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ABSTRACT The present paper reports the experimental and modeling studies of a 4-cylinder, 4-stroke, direct
injection diesel engine. Study is carried out for two modes of operations one with straight diesel fueling and
another in dual-fuel mode using natural gas and biogas of two compositions with a fixed amount of pilot diesel
injection for the ignition of the charge. Both experiments and simulations are carried out for different engine
speeds at different loading conditions. The results obtained from the simulations are in reasonable agreement
with the experimental results; however, neglect of detailed combustion in the model resulted in higher rated
power estimate of the engine. Lower cylinder gas pressure and higher bulk gas temperatures are obtained in case
of fueling by natural gas, and these quantities decrease with increase in the carbon dioxide content of biogas.
Keywords: Diesel engine, Alternative fuels, Heat release, Natural gas, Biogas.
50
generated from the compression of the air inside the engine
cylinder is not sufficient for the ignition of the charge [6].
40 A schematic diagram of the engine setup is shown in Fig. 4.
30 All measuring instruments are calibrated using relevant
standard procedures. Experimental procedures reported in
20
[7] are used as general guideline for experimentation.
10 British Standard BS-5514, equivalent to ISO Standard 3046
0 and SAE Standard J1349 [8], has been used for de-rating
Gasoline Diesel Methane BG30 BG50 the engine brake power and fuel consumption rates. Details
of the experimental procedure are described in [9].
An engine model, with similar configuration to the
Fig. 1. Heating values of diesel, gasoline, methane and experimental engine, is also simulated using commercial
biogas of two compositions. engine simulation software GT-Power [10]. A schematic
diagram of the important components of the model is shown
in Fig. 5. In the present modeling, direct injection Weibe
3.0 combustion model is used to impose the combustion rates
using a three term Weibe function as outlined in [10], and
SE (MJ/Kg of Charge)
2.5
the superposition of three functions make it possible to
model pre-ignition and larger tail present in the typical
diesel engine heat release profile [11]. Chen-Flynn friction
2.0 model [12] is used to calculate engine friction and Woschni
heat transfer correlation [13] is used to estimate the heat
1.5 Gasoline Diesel Methane
transfer from the cylinder, while Colburn analogy [14] is
BG30 BG50 used to predict convective heat transfer coefficient in ducts
1.0
and pipes forming the intake and exhaust manifolds.
0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 Various parameters required in the modeling are selected as
per guidelines presented in [10]. In all cases of the
modeling, ambient air is assumed to be at BS-5514 standard
condition (0.1 MPa pressure, 300 K temperature and 60%
Fig. 2. Specific energy of fuel-air premixtures.
relative humidity) and modeling is carried out for the same
conditions as those of the experiments. Details of the model
and the simulations are reported in [15].
4.0
3.0
Shown in Figs. 6 and 7 are the cylinder gas pressures
2.5 and bulk gas temperatures, respectively, of the diesel engine
3
2.0
generating approximately same amount of output power
when it is fueled by diesel, natural gas and biogas of two
1.5 Gasoline Diesel Methane compositions. It is seen that, peak cylinder gas pressure,
B30 B50
Pmax, is the highest for diesel fuel that is followed by natural
1.0
0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 gas, BG30 and BG50. However, in case of bulk gas
temperatures, natural gas produced the highest peak
temperature and the diesel operations produced the lowest
one. In cases of both temperatures and pressures, biogas
Fig. 3. Energy density of fuel-air premixtures. produced lower values than the corresponding natural gas
values and the deviations increase with increase in carbon
dioxide content of biogas. The lower pressure and higher
3. EXPERIMENTAL SETUP AND ENGINE MODEL temperatures generated in case of natural gas operations are
in line with the experimental observations made in the
Experiments are carried out in a 4-stroke, 4-cylinder present study [9]. Shown in Fig. 8 are the indicator
direct injection diesel engine, specification of which is diagrams for the same conditions as shown in Figs. 6 and 7.
presented in Appendix-I. Diesel has been feed to the It is seen that, indicator diagrams are very close to each
injector pump under gravity, and gaseous fuels are supplied other because of the fact that similar amount of heat
to the intake manifold of the engine by fumigation method. addition with different fuels produced similar amount of
In case of fueled by gaseous fuels, a fixed amount of diesel brake power, and thereby estimated brake thermal
(2kg/hr) is injected directly into the engine cylinder as a efficiencies are also close to each other.
pilot fuel to ignite the charge and the engine loads are
Fig. 4. Experimental setup showing the major instrumentation.
