mode. Moreover, to evaluate individual process inefficiencies, exergy analysis based on second-law of thermodynamics is implemented. Exergy balances for different compositions of biogas are presented. Biogas dual fuel operation showed 80–90% diesel substitution at lower engine loads. At higher loads, total irreversibility of the engine was increased from 59.56% for diesel operation to 61.44%, 64.18% and 64.64% for BG93, BG84 and BG75 biogas compositions respectively. Furthermore, combustion irreversibility was found to be decreasing with higher CO2 concentrations in biogas. BG93 showed comparable results to that of diesel operation with 26.9% and 27.4% second-law efficiencies respectively.

The single-zone numerical model of homogeneous charge compression ignition engine performance

The single-zone model of methane-air mixture combustion in the Homogeneous Charge Compression Ignition engine was developed. First modeling efforts resulted in the selection of the detailed kinetic reaction mechanism, most appropriate for the conditions of the HCCI process. Then, the model was completed so as to simulate the performance of the four-stroke engine and was coupled by physically reasonable adjusting functions. Validation of calculations against experimental data showed acceptable agreement.

Experimental investigations of effects of hydrogen blended CNG on performance, combustion and emissions characteristics of a biodiesel fueled reactivity controlled compression ignition engine (RCCI)

The effects of hydrogen blended compressed natural gas (HCNG) on performance, combustion and emissions characteristics of biodiesel fueled compression ignition engine under reactivity controlled compression ignition (RCCI) mode were studied. The pongamia pinnata biodiesel (B100) as pilot fuel was directly injected into the engine cylinder during compression stroke whereas compressed natural gas (CNG) and 18% HCNG as main fuels were injected during suction stroke using electronic controlled unit. The experimental tests were conducted on the engine at constant speed of 1500 rpm with 5 kW electrical power output. The experimental results indicate brake thermal efficiency of the engine improved significantly up to 64% of HCNG energy share. HC, CO and smoke emissions at all HCNG energy shares are less as compared to base CNG. However, NOx emission increased marginally with HCNG but it is still less than base biodiesel. A notable point emerged from this study is that CO and HC emissions, which are major problems with CNG dual fuel engine, could be reduced significantly with HCNG and B100.

Experimental Investigation by Varying Fuel Injection Pressure on CI Engine

The performance of Compression Ignition (CI) Engine depends on various parameters. The Fuel Injection Pressure (FIP) is one of the most important parameter. This research is carried out to find the optimum Fuel Injection Pressure in order to improve the performance of CI engine. By varying FIP, the performance parameters like Brake Thermal Efficiency (BTE), Brake Specific Fuel Consumption (BSFC), Brake Power (BP) also varies. This Experiment tells that these parameters are improved at 165N/m2 FIP.

Experimental investigations of LPG use at the automotive diesel engine

The liquefied petroleum gas has a great potential to improve energetically and pollution performance of compression ignition engines due to its good combustion properties. This paper presents results of the researches carried on a car compression ignition engine with a 1.5 dm 3 displacement, fuelled with diesel fuel and liquefied petroleum gas by diesel-gas method at the operating regimens of 70% and 55% engine load, engine speed of 2000 rpm and for substitute ratios between (6–19)%. A specific objective of this paper is to establish a correlation between the optimum adjustments and the substitute ratio of the diesel fuel with liquefied petroleum gas for the investigated regimens to limit the maximum pressure and smoke level, knock and rough engine functioning and having regard to decrease the fuel consumption and the level of the pollutant emissions.

Experimental investigations on combustion, performance and emissions characteristics of compression ignition engine powered by B100/ethanol blend

In the study are presented the results of co-combustion of biodiesel B100 with ethanol fuel as blend. The 1-cylinder direct injection compression ignition engine was used during the study. Tests were conducted at a constant angle of fuel injection and constant rotational speed equal to 1500 rpm. Results of thermal cycle parameters and emission characteristics are presented. On the basis of results stated that ethanol fuel fraction in blend causes the increase in peak heat release rate. With the increase in ethanol fuel fraction the ignition delay increased but combustion duration decreased. With the increase in ethanol fuel fraction in blend thermal efficiency increased as well. It also noticed almost constant emission of THC, the increase in NOx emissions and decrease emissions in CO and CO2 .

