Dipin report(2)

PERFORMANCE AND EMISSION STUDIES OF CI
ENGINE COUPLED SEMINAR REPORT 2017 WITH
GASIFIER RUNNING IN DUAL MODE
SEMINAR REPORT
Submitted by
ADERSH KUMAR A
Reg. No: 14422004
In partial fulfillment for the award of the Degree
Of
Bachelor of Technology in Mechanical Engineering
DEPARTMENT OF MECHANICAL ENGINEERING
HINDUSTAN COLLEGE OF ENGINEERING, ARIPPA
KOLLAM, KERALA
2017-2018
PERFORMANCE AND EMISSION STUDIES OF CI ENGINE
COUPLED SEMINAR REPORT 2017 WITH GASIFIER RUNNING IN
DUAL MODE
SEMINAR REPORT

Submitted by
ADERSH KUMAR A
MECHANICAL ENGINEERING
Reg. No: 14422
In partial fulfillment for the award of the Degree
Of
Bachelor of Technology in Mechanical Engineering
HINDUSTAN COLLEGE OF ENGINEERING, ARIPPA
KOLLAM, KERALA
2017-2018

HINDUSTAN COLLEGE OF ENGINEERING
Arippa, Chozhiyakode P.O
Kulathupuzha, Kollam (Dist), Kerala-691317
CERTIFICATE
This is to certify that the report entitled “PERFORMANCE AND EMISSION STUDIES OF CI ENGINE
COUPLED SEMINAR REPORT 2017 WITH GASIFIER RUNNING IN DUAL MODE” submitted by
“ADERSH KUMAR A ( Reg .No:14422004)”,to the university of Kerala in partial fulfillment of
the requirements for the award of Degree of Bachelor of Technology in Mechanical Engineering
bona fide record of the seminar presented by him.
GUIDE & COORDINATOR
Mr. YEDHU U KRISHNAN HEAD OF THE DEPARTMENT
(Assistant professor) Prof. SONY THOMAS

PERFORMANCE AND EMISSION STUDIES OF CI ENGINE COUPLED SEMINAR REPORT 2017 WITH
CHAPTER 1
INTRODUCTION
1.1. BIOMASS CONVERSION TECHNOLOGY
Variety of conversion technologies is available today for the production of alternative
fuels from biomass. Conversion process generally depends on the physical condition of
biomass and the economics of competing process. Biomass conversion technology can be
basically grouped into three categories.
 Direct combustion
 Thermo-chemical conversion
 Biochemical conversion
DIRECT COMBUSTION
In direct combustion, oxygen supplied is generally higher than that of stoichiometric
limit. In the thermo-chemical conversion method the biomass is raised to high temperature
and depending on the quantity of oxygen supplied, pyrolysis or gasification takes place [1].
The biochemical conversion process is a low energy process and relies upon the action of
bacteria which degrade complex molecules of biomass into simpler ones. Production of
biogas from animal dung by anaerobic digestion is a good example of biochemical process.
THERMO-CHEMICAL CONVERSION
In the gasification process, solid biomass is broken down to produce a combustible gas by
the use of heat in an oxygen starved environment [2]. Heat for gasification is generated
through partial combustion of the feed material. The chemical breakdown of fuel and
internal reactions result in a combustible gas usually called "producer gas". The main
combustible gases are H2 and CO, but small amounts of methane, ethane and acetylene are
also produced. Overall gasification efficiency is generally dependent on the specific gasifier
used, fuel type, fuel moisture content and fuel geometry. Fuel gas from air blown gasifier has
low calorific value (around 5MJ/m3) and fuel gas from oxygen fed gasifier has a medium
calorific value (10- 20 MJ/m3). This gas can either be used onsite to produce heat, electrical
or mechanical energy or can be converted into substitute like methane and methanol.
BIOCHEMICAL CONVERSION
As biomass is a natural material, many highly efficient biochemical processes have
developed in nature to break down the molecules of which biomass is composed, and many
of these biochemical conversion processes can be harnessed.
Biochemical conversion makes use of the enzymes of bacteria and other microorganisms to
break down biomass into gaseous or liquid fuels, such a biogas or bioethanol. In most cases,
microorganisms are used to perform the conversion process: anaerobic digestion,
fermentation, and composting.
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Glycoside hydrolases are the enzymes involved in the degradation of the major fraction of
biomass, such as polysaccharides present in starch and lignocellulose. Thermostable variants
are gaining increasing roles as catalysts in biorefining applications in the future bioeconomy,
since recalcitrant biomass often needs thermal treatment for more efficient degradation.
Some examples in today´s processing include production of monosaccharides for food
applications as well as use as carbon source for microbial conversion into metabolites such
as bioethanol and chemical intermediates, oligocaccharide production for prebiotic
(nutrition) applications and production of surfactants alkyl glycoside type.
ELECTRO CHEMICAL CONVERSION
In addition to combustion, biomass/ biofuels can be directly converted to electrical energy
via electrochemical (electro catalytic) oxidation of the material. This can be performed
directly in a direct carbon fuel cell, direct liquid fuel cells such as direct ethanol fuel cell, a
direct methanol fuel cell, a direct formic acid fuel cell, a L-ascorbic Acid Fuel Cell (vitamin
C fuel cell), and a microbial fuel cell. The fuel can also be consumed indirectly via a fuel cell
system containing a reformer which converts the biomass into a mixture of CO and H2
before it is consumed in the fuel cell.
