CHAPTER 1 STUDY OF DUAL FUEL ENGINE

1.1 INTRODUCTION: There is an urgent need to conserve the conventional fuels, diesel and petrol, so as to reduce the oil import bills of an oil-dependent country and also to mitigate the menace of the environmental pollution. Automobiles can be made to run either on diesel or LPG or by both of them. Diesel is used as the primary fuel and LPG as the secondary fuel. This dual fuel operation enables to change from LPG to diesel or from diesel to LPG at his convenience by automatically when the engine speed reaches 1000 rpm. On the LPG line there is an electromechanical solenoid. The device closes the flow of LPG during the operation of DIESEL and opens the LPG line when the engine is running on LPG or by both. These fuels will have to be replaced by suitable alternative fuels like alcohols and various gaseous fuels. Among various gaseous fuels, CNG, LPG and hydrogen are prominent. Dualfuel operation is found to be one of the prominent methods of conserving diesel and petrol. There is the importance of understanding combustion process in dual-fuel engines with regard to enhanced performance and reduced pollution.

Application:
Dual fuel engines are becoming popular in many parts of the world. Dual fuel systems provided by small number of technologies companies are becoming increasingly popular worldwide; however original components manufacturers are beginning to show more interest in some of these promising technologies. Volvo is also working on dual fuel technology for their trucks.

Advantages:
Fuel cost savings Significantly reduced emissions, in both diesel and gas modes Fully rated horsepower Lower maintenance costs & improved longevity due to cleaner fuel Retains diesel only versatility Significantly reduced emissions, in both diesel and gas modes Fully rated horsepower Retrofit system - expands capability and adds value to your present investment Lower maintenance costs & improved longevity due to cleaner fuel Retains diesel only versatility

Limitations:
Unable to operate at 100% in gaseous fuel Skilled operators are needed for this operation. Periodic maintenance is necessary due to use of dual fuels in operations Compare to diesel mode noise is more in dual fuel mode.

CHAPTER 2 INJECTION SYSTEM

2.1 INTRODUCTION: A dual fuel injection arrangement for use in an internal combustion engine comprises of one injector for injecting fuels into an inlet manifold of the engine. Here diesel is used as a primary fuel and LPG as secondary fuel. In dual fuel injection system second fuel is supplied at higher pressure than the first fuel. The fuel regulator is incorporated with the non-return valve in the second fuel outlet i.e., Liquefied Petroleum Gas (LPG). The fuel is than passed through the flame trap to prevent any fire accidents if there is any back flow of the gas. Here solenoid valve is also incorporated with the outlet of the secondary fuel. So now the secondary fuel will move out from the LPG tank and will pass to the flame trap as said above and than through the solenoid valve and thus will finally reach to the engine cylinder. 2.2 SOLENOID VALVE: A solenoid is a device which converts energy into linear motion and controls the flow of gas or liquid. The electrical device causes a current to flow through a coil located on the solenoid valve. This current flow in turn results in a magnetic field which causes the displacement of a metal actuator. The actuator is mechanically linked to a mechanical valve inside the solenoid valve. The valve then changes its state; either opening or closing to allow a liquid or gas to either flow through or be blocked by the solenoid valve. A spring is used to return the actuator and valve back to their resting state when the current flow is removed.

2.3 SPECIFICATION OF SOLENOID:

Helix 2 way solenoid model no. : H013/R801

TYPE MEDIA NET WEIGHT PRESSURE RANGE OPERATING ENVIROMENT PORTING VOLTAGE POWER

2- WAY, NORMALLY CLOSED GAS 300 GM 0-10 bar 4-66 C G 12 VDC 2.5 WATTS

2.4 WORKING: This valve is a control unit which, when electrically energized or de-energized, either cut off or permits fluid flow. The actuator is an electromagnet. When the valve is energized, a magnetic field builds up which pulls a plunger against the action of a spring. When de-energized, the plunger or pivoted armature is returned to its original position by the action of the spring. In this normally closed type solenoid valve, the seat seal is attached to the solenoid core. In the de-energized condition, a seat orifice is closed, which opens when the valve is energized. This two-way valve is a shut-off valve having one inlet port and one outlet port. The inlet port facilitates the introduction of gas from the outlet of the flame trap through a pipe into the valve. Through the outlet of the valve the gas goes into the air gas mixture adapter, from which it is then sent into the combustion chamber. The coil of the valve is connected to the electric source which energizes or de-energizes it.

