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Mechanical Department, Malla Reddy College of engineering, affiliated to JNTUH, Hyderabad, India,
Aeronautical Department, Malla Reddy College of engineering, affiliated to JNTUH, Hyderabad, India,
---------------------------------------------------------ABSTRACT-------------------------------------------------With non-renewable fossil fuel reserves being depleted and in the recent times, there are issues related to their
GHG emissions such as, carbon dioxide (CO2), methane (CH4), and carbon monoxide (CO), it has become
necessity to look forward the use of renewable or inexhaustible fuels to trim down the burden on our nonrenewable fuels and for resolving the problem of emissions. Biomass, as a renewable energy source, can either
be used directly or converted into other energy products such as biogas. Biogas, a mixture of methane and
carbon dioxide with traces of carbon monoxide, hydrogen sulphite, nascent nitrogen and oxygen, is produced
from organic wastes in biogas plants under anaerobic conditions is used for power generation. For power
generation we need engines. Engines may be of diesel and petrol.Diesel engines contribute an important part of
the worlds transportation and industrial infrastructure, especially in heavy-duty equipment such as trucks,
buses, construction and farm equipments, locomotives, ships etc. However, Biogas does not undergo combustion
in compression ignition (CI) engine when used alone due to their low cetane numbers and high auto-ignition
temperatures. Hence, the CI engine of the dual fuel approach plays a significant role in the efficient utilization
of a wide range of gaseous fuels. During a dual fuel operation, a carbureted air-gas mixture is sucked and
compressed like in a conventional diesel engine. The compressed air-gas mixture is fired by a small liquid fuel
injection, pilot, which ignites spontaneously at the end of compression process. A diesel engine can be converted
easily to a dual function engine with minimum modification with biogas as main fuel and diesel used as pilot
fuel contributing 10-20% of total fuel consumption.
The main idea of this work is to carry out energy and exergy analysis of the biogas run dual fuelled diesel
engine. The study of this analysis is done by coupling 1st law and 2nd law of thermodynamics. This gives a clear
picture on fuel consumption, brake thermal efficiency, exergy efficiency and different availabilities with the
varying load and compared to the corresponding diesel values.
--------------------------------------------------------------------------------------------------------------------------------------Date of Submission: 21 April 2014
Date of Publication: 10 May 2014
---------------------------------------------------------------------------------------------------------------------------------------
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Abstract
Contents
Nomenclature
List of figures
List of tables
Introduction
1.1 Energy
1.2 Exergy
1.3 Energy and Exergy in Engines
1.4 Engines
1.5 Heat Engines
1.6 Types of fuels used in Engines
1.7 Important Qualities of Engine Fuels
1.8 Reason for Alternate fuels
1.9 Possible Alternatives
1.10 Biogas in SI engines and CI engines
1.11 Properties of Biogas:
1.12 Dual Fuel technology
Experimental set-up and experimental procedures
2.1 Experimental set-up
2.2 Measurements
2.3 Experimental procedures
Experimental Observations
Thermodynamic analysis
4.1 Energy Analysis
4.2 Exergy Analysis
Results and Discussions
5.1 Performance Parameters
5.2 Availability analysis
Conclusions
References
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8-10
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10-17
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11
11-12
12-13
13-14
14
14-15
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16-17
17-19
17
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20-21
20
20-21
21-25
21-23
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NOMENCLATURE
Abbreviations
GHG
Greenhouse gases
BDC
BTDC
BSEC
BP
Cc
Cubic centimeter
CH4
Methane
CI
Compression ignition
CNG
CO2
carbon dioxide
CO
Carbon monoxide
H2s
Hydrogen Sulfide
CR
Compression ratio
LHV
IC
Internal Combustion
EC
External combustion
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Spark Ignition
ICE
DFT
IDI
Indirect injection
IP
Indicated Power(kW)
IT
Injection Timing
Joule
Kelvin
Kw
Kilo watts
Kj
Kilo Joules
Mm
Milli meter
Min
Minutes
Newton
NOx
Oxides of nitrogen(ppm)
Rpm
Seconds
Notations
Qin
Input energy(kW)
Pshaft
Shaft energy(kW)
Qcw
Qeg
Qun
Uncounted losses(kW)
Md
Mpd
Meg
Ma
Mg
Mwe
Mass flow rate of the cooling water passing through the engine jacket in
Kg/sec
Mwc
Mass flow rate of of the cooling water passing through the calorimeter in
Kg/sec
T1
T2
T3
T4
T5
T6
To
Ambient Temperature(K)
LHVd
LHVg
LHVw
Reg
th
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Cooling water
Diesel
Pd
Biogas
Eg
Exhaust gas
In
Input
Water
LIST OF FIGURES
Figure No.