1.2 OBJECTIVES
 To design and fabricate a down draft gasifier with effective cooling and cleaning
device.
 To use of 70% wood chips and 30% mustard oil cake as feed stock in the down draft
gasifier.
 To use producer gas as a secondary fuel in a diesel engine.
 To introduce producer gas partially with air into the inlet manifold of 4-stroke single
cylinder diesel engine and conduct the performance and emission test with varying
loads in the diesel engine.
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CHAPTER 2
WORKING OF DIESEL ENGINES
Diesel engines are the power behind our biggest machines—trucks, trains, ships, and
submarines. On the face of it, they're similar to ordinary gasoline (petrol) engines but
they generate more power, more efficiently by working in a subtly different way.
Like a gasoline engine, a diesel engine is a type of internal combustion engine. Combustion
is another word for burning, and internal means inside, so an internal combustion engine is
simply one where the fuel is burned inside the main part of the engine (the cylinders) where
power is produced. That's very different from an external combustion engine such as those
used by old-fashioned steam locomotives. In a steam engine, there's a big fire at one end of a
boiler that heats water to make steam. The steam flows down long tubes to a cylinder at the
opposite end of the boiler where it pushes a piston back and forth to move the wheels. This is
external combustion because the fire is outside the cylinder (indeed, typically 6-7 meters or
20-30ft away). In a gasoline or diesel engine, the fuel burns inside the cylinders themselves.
Internal combustion wastes much less energy because the heat doesn't have to flow from
where it's produced into the cylinder: everything happens in the same place. That's why
internal combustion engines are more efficient than external combustion engines (they
produce more energy from the same volume of fuel).
FIG 2.1 DIESEL ENGINE
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2.1 How is a diesel engine different from a gasoline engine?
Gasoline engines and diesel engines both work by internal combustion, but in slightly
different ways. In a gasoline engine, fuel and air is injected into small metal cylinders. A
piston compresses (squeezes) the mixture, making it explosive, and a small electric spark
from a sparking plug sets fire to it. That makes the mixture explode, generating power that
pushes the piston down the cylinder and (through the crankshaft and gears) turns the wheels.
You can read more about this and watch a simple animation of how it works in our article on
car engines.
Diesel engines are similar, but simpler. First, air is allowed into the cylinder and the piston
compresses it—but much more than in a gasoline engine. In a gasoline engine, the fuel-air
mixture is compressed to about a tenth of its original volume. But in a diesel engine, the air
is compressed by anything from 14 to 25 times. If you've ever pumped up a bicycle tire,
you'll have felt the pump getting hotter in your hands the longer you used it. That's because
compressing a gas generates heat. Imagine, then, how much heat is generated by forcing air
into 14–25 times less space than it normally takes up. So much heat, as it happens, that the
air gets really hot—usually at least 500°C (1000°F) and sometimes very much hotter. Once
the air is compressed, a mist of fuel is sprayed into the cylinder typically (in a modern
engine) by an electronic fuel-injection system, which works a bit like a sophisticated aerosol
can. (The amount of fuel injected varies, depending on how much power the driver wants the
engine to produce.) The air is so hot that the fuel instantly ignites and explodes without any
need for a spark plug. This controlled explosion makes the piston push back out of the
cylinder, producing the power that drives the vehicle or machine in which the engine is
mounted. When the piston goes back into the cylinder, the exhaust gases are pushed out
through an exhaust valve and, the process repeats itself—hundreds or thousands of times a
minute!
2.2 Four-stroke engines
Like a gasoline engine, a diesel engine usually operates by repeating a cycle of four stages
or strokes, during which the piston moves up and down twice (the crankshaft rotates twice
in other words) during the cycle.
1. Intake: Air (light blue) is drawn into the cylinder through the open green air
inlet valve on the right as the piston moves down.
2. Compression: The inlet valve closes, the piston moves up, and compresses the air
mixture, heating it up. Fuel (dark blue) is injected into the hot gas through the
central fuel injection valve and spontaneously ignites. Unlike with a gas engine, no
sparking plug is needed to make this happen.
3. Power: As the air-fuel mixture ignites and burns, it pushes the piston down,
driving the crankshaft (red wheel at bottom) that sends power to the wheels.
4. Exhaust: The green outlet valve on the left opens to let out the exhaust gases,
pushed out by the returning piston.
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2.3 What makes a diesel engine more efficient?
Diesel engines are up to twice as efficient as gasoline engines—around 40 percent efficient,
that is. In simple terms, that means you can go much further on the same amount of fuel (or
get more miles for your money). There are several reasons for this. First, they compress
more and operate at higher temperatures. A fundamental theory of how heat engines work,
known as Carnot's rule, tells us that the efficiency of an engine depends on the high and low
temperatures between which it operates. A Diesel engine that cycles through a bigger
temperature difference (a higher hottest temperature or a lowest colder temperature) is more
efficient. Second, the lack of a sparking-plug ignition system makes for a simpler design that
can easily compress the fuel much more—and compressing the fuel more makes it burn
more completely with the air in the cylinder, releasing more energy. There's another
efficiency saving too. In a gasoline engine that's not working at full power, you need to
supply more fuel (or less air) to the cylinder to keep it working; diesel engines don't have
that problem so they need less fuel when they're working at lower power. Another important
factor is that diesel fuel carries slightly more energy per gallon than gasoline because the
molecules it's made from have more energy locking their atoms together (in other words,
diesel
has a higher energy density than gasoline). Diesel is also a better lubricant than gasoline so
a diesel engine will naturally run with less friction.