In the de-energized condition, the core spring, assisted by the pressure of the fluid, holds the valve seal on the valve seat, shutting off the flow. When energized, the core and seal are pulled into the solenoid coil and the valve opens. The electromagnetic force is greater than the combined spring force and the static and dynamic pressure forces of the medium. The valve is controlled by means of an electric switch. When the switch is in on condition, the valve gets energized and allows the flow of gas from the flame trap to the air- gas mixture adapter. The off condition of the switch de-energizes the flow thus terminating the flow of gas.

FIG. 1 CUT SECTION OF SOLENOID VALVE

2.5 FUEL INJECTOR:

Fuel injected engines employ fuel injectors, each of which delivers a metered quantity of fuel to an associated engine cylinder during each engine cycle. Prior fuel injectors were of the mechanically or hydraulically actuated type with either mechanical or hydraulic control of fuel delivery. More recently, electronically controlled fuel injectors have been developed. In the case of an electronic unit injector, fuel is supplied to the injector by a transfer pump. The injector includes a plunger which is movable by a cam-driven rocker arm to compress the fuel delivered by the transfer pump to a high pressure. An electrically operated mechanism either carried outside the injector body or disposed within the injector proper is then actuated to cause fuel delivery to the associated engine cylinder. Prior fuel injector designs have included high pressure fuel passages extending around a central recess containing a solenoid coil and a solenoid armature. Because the overall size of the fuel injector is limited, the size of the solenoid must also be limited, thereby undesirably reducing the available solenoid force. In addition, the high pressure fuel passage must include turns and bends in order not to intersect the solenoid recess, thereby complicating formation of the passages and requiring the use of plugs to seal off portions of the passages after formation. Because of the increase in the path length of the fuel passages, relatively large forces must be placed on the various parts in order to achieve proper sealing, thereby leading to part deflections which can undesirably affect the various components. Quick and complete combustion is ensured by a well designed fuel injector fuel injector. By atomizing the fuel into fine droplets, it increases the surface area of the fuel droplets resulting in better mixing and subsequent combustion. Atomizing is done by forcing the fuel through a small orifice under high pressure.

The injector assembly consists of

A needle valve A compression spring A nozzle An injector body

FIG. 2 INJECTOR When the fuel is supplied by the injection pump it exerts sufficient force against the spring to lift the nozzle valve, fuel is sprayed into the combustion chamber in a finely atomized particles. After, fuel from the delivery pump gets exhausted, the spring pressure forces the nozzle valve back into its seat. For proper lubrication between nozzle valve and its guide a small quantity of fuel is allowed to leak through the clearance between them and then drained back to fuel tank through leak off connection. The spring tension and hence the valve opening pressure is controlled by adjusting the screw provided at the top.

2.6FLAME TRAP:

FIG. 3 FLAME TRAP The flame trap is used to prevent the return fire to the cyclinder back fire can be prevented by water present in it. There wull be one inlet and one outlet. Totally our cylinder capacity is 9.5litre and the overflow valve thickness is 5mm all over the diameter, material is mild steel. The inlet pipe will be dipped inside the water to prevent the fire. If the fire occurs, water will take off the fire.

APPLICATION:
To stop the spread of an open fire. To confine fire within an enclosed controlled location. To limit the spread of an explosive event that has occurred. To protect potentially explosive mixtures from igniting.

CHAPTER 3 OPERATION OF SOLENOID

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3.1 LIST OF COMPONENTS:

LIST OF COMPONENTS S.NO 1. 2. 3. 4. PARTS Gas regulator 1/2 gas hose 1/2 hose nipple Pressure gauge range from 0-10 kg/cm2 Solenoid valve MATERIAL Brass Rubber Brass --QUANTITY 1 nos 5 nos 8 nos 2 nos

5.