1.1
2.1
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
Caption
Schematic Diagram of Dual Fuel Diesel Engine
The experimental set-up
Variation of shaft power and torque with load
Variation of brake thermal efficiency with load
Variation of brake specific energy consumption with load
Variation of exhaust gas temperature with load
Availability distribution with fuel input as function of load(Diesel mode)
Availability distribution with fuel input as function of load(Biogas-Diesel mode)
Destroyed availability distribution at different engine load
Chemical Fuel Exergy versus load
Exergy efficiency versus Load
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LIST OF TABLES
Table no.
1.1
2.1
3.1
3.2
Caption
ChemicalComposition of Biogas
Specification of the engine
Energy analysis of diesel and biogas dual mode of operations at various loads
Exergy analysis of diesel and biogas dual mode of operations at various loads
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Chapter No: 1
I.
INTRODUCTION
1.1 Energy:
Energy is defined based on empirical knowledge as a physical quantity as a state of thermodynamics.
Energy is ubiquitous in life and we seldom even think about it. In simple words, energy is present in various
forms such as electrical, mechanical, chemical magnetic energy etc. In the words of Richard Feynman, "It is
important to realize that in physics today, we have no knowledge what energy is. We do not have a picture that
energy comes in little blobs of a definite amount." [1]. The distinctive feature of mankind civilization today, one
that makes it different from all others is the wide use of mechanical power. At one time the primary source of
power for the work of peace or war was chiefly mans muscle. Later animals are trained to help and later wind
and running stream were harnessed. But the greatest revolution took when man learned the energy conversion
from one form to another. The machine which does the job of energy conversion is Engine.
1.2 Exergy:
Exergy is defined as the maximum theoretical useful work obtained as a system interacts with an equilibrium state.
Exergy is generally not conserved as energy but destroyed in the system.
It is an extensive property of the system and depends on both the state of the system and on the properties of the
environment. The state of the environment is referred to as the dead state, defined by the environmental temperature,
pressure and composition. In availability analysis of thermal systems, it is customary to divide the availability content of a
system into two parts:
(i) The thermo-mechanical availability: It refers to the maximum useful mechanical work extractable as the system comes
into thermal and mechanical equilibrium with the surrounding atmosphere. The mass of the system is not permitted to pass
or chemically react with the environment. The thermal and mechanical equilibrium are achieved when both the temperature
and pressure of the system are equal to that of the environment. This specific state of the system is called the restricted d ead
state [2].
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Components
Household
waste
Wastewater
treatment
plants sludge
Agricultural
wastes
Waste of
Agrifood
industry
CH4 (% vol)
50-60
60-75
60-75
68
CO2 (% vol)
38-34
33-19
33-19
26
N2 (% vol)
5-0
1-0
1-0
O2 (% vol)
1-0
< 0.5
< 0.5
H2O (% vol) at 40 C
Total (% vol)
100
100
100
100
H2S (mg/m3)
100 900
1000 4000
3000 10000
400
50 100
Aromatic (mg/m )
0 200
Organochlorinated (mg/m3)
100-800
NH3 (mg/m )
3
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Specifications
Engine type
DI
General details
Stroke
4-sroke
Cylinder diameter
87.5mm
234mm
Orifice diameter
20mm
Compression ratio
17.5
Rated output
3.5kw at 1500rpm
185mm
23 degrees BTDC
.
2.2 Measurements:
(1) A piezoelectric pressure transducer is mounted flush with the cylinder head surface to measure the cylinder
pressure. These signals are interfaced with computer through engine indicator for pressure-crank angle (P ),
pressure-volume (P - V) plots and engine indicated power.
(2) The air flow to the engine is monitored by passing the intake air through an air box with orifice meter and a
U tube manometer. The engine loading is done by an eddy current dynamometer.
(3) The specific heat of the exhaust gases can be determined by installing a calorimeter of counter flow pipe-in
pipe heat exchanger.
(4) Six thermocouples (K-type) are fitted at relevant positions for the measurement of temperatures at the
required positions.
(5) Flue gas analyzer for the measurement of emissions like CO2, NO2, NOx, CH4etc
(6) Rota-meter for the measurement of flow of water to engine and calorimeter.
The gas installation circuits assisting with various measuring instruments are added to the base diesel engine for
the dual fuel operations. The necessary equipments are designed, fabricated and also modified.
