Performance and Emission Study on a Dual Fuel Engine with Modified Gas Inlet

Sendilvelan, S.; Sundarraj, C.

doi:10.18280/ijht.340328

Cited by 5 publications

(3 citation statements)

References 13 publications

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“…It has been observed in addition, that they provide very important improvements in emissions. Sendilvelan and Sundarraj [14] In this study was LPG used as a secondary fuel in a direct-injection, single-cylinder, fourstroke, water-cooled and constant speed (1500 rpm) diesel engine under all loading conditions. According to the test results; Brake thermal efficiency slightly decreased due to the use of LPG.…”

Section: Introductionmentioning

confidence: 99%

Effects of Partial Rcci Application of LPG on Performance, Combustion and Exhaust Emissions in a Diesel Engine Powered Generator

Aydın¹,

Aydın²

2021

European Journal of Technic

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In this study, engine performance, combustion and emissions of a diesel engine used for driving an electrical generator was investigated with LPG fumigation into the manifold of the engine as secondary fuel. Tests were carried out in 4 cylinders, 4 strokes water-cooled and direct-injection diesel engine generator. According to the test results; cylinder pressure, average gas temperature and peak values of heat release rate were increased as amount of LPG was increased. However, brake specific fuel consumption and mass fuel consumption were higher as well. Generally, with LPG addition, CO and HC emissions were found higher. Up to 40% LPG addition, CO2 emissions were lowered and over 40% LPG addition, CO2 emission increased. With increasing LPG ratio, there was a decrease in NOx emission values. On the other hand, generally, as LPG content was increased, O2 emissions were decreased significantly. Generally, the LPG usage of certain levels were found to be possible as secondary fuel in diesel engines. However, its usage in the engine up to certain levels resulted in considerable negative changes in performance, combustion and emissions changes. Over 55% LPG fumigation resulted in quite high flame velocity and propagation which eventually resulted in the accelerated cylinder pressure for per crank angle. This condition may be accepted as the starting of the knock. Therefore, only certain low amounts of LPG usage as secondary nonreactive fuel in diesel engine were found to be possible.

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Section: Introductionmentioning

confidence: 99%

Effects of Partial Rcci Application of LPG on Performance, Combustion and Exhaust Emissions in a Diesel Engine Powered Generator

Aydın¹,

Aydın²

2021

European Journal of Technic

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“…From the experimental investigation at full load the total fuel consumption is reduced by 18.87%, brake thermal efficiency increased by 3.72%, brake SFC decreased by 19.48%, the concentration of HC reduced by 28.33% by volume and CO is reduced 0.28% by volume with the addition of oxyhydrogen gas compared to conventional SI engine with only gasoline as a fuel. Sendilvelan and Sundarraj [18] carried out experimental work on a modified liquefied petroleum gas dual fuel engine with diesel as primary fuel and liquefied petroleum gas as secondary fuel by providing a venturi at the inlet manifold for all load conditions. They observed considerable reduction in diesel fuel consumption and slight reduction in brake thermal efficiency for the dual fuel engine compared to conventional engine with only diesel as a fuel.…”

Section: Introductionmentioning

confidence: 99%

Emissions control and performance evaluation of spark ignition engine with oxy-hydrogen blending

Krishna¹

2018

IJHT

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Fast depletion of fossil fuels and their detrimental effect to the environment is demanding an urgent need of alternative fuels for meeting sustainable energy demand with minimum environmental impact. Expert studies indicate hydrogen is one of the most promising energy carriers for the future due to its superior combustion qualities and availability. The use of hydrogen in spark ignition internal combustion engine may be part of an integrated solution to the problem of depletion of fossil fuels and pollution of the environment. The broader flammability limits and fast flame propagation velocity of hydrogen ensures complete combustion of fuel and allows engine to be operated at lean ranges. Lean burn operation comparatively maintains NOx, CO and HC emissions at a very low level. In the present work oxyhydrogen (HHO) gas is produced in leak proof plexiglass reactor by electrolysis of water using potassium hydroxide as electrolyte. The HHO gas generator is attached to a spark ignition engine, currently operating on the road without any modifications of the engine. The HHO gas produced is then added to the air which is being drawn into the engine. Experiments were conducted on a 4-stroke single cylinder natural air cooled spark ignition engine to determine total fuel consumption, specific fuel consumption, air fuel ratio, brake power and brake thermal efficiency and emissions CO, CO2, O2, NOx, HC at different loads with and without addition of HHO gas to gasoline for lower speeds ranging from 700 rpm to 1500 rpm. Also mileage tests were conducted to find the speed at which the fuel consumption is optimum.

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“…For context, Sendilvelan and Sundarraj studied diesel engine performance and emission when a modified LPG Diesel dual fuel engine with diesel as primary fuel and liquefied petroleum gas as secondary fuel by providing a venturi at the inlet manifold for better performance at all loading conditions. [3]. Another important point which influence the combustion and emission characteristics of diesel engine is Spray characteristics.…”

Section: Introductionmentioning

confidence: 99%

Optimization of oxyhydrogen gas flow rate as a supplementary fuel in compression ignition combustion enginess

Sakhrieh¹,

Al-Hares²,

Faqes³

et al. 2017

IJHT

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In this study, Oxyhydrogen (HHO) gas produced by electrolysis process using Potassium hydroxide (KOH) was introduced as a supplementary fuel into a four-cylinder, four -stroke Compression Ignition (CI) engine. In the first part, the throttle of the engine is held to its full, half and quarter position. The field voltage (brake load) is varied to obtain different engine speeds. In the second part, the field voltage of the electric dynamometer is held constant while the throttle of the engine is varied. Power, torque, Brake Specific Fuel Combustion (BSFC) and efficiency improvements depend on the HHO gas flow rate supplied to the engine and can be enhanced by 14.2, 4.8, 10.6 and 8.8 percent, respectively. A curve that relates engine speed with the optimum HHO gas flow rate was plotted to maximize the enhancement of the engine performance. Optimum HHO gas flow rate depends on the engine speed; being 1.4 L/min at low speeds, and increases with speed increase to reach 2.1 L/min at intermediate speeds, while at high speeds, to maximize the enhancement of power and torque, it is recommended to mix diesel with HHO flow rate of 3.0 L/min.

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Performance and Emission Study on a Dual Fuel Engine with Modified Gas Inlet

Cited by 5 publications

References 13 publications

Effects of Partial Rcci Application of LPG on Performance, Combustion and Exhaust Emissions in a Diesel Engine Powered Generator

Effects of Partial Rcci Application of LPG on Performance, Combustion and Exhaust Emissions in a Diesel Engine Powered Generator

Emissions control and performance evaluation of spark ignition engine with oxy-hydrogen blending

Optimization of oxyhydrogen gas flow rate as a supplementary fuel in compression ignition combustion enginess

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