Investigation of combustion, performance and emission characters of compression ignition engine fuelled with diesel blends of linseed and cottonseed oil

Environmental pollution and reducing fossil fuel reserves are the twin crisis that forces the automotive industry today to develop bio-based sustainable alternative fuel. This work aims to study the performance and emission characteristics of a direct injection diesel engine fuelled with blends of diesel, biodiesel blends derived from linseed oil and cottonseed oil as fuel. Four samples namely diesel, bio diesel blends of 5%, 10% and 15% which are referred as samples 1, 2, 3 and 4, respectively are used as fuel. Experimental study shows significant increase in smoke emission by around 24% and 47% with samples 3 and 4 when compared with sample 1. On average, reduction in unburned hydrocarbon emission by 52% and 37% was achieved with samples 2 and 3 when compared to sample 1. When compared to sample 1, NOx emission was observed to be reduced by 24% when the engine was operated with sample 4.

Experimental Investigation on the Effects of Nano Additives on Mahuca Indica Methyl Ester-Diesel Fuel Blends in Diesel Engine

In this experimental exploration deal of the nano additive additives with Mahuca indica methyl ester diesel blends performance and emissions of compression ignition engines were examined. The foremost phase nano additives (CuO and Mgo) were assorted into the Mahuca indica biodiesel-diesel blends at the rate of 50ppm for developing the test fuels. The other phase 20MEOM (20% Mahuca indica methyl ester + 80% diesel) blends with and without nano additives were seen on a diesel engine at different load conditions. In this nano additives improve the properties of diesel fuel like viscosity, calorific value and decreased the flash point and fire point. Then compared the performance and emissions differences to using 20MEOM with and without nano additives (CuO and Mgo) as a fuel in a diesel engine. The observation of results, brake thermal efficiency is improved then CO, HC, CO2and smoke decreased compared with fuel blends without additives. The results are taken into account, a blend of 20MEOM+ CuO 50ppm is the best blend ratio compared than 20MEOM + Mgo 50ppm fuel blends and without nano additive fuel blends.

Effect of Karuvel Methylester in a DICI Engine with Spherical and Toroidal Bowl Chamber

The experimental work to investigate the effect of combustion, performance and emission in a Direct Injection Compression Ignition (DICI) engine with Spherical bowl chamber (SB) and Toroidal bowl chamber (TB) runs with diesel and Karvel methyl ester (KRME) in a 4.4 kW air cooled engine coupled with alternator. The experiments were conducted at equal interval load to maximum rated load to maintain constant speed of 1500rpm. The effect of the piston bowl geometry characteristics on performance and emissions characteristics have been analysed. This analysis indicates brake thermal efficiency for KRME is higher at part load conditions for both bowl chambers. The specific fuel consumption for both bowl chamber diesel fuel is lower than KRME. Unburned hydrocarbon and nitrogen of oxides reduced significantly for spherical bowl chamber greatly lesser than toroidal bowl chamber for diesel and KRME. The carbon monoxide is higher for toroidal bowl chamber with diesel and KRME at part load.

Investigation of combustion, performance and emission characters of compression ignition engine fuelled with diesel blends of linseed and cottonseed oil

Environmental pollution and reducing fossil fuel reserves are the twin crisis that forces the automotive industry today to develop bio-based sustainable alternative fuel. This work aims to study the performance and emission characteristics of a direct injection diesel engine fuelled with blends of diesel, biodiesel blends derived from linseed oil and cottonseed oil as fuel. Four samples namely diesel, bio diesel blends of 5%, 10% and 15% which are referred as samples 1, 2, 3 and 4, respectively are used as fuel. Experimental study shows significant increase in smoke emission by around 24% and 47% with samples 3 and 4 when compared with sample 1. On average, reduction in unburned hydrocarbon emission by 52% and 37% was achieved with samples 2 and 3 when compared to sample 1. When compared to sample 1, NOx emission was observed to be reduced by 24% when the engine was operated with sample 4.