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Research Papers: Energy From Biomass

Effect of Intake Charge Preheating and Equivalence Ratio in a Dual Fuel Diesel Engine Run on Biogas and Ethanol-Blended Diesel

[+] Author and Article Information
Achinta Sarkar

Department of Mechanical Engineering,
Indian Institute of Technology Guwahati,
Guwahati 781039, India
e-mail: achinta.sarkar1@gmail.com

Ujjwal K. Saha

Professor
Department of Mechanical Engineering,
Indian Institute of Technology Guwahati,
Guwahati 781039, India
e-mail: saha@iitg.ernet.in

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received July 1, 2017; final manuscript received November 15, 2017; published online December 22, 2017. Assoc. Editor: Stephen A. Ciatti.

J. Energy Resour. Technol 140(4), 041802 (Dec 22, 2017) (13 pages) Paper No: JERT-17-1319; doi: 10.1115/1.4038624 History: Received July 01, 2017; Revised November 15, 2017

Dual fuel diesel (DFD) engines have been gaining popularity due to the flexibility of using both bio and fossil liquid and gaseous fuels. Further, the efficient combustion in DFD mode with bio liquid and gaseous fuel can greatly reduce the greenhouse gas emissions as well as the dependency on fossil diesel. In recent times, a host of investigation has been done in normal dual fuel diesel (nDFD) mode with pure diesel and biogas. However, the engines with ethanol blended with diesel and intake charge (biogas–air mixture) with preheating have not been studied. In the present study, 5% ethanol blended with diesel (E5) and biogas with preheating are used in dual fuel engine (DFD-E5) to find their performance and emission characteristics. In order to have a direct comparison of performances, an engine with pure diesel (E0) and biogas with preheating is also tested in dual fuel mode (DFD-E0). In all the cases, the effect of total equivalence ratio on engine overall performance has also been investigated. In DFD-E5 mode, and at the maximum torque of 21.78 N·m, the brake thermal efficiency (BTE) increases by 2.98% as compared to nDFD mode. At the same torque, there is no trace of carbon monoxide (CO), whereas there is a reduction of hydrocarbon (HC) emission by 62.22% with respect to pure diesel (PD) mode. The nitrogen of oxides (NOx) is found to decrease in DFD modes in contrast to PD mode.

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Figures

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Fig. 1

Experimental roadmap

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Fig. 2

Experimental setup. Control panel (1-8): 1—loading unit, 2—rpm indicator, 3—load indicator, 4—voltmeter, 5—manometer, 6—fuel flow meter, 7—engine starter, 8—fuel clock; 9-10—PC; 11—rotameter; 12—dynamometer; 13—encoder; 14—load cell; 15—engine; 16—pilot fuel line; 17-18—pressure transducer; 19—CR adjustor; 20—IT adjustor; 21—exhaust gas analyzer; 22—online emission monitoring; 23—biogas flowmeter; 24—biogas balloon; 25—biogas flow control valve; 26—cross flow heat exchanger; 27—air-biogas mixture passage; 28-29—manometer; 30—DAS. T1-T10 are K-type thermocouple.

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Fig. 3

Variations of diesel replacement, BFR, BTE, biogas energy share, CO and HC with different Φtotal (torque: 4.36 N·m)

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Fig. 4

Variations of diesel replacement, BFR, BTE, biogas energy share, CO and HC with different Φtotal (torque: 8.72 N·m)

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Fig. 5

Variations of diesel replacement, BFR, BTE, biogas energy share, CO and HC with different Φtotal (torque: 13.06 N·m)

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Fig. 6

Variations of diesel replacement, BFR, BTE, biogas energy share, CO and HC with different Φtotal (torque: 17.42 N·m)

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Fig. 7

Variations of diesel replacement, BFR, BTE, biogas energy share, CO and HC with different Φtotal (torque: 21.78 N·m)

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Fig. 8

Variations of Φtotal/premixed with imposed torque on engine

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Fig. 11

Variations of BSEC with engine torque

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Fig. 12

Characteristics BTE with engine torque

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Fig. 13

Variations of VE with applied torque on engine

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Fig. 14

Variations of CO, HC, and NOx emissions with imposed torque on engine

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Fig. 9

Variations of BFR as a function of torque

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Fig. 10

Biogas and liquid fuel energy share with engine torque

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