Science Talks 5 (2023) 100123

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journal homepage: www.elsevier.es/sctalk

Experimental analysis of combustion performance and emission

characteristics of premixed charged compression ignition engine
using low carbon fuel blends
⁎
Mekala Manikanta a, , D.R. Srinivasan b
a
Advanced IC Engines, Dept of Mechanical Engineering, JNTUA College of Enginnering, Ananthapuramu, A.P, India
b
Dept of Mechanical Engineering, JNTUA College of Enginnering, Ananthapuramu, A.P, India

A R T I C L E I N F O A B S T R A C T

Keywords: Due to environmental changes across the global, there is urgent need to take care of pollutions. 15–20% of air pollution
PCCI engine is caused by automobiles, the reason behind the pollution is incomplete combustion, lack of oxygen in fuel and etc.
Methanol There are so many methods are developed to make good combustion inside the cylinder there are adding fuel addi-
Nitromethane tives, using biodiesels, changing fuel injection timing and pressures. Present many researchers are adding Nano addi-
Low carbon fuels
tives to the biodiesels, Nano additives are harmful to the plants (Topinka et al., 2004). Here we using nitromethane and
Nox emissions
Brake thermal efficiency
methanol as a fuel additive to diesel make good combustion inside the cylinder. Here we are using diesel and D90-
M7.5-N.M2.5 (diesel 95%, nitromethane 5%, methanol 7.5%) constant blend on diesel engines with different injec-
tions timings (23,25,27,210 CA bTDC (before Top Dead Center)) at injection pressure 230 bar from loading conditions
0 to full loading conditions each time increased 25% of load. When compared to a diesel engine, the 210 CA bTDC at
full load conditions, injection timing improved the engine's performance in terms of brake thermal efficiency by
1.88%, brake specific fuel consumption by 3.33%, and emissions, with a nearly 37% reduction in NOx without adding
Exhaust Gas Recirculation (EGR) and also 11.5% reduction in opacity.

Video and presentation to this article can be found online at https://

doi.org/10.1016/j.sctalk.2022.100123.

Figures and tables

Table 1
Nomenclature.
CA bTDC Crank Angle before Top Dead Center M7.5 Methanol 7.5%

D90 Diesel 90% HRR Heat Release Rate(J/0CA)

NM2.5 Nitromethane 2.5% BP Brake Power(kW)

⁎ Corresponding author.
E-mail addresses: [email protected] (M. Manikanta), [email protected] (D.R. Srinivasan).

http://dx.doi.org/10.1016/j.sctalk.2022.100123
Received 6 December 2022; Received in revised form 16 December 2022; Accepted 16 December 2022
2772-5693/© 2022 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY license (http://creativecommons.org/licenses/by/4.0/).
M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123

Table 2
Fuel properties.
Blend Diesel D-NM2.5-M7.5

% Diesel 100 90
% Nitromethane 0 2.5
% Methanol 0 7.5
at 40 °C, kinematic viscosity 2.5 2.25
flash point (c°) 52 30
fire point (c°) 176 52
(kg/m3) Density 830 832
Calorific value in kilograms (kJ/kg) 42,500 41,863

Fig. 1. blend at beginning.

Fig. 2. blend after 4 days.

Fig. 3. (a) Schematic representation of engine test rig. (b) overall view of the experimental setup.

2
M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123
80
78

76

In-cylinder pressure(bar)
74 Diesel
72
80 70 210CA bTDC
75 68

66 230CA bTDC
70 64
250CA bTDC
62

In-cylinder pressure(bar)
65 60

58
270CA bTDC
60 -2 0 2 4 6 8 10 12 14

Cylinder volume (Cm3)

55
50
45
40
35
30
25
20
15
10
5
-5 0 5 10 15 20 25 30 35 40 45 50 55 60

Cylinder volume (Cm3)

Fig. 4. Graph of in cylinder pressure vs cylindrical volume.

Diesel
50 210CA bTDC
45 230CA bTDC
40 250CA bTDC
270CA bTDC
35
48

30
Net HRR J/0CA

46

44
4
Net HRR J/0CA

42

25 2
40
Net HRR J/0CA

0 38

20 -2 36

34
-4
32
15 -6
-10 -5 0 5 10
Crank angle (Deg)
-8

10 -30 -25 -20 -15 -10 -5 0 5 10

Crank Angle (Deg)

5
0
-5
-10

-50 0 50
Crank Angle (Deg)

Fig. 5. Graph between Crank Angle Vs HRR.