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CHAPTER 3
GASIFICATION TECHNOLOGY
Gasification is a process that converts organic- or fossil fuel-based carbonaceous materials
into carbon monoxide, hydrogen and carbon dioxide. This is achieved by reacting the
material at high temperatures (>700 °C), without combustion, with a controlled amount of
oxygen and/or steam. The resulting gas mixture is called syngas (from synthesis gas) or
producer gas and is itself a fuel. The power derived from gasification and combustion of the
resultant gas is considered to be a source of renewable energy if the gasified compounds
were obtained from biomass.
The advantage of gasification is that using the syngas (synthesis gas H2/CO) is potentially
more efficient than direct combustion of the original fuel because it can be combusted at
higher temperatures or even in fuel cells, so that the thermodynamic upper limit to the
efficiency defined by Carnot's rule is higher or (in case of fuel cells) not applicable. Syngas
may be burned directly in gas engines, used to produce methanol and hydrogen, or converted
via the Fischer–Tropsch process into synthetic fuel. Gasification can also begin with material
which would otherwise have been disposed of such as biodegradable waste. In addition, the
high-temperature process refines out corrosive ash elements such as chloride and potassium,
allowing clean gas production from otherwise problematic fuels. Gasification of fossil fuels
is currently widely used on industrial scales to generate electricity.
Gasification is a thermo-chemical process by which carbonaceous (hydrocarbon) materials
(coal, petroleum coke, biomass, etc.) can be converted to a synthesis gas (syngas) or
producer gas by means of partial oxidation with air, oxygen, and/or steam [3]. Gasifier is a
chemical reactor where various complex chemical and physical processes take place. A
hydrocarbon feedstock (biomass) is fed into a high-pressure, high-temperature chemical
reactor (gasifier) containing steam and a limited amount of oxygen. The biomass is fed in the
reactor where it gets dried, heated, pyrolysed, partially oxidized and reduced. Under these
‘reducing’ conditions, the chemical bonds in the feed stock are served by the extreme heat
pressure and producer gas is formed.
The main constituents of the producer gas are hydrogen (H2) and carbon monoxide (CO). As
a whole, the task of gasifier is to pyrolyze the biomass to produce volatile matter, gas and
carbon and to convert the volatile matter into permanent gases, CO, H2 and CH4. The
chemical composition and some of the physical properties of wood chips and mustard seed
oil cake is given in Table 1.
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PROPERTY (%) WOOD CHIPS MUSTARD OIL CAKE
CARBON 48.6 48.6
HYDROGEN 6.5 5.73
OXYGEN 40 38.93
NITROGEN 7.26 7.26
SULPHUR 0.05 1.74
ASH CONTENT 3.90 7.72
MOISTURE CONTENT 6.57 6.02
VOLATILE MATTER 86.2 84.02
TABLE 2.1 CHEMICAL COMPOSITION OF FEED STOCK
3.1 HISTORY
The process of producing energy using the gasification method has been in use for more than
180 years. In the early time coal and peat were used to power these plants. Initially
developed to produce town gas for lighting and cooking in the 1800s, this was replaced by
electricity and natural gas, it was also used in blast furnaces but the bigger role was played in
the production of synthetic chemicals where it has been in use since the 1920s.
During both world wars, especially the World War II, the need for fuel produced by
gasification reemerged due to the shortage of petroleum.Wood gas generators, called
Gasogene or Gazogène, were used to power motor vehicles in Europe. By 1945 there were
trucks, buses and agricultural machines that were powered by gasification. It is estimated
that there were close to 9,000,000 vehicles running on producer gas all over the world.
3.2 GASIFICATION PROCESS TYPES
Several types of gasifiers are currently available for commercial use: counter-current
fixed bed, co-current fixed bed, fluidized bed, entrained flow, plasma, and free radical.
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FIG 3.1 GASIFIER TYPES
3.2.1 COUNTER-CURRENT FIXED BED ("UP DRAFT") GASIFIER
A fixed bed of carbonaceous fuel (e.g. coal or biomass) through which the "gasification
agent" (steam, oxygen and/or air) flows in counter-current configuration. The ash is either
removed in the dry condition or as a slag. The slagging gasifiers have a lower ratio of steam
to carbon, achieving temperatures higher than the ash fusion temperature. The nature of the
gasifier means that the fuel must have high mechanical strength and must ideally be non-
caking so that it will form a permeable bed, although recent developments have reduced
these restrictions to some extent.[citation needed] The throughput for this type of gasifier is
relatively low. Thermal efficiency is high as the temperatures in the gas exit are relatively
low. However, this means that tar and methane production is significant at typical operation
temperatures, so product gas must be extensively cleaned before use. The tar can be recycled
to the reactor.
In the gasification of fine, undensified biomass such as rice hulls, it is necessary to blow air
into the reactor by means of a fan. This creates very high gasification temperature, as high
as 1000 C. Above the gasification zone, a bed of fine and hot char is formed, and as the gas
is blow forced through this bed, most complex hydrocarbons are broken down into simple
components of hydrogen and carbon monoxide.