7 1600
Bulk Gas Temperature (K)
Fig. 6. Cylinder gas pressures for similar output power for Fig. 7. Cylinder gas temperatures for similar output power
different fuels used, engine speed is 2250 rpm. for different fuels used, engine speed is 2250 rpm.
be misleading in indicating engine performance. Therefore,
brake thermal efficiency is employed in the analyses of
8
Fuel Qin Pb b Pmax engine performance when the engine is fueled by
Cylinder Gas Pressure (MPa)
(kW) (kW) (%) (MPa) alternative fuels such as natural gas and biogas. In the
6 Diesel 48.3 17.7 36.6 7.2
present analysis, brake mean effective pressure, bmep, is
NG 50.3 18.2 36.1 7.0
BG30 50.3 17.9 35.9 6.9 used instead of brake power, Pb. The bmep removes the
4 BG50 50.3 17.4 35.7 6.8 effect of the engine size, and this quantity is roughly
comparable even in very different engines, as different
2
engines burn the same fuel, necessarily under
approximately the same conditions and hence generate
similar pressures, and the differences is bmep are known to
0 represent genuine engine design differences and are not
0.0 0.1 0.2 0.3 0.4
irrelevant differences such as size [16]. For spark ignition
Displacement Volume (litre)
engines, maximum values of bmeps are in the range of
0.85 to 1.05 MPa at the engine speed where maximum
Fig. 8. Indicator diagrams for different fuels used. torque is obtained and at the maximum rated power, bmep
values are 10 to 15% lower. For naturally aspirated diesel
engines, the bmep is in the 0.7 to 0.9 MPa range, with the
Shown in Fig. 9 are the variations of brake specific bmep at the maximum rated power of about 0.7 MPa [11].
fuel consumption, bsfc, with brake power, Pb, at different
test conditions when the engine is fueled by diesel only. It
is seen that bsfc is high at part loading and its value
decreases with increase in the brake power until the brake 300
power reaches the rated value where the bsfc is minimum 290
and any further increase in brake power results in higher
280
bsfc. The values of bsfc for the slower engine operation N (rpm) Vp (m/s)
bsfc (g/kW-hr)
shows lower values at part load condition, and the situation 270 2100 5.74
is found to be reversed at overload condition. It is also 260 2200 6.01
2250 6.15
observed that the rated power increases with engine speed, 250
2300 6.29
within the speed range considered in the present study. 240
This behavior of bsfc vs brake power can be explained by 230
considering the different components involved in frictional
220
losses: a significant fraction of total frictional loss is 5 10 15 20 25
directly related to the engine speed, a fraction of the total is Pb (kW)
directly related to the peak engine cylinder pressure while a
fraction of the total loss remains essentially constant [15].
At low load conditions, the effect of engine cylinder Fig. 9. Brake specific fuel consumption of diesel for
pressure is not significant, rather the frictional losses are different engine speeds.
dictated by the energy consumed in moving the shafts,
valves and pumps, and these losses increase with speed.
Therefore, at low load conditions, bsfc is low for low speed Figure 10 shows the brake thermal efficiency plotted
operations. However, at higher load, the effect of peak as a function of bmep for straight diesel operation. Brake
cylinder pressure becomes more significant and peak thermal efficiencies, as shown in Figs. 11-13, have trend
engine pressure for slower engine operations are higher for similar to the diesel fueling as shown in Fig. 10, when the
the same power generation and hence higher frictional diesel is substituted partially by natural gas, BG30 and
losses. Moreover, at higher engine speed less heat is lost BG50. Both the experimental and modeled results are
through the cooling system. Therefore, at high-speed plotted in these figures. It is seen that, in case of pure
operations, values of bsfc's are lower for rated power diesel operation as shown in Fig. 10, the experimental
conditions. However, beyond the rated power, supply of air values of the brake thermal efficiency increases with
is not sufficient to ensure complete burning because of the increase in bmep until it reaches its maximum value at the
heterogeneous mixture of air and fuel, and in case of overall rated brake power of the engine corresponding to that
stoichiometric mixture some portion of the charge starve speed. Beyond the rated power, brake thermal efficiency is
from oxygen to complete the combustion. Therefore, at reduced because of the decrease of combustion efficiency
rated load, average mixture is always lean and beyond the resulting from the shortage of oxygen required to burn the
rated load conditions, combustion is not completed and fuel completely. In case of natural gas fueling, as shown in
some of the energy input is lost in the form of incomplete Fig. 11, the efficiency continues to increase even beyond
combustion products and results in higher values of bsfc's. the rated power for the diesel operation. It is because of the
Brake specific fuel consumption, bsfc, is also a increased combustion efficiency resulted from the
measure of engine overall efficiency, generally expressed combustion of premixed natural gas which is inducted into
the intake manifold by fumigation method. It is possible to
as brake thermal efficiency, b, and theses quantifies are
significantly overload the engine when fueled by natural
inversely related, so that the lower the bsfc, the higher the
gas, however with a potential to damaged engine caused by
efficiency of the engine. However, for different fuels
overheating. Engine efficiency is slightly reduced in case
having different heating values, the values of bsfc's might
of biogas fueling, as shown in Figs. 12 and 13. Moreover,
the modeled results show the reduction of power for higher 40
carbon dioxide in biogas which is due to the presence of 38
carbon dioxide that does not supply any energy but absorbs 36
some heat when exhausted in the form of raised 34
temperature. 32
b (%)
In the results plotted in Fig. 10-13, it is seen that the 30 N (rpm) Model Expt.