85 Diesel
80 210CA bTDC
75 230CA bTDC
70
250CA bTDC
In-clinder pressure(bar)

65
60 270CA bTDC
55 80
78

50 76
In-cylinder pressure(bar)

74

45 50

48
72
70
In-cylinder pressure(bar)

40 46

44

42
68
66
64
35
40

38
62
36

60
30
34

32
58
-10 0 10

25 Crank Angle (Deg)

0 10
Crank Angle (Deg)
20 30 40

20
15
10
5
0
-50 0 50 100
Crank Angle (Deg)

Fig. 6. Graph between Crank Angle Vs Cylinder Pressure.

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M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123

35
Diesel
230CA bTDC
30
250CA bTDC

Brake thermal efficiency(%)

25
270CA bTDC
210CA bTDC
20

15

10

-5
0 2 4 6
Brake Power (kW)

Fig. 7. Graph between brake thermal efficiency VS BP.

0.50

Diesel
0.45
230CA bTDC
BSFC (kg/kW-hr)

250CA bTDC
0.40 270CA bTDC
210CA bTDC

0.35

0.30

0.25
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Brake Power (kW)

Fig. 8. Graph between BSFC vs BP.

Diesel
230CA bTDC
250CA bTDC
60
270CA bTDC
210CA bTDC
Hydro Carbon(ppm)

40

20

0
0 1 2 3 4 5
Brake Power (kW)

Fig. 9. Graph between HC vs BP (0%, 25%, 50%, 75%, and 100% loading conditions).
M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123

Diesel
0.15 230CA bTDC
250CA bTDC

Carbon monoxide( % vol)

270CA bTDC
210CA bTDC
0.10

0.05

0.00
0 1 2 3 4 5
Brake Power (kW)

Fig. 10. Graph between CO vs BP (0%, 25%, 50%, 75%, and 100% loading conditions).

2000
Diesel
230CA bTDC
250CA bTDC
1500
Nitrogen Oxides(ppm)

270CA bTDC
210CA bTDC

1000

500

0
0 1 2 3 4 5
Brake Power (kW)

Fig. 11. Graph between NOX vs BP (0%, 25%, 50%, 75%, and 100% loading conditions).

80
Diesel
230CA bTDC
250CA bTDC
60
270CA bTDC
210CA bTDC
Opacity(%)

40

20

0
0 1 2 3 4 5
Brake Power (kW)

Fig. 12. Graph between Opacity vs BP (0%, 25%, 50%, 75%, and 100% loading conditions).
M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123

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M. Manikanta, D.R. Srinivasan Science Talks 5 (2023) 100123
Author Biography 10. Simulation of the Effect of Fuel Injection Velocities in Can Type Gas Turbine Combustion
Chamber National Level Seminar On Computational Fluid Dynamics & Robotics,9th- 10th, Octo-
7. Influence of Fuel Volatility for Different Inlet Air Temperatures in Taper Can Gas Turbine ber -2010 11-16
Combustion Chamber International Conference on Recent Advances in Mechanical Engineering 11. Effect of liquid Fuel Injection Velocities on Combustion in Can Type Gas Turbine Combustion
and Interdisciplinary Developments [ICRAMID - 2014] ISBN 978-1- 4799-3158-3 528 528-533 Chamber National Conference on Innovations in Mechanical Engineering, 24th -25th May 2013,
8. Effect on Optimization of Cutting Parameters in EDM using RSM Method Indian Technology ISBN: 978-93-82163-00-8 414-421
Congress 29th -30th July 2015 12. Impact of Inlet Air Temperature on Liquid Fuel Combustion in a Taper Can Gas Turbine
9. Effect of Fuel Injection Angle on Combustion and Emissions Characteristics in Taper Can Combustion Chamber NAFEMS India Regional Conference – 2015, 6th -8 thFebraury 2015
Gas Turbine Combustion Chamber International Mechanical Engineering Congress(2015 IMECE) 13. Experimental & Numerical Investigation of MRR & SRR on CNC Machine for various P20
November 2015 at Houston, USA ASME 2015 National Conferences Tool Steel Materials Trends in Mechanical Engineering (TIME’15)