3.2.2 CO-CURRENT FIXED BED ("DOWN DRAFT") GASIFIER
Similar to the counter-current type, but the gasification agent gas flows in co-current
configuration with the fuel (downwards, hence the name "down draft gasifier"). Heat needs
to be added to the upper part of the bed, either by combusting small amounts of the fuel or
from external heat sources. The produced gas leaves the gasifier at a high temperature, and
most of this heat is often transferred to the gasification agent added in the top of the bed,
resulting in an energy efficiency on level with the counter-current type. Since all tars must
pass through a hot bed of char in this configuration, tar levels are much lower than the
counter-current type.
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3.2.3 FLUIDIZED BED REACTOR
The fuel is fluidized in oxygen and steam or air. The ash is removed dry or as heavy
agglomerates that defluidize. The temperatures are relatively low in dry ash gasifiers, so
the fuel must be highly reactive; low-grade coals are particularly suitable. The
agglomerating gasifiers have slightly higher temperatures, and are suitable for higher rank
coals. Fuel throughput is higher than for the fixed bed, but not as high as for the entrained
flow gasifier. The conversion efficiency can be rather low due to elutriation of
carbonaceous material. Recycle or subsequent combustion of solids can be used to increase
conversion. Fluidized bed gasifiers are most useful for fuels that form highly corrosive ash
that would damage the walls of slagging gasifiers. Biomass fuels generally contain high
levels of corrosive ash.
3.2.4 ENTRAINED FLOW GASIFIER
A dry pulverized solid, an atomized liquid fuel or a fuel slurry is gasified with oxygen
(much less frequent: air) in co-current flow. The gasification reactions take place in a dense
cloud of very fine particles. Most coals are suitable for this type of gasifier because of the
high operating temperatures and because the coal particles are well separated from one
another.
The high temperatures and pressures also mean that a higher throughput can be achieved,
however thermal efficiency is somewhat lower as the gas must be cooled before it can be
cleaned with existing technology. The high temperatures also mean that tar and methane
are not present in the product gas; however the oxygen requirement is higher than for the
other types of gasifiers. All entrained flow gasifiers remove the major part of the ash as a
slag as the operating temperature is well above the ash fusion temperature.
A smaller fraction of the ash is produced either as a very fine dry fly ash or as a black
colored fly ash slurry. Some fuels, in particular certain types of biomasses, can form slag
that is corrosive for ceramic inner walls that serve to protect the gasifier outer wall. However
some entrained flow type of gasifiers do not possess a ceramic inner wall but have an inner
water or steam cooled wall covered with partially solidified slag. These types of gasifiers do
not suffer from corrosive slags.
Some fuels have ashes with very high ash fusion temperatures. In this case mostly limestone
is mixed with the fuel prior to gasification. Addition of a little limestone will usually suffice
for the lowering the fusion temperatures. The fuel particles must be much smaller than for
other types of gasifiers. This means the fuel must be pulverized, which requires somewhat
more energy than for the other types of gasifiers. By far the most energy consumption
related to entrained flow gasification is not the milling of the fuel but the production of
oxygen used for the gasification.
3.2.5 PLASMA GASIFIER
In a plasma gasifier a high-voltage current is fed to a torch, creating a high-temperature arc.
The inorganic residue is retrieved as a glass like substance.
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3.3 FEED STOCK FOR GASIFIERS
There are a large number of different feedstock types for use in a gasifier, each with
different characteristics, including size, shape, bulk density, moisture content, energy
content, chemical composition, ash fusion characteristics, and homogeneity of all these
properties. Coal and petroleum coke are used as primary feedstocks for many large
gasification plants worldwide. Additionally, a variety of biomass and waste-derived
feedstocks can be gasified, with wood pellets and chips, waste wood, plastics and
aluminium, Municipal Solid Waste (MSW), Refuse-derived fuel (RDF), agricultural and
industrial wastes, sewage sludge, switch grass, discarded seed corn, corn stover and other
crop residues all being used. Chemrec has developed a process for gasification of black
liquor.
3.3.1 WASTE DISPOSAL
FIG 3.2 HTCW reactor
HTCW reactor, one of several proposed waste gasification processes. According to the
sales and sales management consultants KBI Group a pilot plant in Arnstadt implementing
this process has completed initial tests.
Waste gasification has several advantages over incineration:
 The necessary extensive flue gas cleaning may be performed on the syngas instead
of the much larger volume of flue gas after combustion.
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 Electric power may be generated in engines and gas turbines, which are much
cheaper and more efficient than the steam cycle used in incineration. Even fuel cells
may potentially be used, but these have rather severe requirements regarding the
purity of the gas.
 Chemical processing (Gas to liquids) of the syngas may produce other synthetic
fuels instead of electricity.
 Some gasification processes treat ash containing heavy metals at very high
temperatures so that it is released in a glassy and chemically stable form.
A major challenge for waste gasification technologies is to reach an acceptable (positive)
gross electric efficiency. The high efficiency of converting syngas to electric power is
counteracted by significant power consumption in the waste preprocessing, the consumption
of large amounts of pure oxygen (which is often used as gasification agent), and gas
cleaning. Another challenge becoming apparent when implementing the processes in real
life is to obtain long service intervals in the plants, so that it is not necessary to close down
the plant every few months for cleaning the reactor.
Environmental advocates have called gasification "incineration in disguise" and argue that
the technology is still dangerous to air quality and public health. "Since 2003 numerous
proposals for waste treatment facilities hoping to use... gasification technologies failed to
receive final approval to operate when the claims of project proponents did not withstand
public and governmental scrutiny of key claims," according to the Global Alliance for
Incinerator alternatives. One facility which operated from 2009–2011 in Ottawa had 29
"emissions incidents" and 13 "spills" over those three years. It was also only able to
operate roughly 25% of the time.