28 2100
modeled values are within 2-3% of the experimental results
26 2200
up to the rated engine power and the modeling predicts 2250
24
higher thermal efficiency in all cases considered. 22 2300
Moreover, in case of straight diesel fueling the modeling 20
also failed to show any noticeable decrease in thermal 0.2 0.4 0.6 0.8 1.0
efficiency beyond the rated power because of its limitation bmep (MPa)
to model real combustion that causes the efficiency to be
reduced beyond the rated power because of the Fig. 12. Brake thermal efficiencies for different engine
heterogeneous nature of the charge. However, for gaseous speeds when the engine is fueled by biogas BG30 and pilot
fuel operations as shown in Figs. 11-13, slight reduction in diesel fuel.
thermal efficiencies beyond some higher rated powers can
be anticipated. Practically negligible engine speed effect is
observed in the results shown in Figs. 10-13, where brake
thermal efficiencies are plotted as a function of brake mean
40
effective pressure. Hence, these plots emphasize the 38
importance of the uses of bmep rather than brake power in 36
engine data representation which provide a more useful 34
basis for extending the results for engines of different sizes 32
b (%)
and speeds. 30
N (rpm) Model Expt.
28
2100
26
2200
40 24 2250
38 22 2300
36 20
0.2 0.4 0.6 0.8 1.0
34
32 bmep (MPa)
b (%)
30
N (rpm) Model Expt.
28 Fig. 13. Brake thermal efficiencies for different engine
2100
26 speeds when the engine is fueled by biogas BG50 and pilot
2200
24
2250 diesel fuel.
22 2300
20
0.2 0.4 0.6 0.8 1.0
bmep (MPa)
5. CONCLUSIONS
Fig. 10. Brake thermal efficiencies for different engine
speeds when the engine is fueled by straight diesel. Major conclusions of the present study are:
1. Diesel fuel can be partially substituted by natural gas
and biogas in diesel engines. The conversion to dual-
fuel mode by fumigation method demands only simple
40
modification of the engine intake system. However,
38 pilot diesel injection is required to ignite the charge as
36 methane has higher auto-ignition temperature than that
34 of diesel.
32 2. With modest efforts, it is possible to use GT-Power
b (%)
30 N (rpm) Model Expt. code to model diesel engines with gaseous alternative
28 2100 fuels such as natural gas and biogas. Results thus
26 2200 obtained are also in reasonable agreement with the
24 2250
experimental results.
22 2300
3. Modeling and simulation using GT-Power provide
20
0.2 0.4 0.6 0.8 1.0 valuable insight into the complex inter-relationship
characterizing diesel engine operations. Once the
bmep (MPa)
model is verified against the experimental results, it
can be used to study the effects of various engine
Fig. 11. Brake thermal efficiencies for different engine operating parameters for optimum engine performance.
speeds when the engine is fueled by natural gas and pilot 4. Modeling with the neglect of details of combustion
diesel fuel. processes results in higher rated capacity estimate of
the diesel engine for the fuels considered in the present Engine with Biogas/Diesel Dual Fueling for Optimized
study. Performance, M.Sc. thesis (2003), Bangladesh
5. Lower cylinder gas pressure and higher bulk gas University of Engineering and Technology.
temperature are generated in case of Diesel engine 16. Lumley, J. L., Engines An Introduction, (1999),
fueled by primarily natural gas. These quantities Cambridge University Press.
decrease with increase in carbon dioxide content of the
biogas.
8. APPENDIX-I