---

1 nos

6. 7. 8.

1/2 brass valve Flame trap Aluminium adapter gas

Brass Mild steel mixture Aluminium

2 nos 1 nos 1 nos

9.

Hexagonal nipple

Brass

3 nos

3.2 ENGINE SPECIFICATION:

SPECIFICATION OF THE ENGINE Engine Brake power Revolution per minute(RPM) Fuel No. of cylinder Bore length Stroke length Starting Working cycle Method of cooling Method of ignition Four stroke engine cyclinder 5 horse power 1500 Diesel One 80mm 110mm Cranking Four stroke Water cooled Compression ignition

3.3 EXPERIMENTAL SET UP:

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A single cylinder, 4-stroke, water cooled diesel engine of 5.2vkw rated power is considered for the purpose of experimentation. The engine is coupled to an eddy current dynamometer through a load cell. It is integrated with a data equisition system to store the data for the off-line analysis. Necessary provisions are made to regulate and measure the flow rates of air, fuel and the coolant. Initially, the engine is operated on the diesel baseline mode at a constant speed of 1500 rpm at 10%, 20%, 30% etc of the full load upto the full load. Then the engine is operated on the dual fuel mode at different loads using various proportions of diesel and LPG by energy, like 90-10, 80-20, and so on. In the 90-10 mode of operation, 90% of the heat is supplied due to the combustion of diesel and 10% of the energy is supplied due to the combustion of LPG. Combustions of diesel and LPG, the lower calorific value of diesel is taken as 43000kj/kg while that of LPG is taken as 45700kj/kg.

3.4 THEORY OF OPERATION:

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The main feature of dual fuel engine is simultaneous combustion of two types of fuel in its combustion chamber. The most typical combustion is diesel oil and Liquified Petroleum Gases (LPG). Diesel oil combustion is decreased and missing energy input is covered by LPG. The decreased amount of diesel oil is called ignition portion and its main function is to provide ignition for LPG and air mixture. Initially the engine will start with diesel fuel as we cannot use LPG, as because LPG requires a very high temperature to burn which cannot be attained in the compression ignition engine. Once the engine starts with diesel the temperature inside the combustion chamber increases and thus we can change the mode to LPG. When the switch is ON position the solenoid valve gets energized as the current flows to the electric coil which in turn creates magnetic field and thus displace the metal actuator. The actuator is mechanically linked with valve. The valve than changes the state of position either opening or closing to allow the flow of gases to flow through the solenoid valve. A spring is also used to return the actuator in original position when current flow is removed. When the solenoid switch is switched ON, the LPG will move out from the cylinder and moves in the flame trap through pressure gauge where we can measure the pressure of the LPG. After that the LPG will flow through the pressure reducing valve where we can adjust the pressure of the LPG as per the requirement of the system. Now the LPG will move to the aluminium gas mixture adaptor where the LPG will mix up with the air and thus penetrate to the combustion chamber where it combines with the atomized particles of the diesel which is feed by the injector. The brake power of the engine was found to be about 15% more on the dual fuel operation, while the brake specific fuel consumption was found to be about 30% lower than diesel fuel mode of operation. This could be due to better mixing of air and LPG and hence improves combustion efficiency. Here LPG is used as a partial replacement of diesel in the dual fuel mode of operation.

CHAPTER 4
EXPERIMENTATION
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TABLE 1: DIESEL TEMPERATUREREADING MANOMETER READING

4.1 TABULATION:

TIME TAKEN LOAD FOR 1Occ DROP T3 T4 T5 T6 h1 h2

T1

T2

75

28

34

29

120

85

35

80

30

13 29 148 98 35 77 33 30 179 114 36 79 31 30 218 133 36 77 33

55

28

35

10

40

28

36

15

32

27

38

TABLE 2: DIESEL + LPG TEMPERATUREREADING MANOMETER READING SL. NO. T1 T2 T3 T4 T5 T6 h1 h2 RPM

TIME TAKEN LOAD FOR 1Occ DROP

85

30

33

31

154

92

36

80

30

1500

14 29 33 31 191 116 38 78 32 2 1500 28 35 31 218 127 39 76 34 3 1500 28 36 31 255 145 39 76 34 4 1500

72

10

55

15

36

RPM

1500

1500

1500

SL. NO.