Several waste gasification processes have been proposed, but few have yet been built and
tested, and only a handful have been implemented as plants processing real waste, and
most of the time in combination with fossil fuels.
One plant (in Chiba, Japan using the Thermoselect process) has been processing industrial
waste since year 2000, but has not yet documented positive net energy production from
the process.
In the United States, gasification of waste is expanding across the country. Ze-gen is
operating a waste gasification demonstration facility in New Bedford, Massachusetts. The
facility was designed to demonstrate gasification of specific non-MSW waste streams using
liquid metal gasification. This facility came after widespread public opposition shelved
plans for a similar plant in Attleboro, Massachusetts. In addition, construction of a biomass
gasification plant was approved in DeKalb County, Georgia on June 14, 2011.
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CHAPTER 4
DOWNDRAFT GASIFICATION
FIG 4.1 DOWNDRAFT GASIFIER
The photograph of the gasifier unit is shown in Fig 1. The unit consists of a downdraft
gasifier, heat exchanger, cleaning cum cooling chamber, drum and a flow meter [5]. Coal
was used to initiate the gasification process. About 10 - 12 pieces of coal was fed into the
gasifier and then it was ignited. Air was inducted with the help of a blower. The flow of air
was regulated as per the requirement. Once the ignition of coal starts, a mixture of wood
chips and mustard oil cake in the ratio of 7:3 by weight was fed into the hopper. The blower
supplied air in such a way that the biomass burnt partially and generates producer gas [6].
This producer gas thus passed through the gap between gasification zone and casing of
gasification zone. Here most of the heavier particles get stuck and tar present in producer gas
gets creaked. Now this producer gas was allowed to pass through a heat exchanger where the
temperature of producer gas got reduced [7]. Further, the producer gas passed through the
cleaning cum cooling chamber where it was cleaned as well as cooled [8-9]. The physical
properties of producer gas are shown in Table 2.[10]. Before inducting the producer gas into
the inlet manifold of engine, it was temporarily stored in a storage drum to reach sufficient
pressure. A gas flow meter located between the storage drum and the intake manifold of the
engine was used to measure the flow rate of the producer gas in terms of litre per minute.
This flow meter can be regulated as per the requirement of supply.
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PERFORMANCE AND EMISSION STUDIES OF CI ENGINE COUPLED SEMINAR REPORT 2017
WITH GASIFIER RUNNING IN DUAL MODE
PROPERTIES PRODUCER GAS
Density, kg/m3(at 1 atm&200C) 1.287
Stoichiometric air fuel ratio(kg/kg) 1.12:1
Flammability limits N/A
Lower calorific value (kJ/kg) 5000
Table 4.1 Physical Properties of producer gas
4.1 FEED STOCK FOR GASIFIER
In this study, wood chips and mustard oil cake were used as a feed stock for gasification
[11]. The feedstock is a renewable and easily available at large scale. Wood chips were
collected from furniture shop and the mustard oil cake was collected from a mustard seed oil
expeller unit. Generally, the mustard seed oil cake is used as the cattle feed, because of its
higher nutrition content.
4.2 EXPERIMENTAL SETUP
A single cylinder, four stroke air-cooled and naturally aspirated DI diesel engine designed
to develop a power of 4.4kW at 1500 rpm was used for the experimental study. A detail of
engine specification is shown in Table.3.2
Diesel was used as a pilot fuel to run the diesel engine in this study. The physical and
combustion properties of diesel fuel are shown in Table 3.3.
The air flow in the intake manifold of engine was measured by a pressure drop across a
sharp edge orifice of the air surge chamber and by sensors. Fuel consumption was
determined by using calibrated burette with an accuracy of 0.1cc. A laptop was provided
with data acquisition system to collect the data from all sensors and stored for offline
calculations. The exhaust gas constituents CO, CO2, HC, NO, O2 were measured by AVL
gas analyzer and smoke density was measured by AVL smoke meter.
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PARAMETERS SPECIFICATIONS
Model Kirloskar TAF 1
Brake power (kW) 4.4
Rated speed (rpm) 1500
Bore(mm) 87.5
Stroke(mm) 110
Compression ratio 17:5:1
Nozzle opening pressure (bar) 200
Injection timing (0 CA) 23
Cooling system Air cooled
Table 4.2 Engine specification
PROPERTIES DIESEL FUEL
Formula C 12H 26
Density, Kg/m3(at 1 atm&200C) 840
Auto ignition temp(K) 527
Stoichiometric air fuel ratio(kg/kg) 14.5
Flammability limits (Volume %) 0.6-5.5
Lower calorific value (kJ/kg) 42500
Table 4.3 Physical and Combustion Properties of Diesel fuel
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PERFORMANCE AND EMISSION STUDIES OF CI ENGINE COUPLED SEMINAR REPORT
2017
WITH GASIFIER RUNNING IN DUAL MODE
Fig 4.2 Fabricated downdraft gasifier
Fig 4.3 Engine coupled with gasifier unit
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CHAPTER 5
RESULTS AND DISCUSSION
In the present work, the performance and emission tests were conducted on diesel
engine in dual fuel mode i.e. Diesel (DF) as primary fuel and producer gas (PG) at 4lpm,
6lpm and 8lpm as secondary fuel respectively. The fuel terms are denoted as DF+PG4lpm,
DF+PG6lpm and DF+PG8lpm, where the mass flow rates of producer gas in indicated after
PG. The results of the performance and emission test are described below.