2.3 Experimental Procedures:
First, engine was warmed up and run for few minutes at 1500 rpm under no-load condition to reach
stable operating conditions. The water flow was adjusted to 300 and 100 liters per hour for the engine cooling
and calorimeter respectively. Then, as per experimental design a load level was set for engine operation. Once
the engine reaches the steady-state condition, the engine was ready to present the baseline results.
For this, the following data were recorded manually:
1) Engine jacket water (in/out), calorimeter water (in/out) and exhaust gas temperature,
2) The difference in liquid level in the manometer for air flow, and
3) Volume of diesel fuel consumption by the engine in one minute.
After setting the above inputs manually to the computer software program, the data were converted to
engineering units and were updated and displayed on a monitor at every second. The crank angle measurement
was sensed by an optical sensor and then was acquired on a PC at time interval of two-degree CA. The engine
peak cylinder pressure and P diagram were recorded for each tested load. The load was varied in steps by
means of the eddy-current dynamometer with the help of a manually controlled knob with a digital load
indicator provided in the engine controller. This experimental measurement procedure was repeated for 0%,
20%, 40%, 60%, 80% and 100% engine loading. The load variations on the engine were conducted at 1500 50
rpm.
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Load (%)
20
40
60
80
100
Qin
Fuel type
Qcooling
Wshaft
Quncounted
Qexhaust
kW
kW
kW
kW
kW
Diesel
5.32
100
0.09
1.71
2.33
43.77
1.32
24.86
1.57
29.64
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
9.31
6.49
9.02
7.85
11.33
9.22
11.73
10.56
12.49
12.03
13.66
100
100
100
100
100
100
100
100
100
100
100
0.10
0.71
0.55
1.45
1.50
2.11
2.01
2.75
2.73
3.44
3.29
1.082
11.03
6.14
18.46
13.27
22.90
17.18
26.11
21.87
28.63
24.10
2.50
2.44
2.65
2.74
2.92
2.99
3.006
3.26
3.22
3.56
3.56
26.86
37.61
29.41
34.96
25.78
32.47
25.61
30.89
25.84
29.60
26.11
1.65
1.42
1.88
1.705
2.17
2.045
2.84
2.50
2.96
2.98
3.004
17.72
22.01
20.85
21.71
19.16
22.18
24.24
23.67
23.72
24.80
21.98
5.06
1.90
3.93
1.95
4.73
2.06
3.86
2.04
3.56
2.04
3.797
54.32
29.33
43.58
24.85
41.77
22.43
32.96
19.31
28.55
16.961
27.79
Table 3.2 Exergy analysis of diesel and biogas dual mode of operations at various loads
Load
(%)
Ain
Ashaft
Acooling
Aexhaust
Adestroyed
Fuel
type
0
20
40
60
80
100
Diesel
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
Diesel
Dual
kW
5.50
9.19
6.71
8.84
8.12
11.09
9.53
11.46
10.91
12.20
12.43
13.19
100
100
100
100
100
100
100
100
100
100
100
100
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0.09
0.100
0.71
0.55
1.45
1.50
2.11
2.01
2.75
2.73
3.44
3.29
1.66
1.09
10.67
6.27
17.86
13.56
22.15
17.58
25.26
22.38
27.69
24.96
kW
kW
1.09
0.06
0.070 0.769
0.064840.966
0.077 0.877
0.07
0.95
0.089 0.808
0.08
0.92
0.094 0.825
0.10
0.91
0.105 0.865
0.115
0.92
0.123
0.93
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kW
0.35
0.10
0.40
0.17
0.49
0.35
0.61
0.52
0.7
0.66
0.98
0.82
6.48
1.12
6.01
1.92
6.09
3.23
6.42
4.61
7.09
5.41
7.95
6.23
kW
5.0007
8.91
5.52
8.04
6.09
9.14
6.719
8.82
7.28
8.70
7.88
8.95
Exergy
Efficiency
90.75
97.00
82.34
90.92
75.08
82.39
70.49
76.97
66.72
71.33
63.42
67.86
9.24
2.99
17.65
9.076
24.91
17.60
29.50
23.02
33.27
28.66
36.57
32.13
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Figure 5.5 Availability distribution with fuel input as function of load(Diesel mode)
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Figure 5.6 Availability distribution with fuel input as function of load(Biogas-Diesel mode)
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[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
[18]
[19]
[20]
[21]
[22]
[23]
[24]
[25]
[26]
[27]
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