Where, T1= Inlet water temperature of engine jacket. T2= Outlet water temperature of engine jacket. T3= Outlet water temperature from calorie meter. T4 = Exhaust gas temperature from the engine. T5 = Exhaust gas temperature from the calorie meter. T6 = Room temperature

4.2: CALCULATIONS:

FORMULAE USED:

MECHANICAL EFFICIENCY( m) = BREAK THERMAL EFFICIENCY(bth) = INDICATED THERMAL EFFICIENCY(ith) =

15

1500

WHERE, B.P = BRAKE POWER = kW

I.P = INDICATED POWER = RATED POWER

m c
T

f=

MASS OF FUEL PER SEC.

= CALORIFIC VALUE OF FUEL =R S Where, R = RADIUS OF THE ARM = 0.13 m S = LOAD in kg

MECHANICAL EFFICIENCY :

AT LOAD 5kg, m= AT LOAD 10kg, m= AT LOAD 15kg, m=

= 27% = 54% = 81%

BREAK THERMAL EFFICIENCY (DIESEL AND LPG):

AT LOAD 5kg, bth= AT LOAD 10kg, bth=

= 19.63% = 30.02%

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AT LOAD 15kg, bth=

= 29.47%

BREAK THERMAL EFFICIENCY (DIESEL):

AT LOAD 5kg, bth= AT LOAD 10kg, bth= AT LOAD 15kg, bth=

= 15.15% = 22% = 26.2%

INDICATED THERMAL EFFICIENCY (DIESEL AND LPG):

AT LOAD 5kg, bth= AT LOAD 10kg, bth= AT LOAD 15kg, bth=

= 71.7% = 54.83% = 35.89%

INDICATED THERMAL EFFICIENCY (DIESEL):

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AT LOAD 5kg, bth= AT LOAD 10kg, bth= AT LOAD 15kg, bth=

=54.9% =39.9% =32%

4.3 GRAPHICAL REPRESENTATION:

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CHAPTER 5

PART AND ASSEMBLY DRAWINGS

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EXPERIMENTAL SETUP LAYOUT :

FIG. 4 EXPERIMENTAL SETUP LAYOUT

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FIG.5 : FUEL INJECTOR

FIG.6 : FLAME TRAP

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FIG. 7 : SOLENOID VALVE

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CHAPTER 6 SNAP SHOTS

CHAPTER 7
CONCLUSION

Dual fuel operation is more convenient and economical for conserving the precious conventional liquid fuels. A diesel base line engine could be operated on the dual fuel mode with minor changes. The following conclusions have been made from the above work. The engine operation is smoother and more efficient particularly at high engine loads, At lower loads, mechanical, brake thermal efficiencies of the engine are more on the pure diesel mode but at higher loads the reverse is true. The engine operation is more economical on the pure diesel mode at lower loads, however at higher loads dual-fuel operation is better. The smoke density is negligible on the dual-fuel mode with higher LPG energy substitutions. Stationary diesel engines can be conveniently operated on the dual-fuel mode at higher loads.

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CHAPTER 8
REFERENCES

1. Performance evaluation of a dual fuel engine (Diesel + LPG) Patent submitted by G.A. Rao, A.V.S. Raju, K. GovindaRajuluand C.V. Mohan Rao, Dr.Paul Raj Engineering College, Bhadrachalam, Dist.Khammam-507111 (A.P.), India 2. Dual Fual Injection System Wikipedia. 3. Solenoid Valve Wikipedia. 4. Wisegeek.(website). 5. A Study on the Solenoid Valvein Diesel Engine - Qing Yang, Hongguang Zhang, Guansheng Huang, YoutongZhang, Changqichen(Department of vehicle engineering, Beijing Institute of Technology, Beijing 100081

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