5.1 Performance characteristics of diesel engine in dual fuel mode
In the present work, the performance tests were conducted on diesel engine at dual fuel
mode i.e. Diesel (DF) as primary fuel and producer gas (PG) at 4lpm, 6lpm and 8lpm as
secondary fuel respectively [12]. The fuel terms are denoted as DF+PG4lpm, DF+PG6lpm
and DF+PG8lpm, where the mass flow rate of producer gas is indicated after PG. The
performance test results are discussed in the subsequent section.
The engine performance with diesel fuel (DF) and producer gas (PG) was evaluated in
terms of brake thermal efficiency (BTE), brake specific energy consumption (BSEC) and
exhaust gas temperature (EGT) at no load, 1.1kW, 2.2kW, 3.3kW and 4.4kW of brake power
[13].
5.1.1. Brake thermal efficiency
Brake Thermal Efficiency is defined as break power of a heat engine as a function of the
thermal input from the fuel. It is used to evaluate how well an engine converts the heat from
a fuel to mechanical energy.
The variation between brake thermal efficiency and brake power for diesel and producer gas
on dual fuel operation is illustrated in Fig. 2. A considerable reduction in brake thermal
efficiency is observed in dual fuel mode as compared to that of DF mode at all loads. The
maximum efficiency achieved by Diesel was 27.5% whereas in dual fuel mode, maximum
efficiency achieved was 26%, 25% and 24.5% for D+PG4lpm, D+PG6lpm and D+PG8lpm
respectively. The reduction in BTE is due to the lower calorific value of producer gas, which
contains more combusted mixture that enters into the engine. Producer gas evolved from the
engine is at higher temperature and therefore density of producer gas is reduced, which in
turn reduces the mass flow rate of producer gas and air required for combustion, resulting in
lowering the oxygen level required for combustion. This insufficient oxygen in the
combustion chamber is the cause of incomplete combustion.
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Fig 5.1 Effect of brake power on brake thermal efficiency in dual fuel mode
5.1.2 Brake specific energy consumption
The variation between brake specific energy consumption and brake power is shown in
Fig.5.3 . Brake specific energy consumption in dual fuel mode was calculated from the fuel
consumption and calorific value of diesel and producer gas. Brake specific energy
consumption in dual fuel mode was found to be higher than that of diesel mode at all load
conditions. BSEC is inversely proportional to BTE; hence as the brake thermal efficiency
reduces with producer gas, the BSEC decreases with corresponding flow rate of producer
gas.
Fig.5.2.Effect of brake power on brake specific energy consumption in dual fuel mode
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5.1.3 Exhaust gas temperature (EGT)
The variation of exhaust gas temperature with brake power for Diesel and producer gas on
dual fuel operation is portrayed in Fig. 4. The exhaust gas temperature of Diesel at full load
is found to be 330 C while the exhaust gas temperature at full load for D+PG4lpm,
D+PG6lpmand D+PG8lpmare found to be 365, 378 and 388 C respectively. It can be
observed from the figure that the exhaust gas temperature in dual fuel mode is always higher
than Diesel. This is due to the excess energy supplied to the engine [15]. The exhaust gas
temperature can be reduced by increasing the density of fuel mixture for combustion in
engine.
Fig 5.3.Effect of brake power on exhaust gas temperature in dual fuel mode
Exhaust gas temperature (EGT) may be the most critical operating parameter on your diesel
engine, because excessive EGT can bring a host of problems that fall under the meltdown
category, both figuratively and literally. Every material has a melting point, some lower
than others, and when things get too hot, expensive parts within or attached to your engine
start welding themselves together or disintegrating into the exhaust pipe.
Many people know that excessive EGT is not a good thing, but there's an equal amount
slightly confused by all the numbers being tossed about, concerning what actually
constitutes high EGT and where to put the EGT gauge probe, since their exhaust brake or
big downpipe has a fitting but the manifold doesn't. We'll give you a few clues here, with
the caveat that every engine is different, and, like EPA mileage estimates, your EGT will
vary. Also, note that like any temperature, EGT can be measured on many scales, so for the
sake of consistency, every temperature value mentioned in this article is given in degrees
Fahrenheit.
One element in the confusion is an apparent lack of standard in measuring and setting EGT
limits. While one engine manufacturer might say the EGT maximum is measured no more
than 6 inches from the cylinder head, between cylinders No. 3 and 4, in the center of the
pipe, another builder will use a different formula. The good news is that most engineering
bases
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EGT on the "turbine inlet temperature," meaning in the exhaust stream just before it
enters the turbocharger.
You could measure EGT at each exhaust port as many engine developers do, but since
that gas flow is an individual pulse, the average is not as high as it is at turbine in.
Furthermore, you need a rather expensive thermocouple and data acquisition to measure
such rapid fluctuations with accuracy.
With enough perseverance, you can often find a maximum EGT for either turbine in or
turbine out; the latter is often the results of measuring the same engine at two points,
simultaneously. However, the delta cannot be considered a constant among different
engines or states of tune on the same engine.
Another element involves conditions in which maximum EGT is measured. Obviously,
engine dynos and test stands are quite consistent, but if you're dragging that overweight
toybox up a 7 percent grade with the A/C on because it's 110 degrees outside, your engine
might reach maximum EGT faster than during the builders' tests, and it may not drop as
much between turbine in and turbine out because of underhood airflow.
Increasingly, common variable geometry turbochargers also deliver different deltas across
the turbocharger because as the vanes move, temperature and pressure in the exhaust
changes. At maximum load WOT and high boost, the variance between turbine in and
turbine out tends to parallel a conventional turbo, but part-throttle mid-rpm loads may not.
If you remember high school chemistry, that pot of pasta you boiled last night, or the last
time you accidentally leaned on your air compressor, you'll recall that temperature increases
with pressure. In fact, this is the principle that drives your diesel engine by using
compression to generate enough heat to start the combustion process.
As the exhaust gases come out of your engine and across the turbocharger, the heat energy
and pressure in them are used to drive the compressor wheel, thereby dissipating some heat
energy in the exhaust gases. As a result, peak EGT typically drops 300-400 degrees
between turbine in (TI) and turbine out (TO).
5.2 Emission characteristics of diesel engine in dual fuel mode
Emission from the engine reflects the quality of combustion takes place inside the
engine. The different emission parameters measured during diesel and dual fuel (D+PG)
mode operation are discussed as follows.
5.2.1 Carbon monoxide (CO) emission
Brake Power (BP) vs. Carbon Monoxide (CO)
There are two major causes of formation of CO emission, the first one is the incomplete
combustion due to insufficient amount of oxygen supplied in combustion chamber and the
second one is the poor mixture formation. The variation of CO emission of the engine with
DF and dual fuel mode is depicted in Fig. 4.5. With increase in load, an increase in CO
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emission is observed with Diesel and Diesel with producer gas in dual fuel mode. Much
higher values of CO emission are recorded in dual fuel mode as compared to Diesel mode.
The higher concentration of CO emission in the dual fuel mode is due to incomplete
combustion. The mixture of high temperature producer gas and air flow to the engine
reduces the amount of oxygen required for complete combustion. This creates incomplete
combustion and increases the CO emission.
Fig 5.4 Effect of brake power on carbon monoxide emission in dual fuel mode
Carbon monoxide apart from contributing to pollution also has a severe impact on the health
of the living creatures. Large exposure to carbon monoxide can result in the toxicity of the
nervous system, heart and may also lead to death. It can be seen from that graph that as the
brake power increases the emission levels of the CO emissions reduce gradually. But after a
specific point it can be observed that the emission levels rise gradually. Also the emission
levels of the engine when running under B10 blend and producer gas are quite similar to
theemission of the engine under diesel and producer gas. We can accomplish that the
emissions of CO are higher when the engine runs under a fuel-rich equivalence ratio.
5.2.2 Hydrocarbon (HC) emission
Brake Power (BP) vs. Hydro Carbon (HC)
The variation of unburned hydrocarbon emission of the engine with Diesel and dual fuel is
depicted in Fig. 6. Unburned hydrocarbon emissions are the direct result of incomplete
combustion. It can be observed from the figure that the unburnt hydrocarbon emission is the
lowest for Diesel while it is the highest for Diesel with producer gas with mass flow rate of
8lpm in dual fuel mode. Also, the unburnt hydrocarbon emission in all dual fuel mode
operation in this study is higher than Diesel operation. As result of the replaced producer gas
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in the inducted air, more hydrocarbon emission is formed in dual fuel mode. However, the
values of unburned hydrocarbon for all the tested fuels in different mode in this study lie
below 25ppm only.
Fig.5.5. Effect of brake power on hydrocarbon emission in dual fuel mode
With reference to the above graph, it can be clearly stated that the hydrocarbon emissions
when the engine run’s under pure diesel and producer gas is high when compared to that of
different blends of jatropha biodiesel. We can see a decreasing rate of the emissions at
increasing brake power but as the break power further increases after a certain point, the
emissions of hydrocarbon increase due to incomplete combustion [10].It was also observed
that the soot formation was more when running under diesel and producer gas operation. It is
important to be noted that the hydrocarbon (HC) emission depends upon the air-fuel ratios of
the mixture. Therefor it can be understood that the higher the amount of oxygen present, the
lower is the HC emission.
5.2.3 Nitrous oxide (NO) emission
Brake Power (BP) vs. Nitrous Oxide (NO)
Higher temperature and availability of oxygen are the two main reasons for the formation of
oxides of nitrogen (NOx) in compression ignition engines. Nitrogen is inert at low
temperature, but at temperature higher than 1100C nitrogen reacts with oxygen and form
oxides of nitrogen [16]. From Fig. 7, it can be observed that the NO emission increases with
increase in load for all the fuels i.e. Diesel and D+PG fuel. This is due to the high
temperature in combustion chamber obtained at increased load. At low loads, insignificant
difference in NO emission is observed while operating the engine on diesel and dual fuel
mode. As load increases the variation of NO emission increases between Diesel and D+PG
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fuel. NO emission is found to be higher in diesel operation than that of dual fuel mode. Also
organic nitrogen from the air causes NOx formation. Producer gas do not have organic
nitrogen, it has only atmospheric nitrogen, which inorganic nitrogen.
Fig 5.6.Effect of brake power on nitrous oxide in dual fuel mode
When nitrogen is released during the combustion of fuel it combines with oxygen atoms to
create nitric oxide. Further involvement of oxygen leads to formation of nitrogen dioxide
which could result in respiratory disorders. Considering the above graph between brake
power and the emissions of nitric oxide, it is clearly visible that the levels of NO emissions
increase as the brake power increases [1]. B20 and B30 blends of jatropha biodiesel show
reduced levels of the NO emissions when compared to B10 and diesel with producer gas. It
is important to be noted that the emission of NO depend upon the oxidation of Nitrogen at
higher temperatures and NOx is one of the major cause of photochemical smog
. NO2 + Energy from Sunlight  NO + O + Smog
And further to be added that the monoatomic oxygen is highly reactive and aids in the
formation of Ozone.
5.2.4. Smoke density
The cause of smoke is incomplete combustion which may be due to incorrect air-fuel ratio or
may be due to improper mixing of fuel with air. As shown in Fig. 8, significant difference is
observed between smoke density of various fuels at no load and full load, but the change was
very insignificant at low load of the engine. In dual fuel mode of operation, the smoke
density is observed to be higher than that of the DF for all combination of PG. In diesel
operation, the smoke density attained a maximum value of 25% where as it is found to be
32% in dual fuel mode for D+PG8 at full load.
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Fig 5.7 Effect of brake power on smoke density in dual fuel mode
5.2.5 Smoke opacity
Brake Power (BP) vs. Smoke Opacity
Fig 5.8 Variation of Smoke emission with Brake power
Opacity can be defined as the degree to which visibility of the background is reduced by
smoke particles. In simple terms, opacity measures the quantity of smoke that has been
emitted by an engine. The above graph gives a clear idea of the increasing levels of opacity
with an increase in the brake power. It is quite high when the engine is running under diesel
and producer gas. However, at higher brake powers it is seen that the different blends of
jatropha biodiesel and producer gas portray the same opacity characteristics as that of the
diesel. On the whole it can be perceived that B30 blend shows the least opacity levels i.e.,
the smoke emissions.
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5.2.6 Carbon dioxide
Brake Power (BP) vs. Carbon dioxide (CO2)
Fig 5.9 Variation of Carbon dioxide emission with Brake power
Carbon dioxide being a greenhouse gas plays a critical role in the aspect of global warming.
High exposures to CO2 can relate to various health disorders like elevated blood pressure,
convulsions, asphyxia etc [12]. The above graph between the brake power and carbon
dioxide emissions depict a rising trends of CO2 emissions with respect to increasing brake
power. It can also be established that carbon dioxide emissions of the biodiesel blends are
fairly identical to that of the diesel.
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CHAPTER 6
CONCLUSION
The performance and exhaust emission characteristics are investigated experimentally in a
single cylinder, 4-stroke, air cooled DI diesel engine operating with gasifier on a dual fuel
mode and following conclusions are made on the basis of experimental results.
 Diesel fuel can be saved by replacing diesel with producer gas. Although, during the
experiment there is 5.45% reduction in brake thermal efficiency for the optimum
value of dual fuel operation with D+PG4lpm at full load in comparison with diesel
fuel, which is due to lower heating value of producer gas.
 NO emission is reduced by 18.60% with dual fuel operation of D+PG4lpmat full load
in comparison with diesel, which is a great advantage of dual fuel mode over diesel
fuel alone.
 Dual fuel operation with D+PG4lpmincreases both HC and CO emissions upto
17.39% and 15.38% respectively at full load in comparison with diesel, which gives
an indication of insufficient oxygen in combustion chamber.
Overall, it can be concluded that the dual fuel operations of dual fuel with D+PG4lpm
gives improved engine performance and lower tail pipe emissions compared with other
producer gas flow rates.
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CHAPTER 7
REFERENCES
[1] Kaushik, N., Biswas, S., 2010. New Generation Biofuels Technology & Economic
Perspectives, Technology Information, Forecasting & Assessment Council (TIFAC)
Department of Science & Technology (DST).
[2] 2006.Biomass Conversion Technologies, Renewable Energy World, p. 46.
[3] Juan, J, Hernandez.,Guadalupe Aranda-Almsnsa, Bula, A., 2010. Gasification of biomass
wastes in an entrained flow gasifi f f er; effect of the particle size and the residence time
91(6), pp. 681-692.
[4] Stassen, H.E.M., Knoef, H.A.M., 1993. Small scale gasification systems, The
Netherlands: Biomass Technology Group, University of Twente.
[5] Bhattacharya, S.C., Hla, S.S., Leon, M.A., Weeratunga K., 2005. An improved gasifier
stove for institutional cooking, Asian Institute of Technology, Thailand.
[6] Azam, Ali Md., Ahsanullah, Md., Syeda, Sultana R., 2007. Construction of a downdraft
biomass gasifier, Journal of Mechanical Engineering 37, pp. 71-73.
[7] Bhave, A.G.,Vyas, D.K.,Patel,J.B.,2007. A wet packed bed scrubber-based producer gas
cooling cleaning system.
[8] Sharma,K.A.,2009. Experimental study on 75 kWthdowndraft (biomass) gasifier system,
Renewable Energy 34,pp. 1726-1733.
[9]Bhave,A.G.,Vyas, D.K.,Patel,J.B.,2007.A wet packed bed scrubber-based producer gas
cooling cleaning system.
[10]Reed,T.B.,Das, A.,Handbook of biomass downdraft gasifierengine system, P. 24.
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