A. SIVA KUMAR* et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES Vol No.

11, Issue No. 1, 121 - 128

Analysis of LHR Extended Expansion Engine with Variable Speed Operation for Different Compression Ratios
A. SIVA KUMAR*
Associate Professor, Department of Mechanical Engineering Malla Reddy Engineering College, Secunderabad -14. Andhra Pradesh, India.siva_appisetty1@yahoo.co.in Cell No: +91 9490925502 Dr. D. MAHESWAR Principal, Hi-Tech College of Engineering &Technology, Moinabad (M), Ranga Reddy Dist., Andhra Pradesh, India. Dr. K . VIJAYA KUMAR REDDY Professor, Department of Mechanical Engineering, JNTUCEH, JNTU Hyderabad, Andhra Pradesh -85, India.

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Abstract Use of Diesel engines heavily in various power and transportation sectors has become a challenge for researchers to overcome the demand of fossil fuels, which are going to be depleted in near future. This challenge requires an increased commitment to researchers in noval design of Diesel Engine to use in these sectors. The extended expansion cycle with a short compression stroke in diesel engines is one of the few remaining engine concepts that are available for improving the performance and reducing fuel consumption. In this paper LHR Extended Expansion Engine taken for experimentation is analyzed and compared with basic conventional engine. From the analysis it is observed that the combustion parameters of LHR (EEE) engine of compression ratio 21 is developing higher cylinder pressure by 3.71%, flame temperature by 20%, heat release rate by 19.12%, cumulative heat release by 18.88% and cumulative work done by 9.346% at the speed of 1300 rpm than conventional engine. It is also observed that LHR (EEE) engine of compression ratio 14 is giving lower total heat transfer approximately 50.02% than conventional engine. Key Words: Combustion parameters, Compression Ratio, LHR Extended Expansion Engine and Inlet valve closing.

I. INTRODUCTION The stringent regulation on emission control with reduced fuel consumption has made diesel engine designers to concentrate more on valve timing modification to improve fuel economy and reduced exhaust gas emission. Normally diesel engines have higher compression ratios and their expansion ratios are some what lower than the compression ratios. The extended expansion cycle with a short compression stroke is one of the few remaining engine concepts that are available for improving engine performance and reducing fuel consumption. The complete operation is based on having high expansion ratios and the low effective compression ratio [1-5].The decrease in the compression ratio can be achieved by closing the inlet valve either before the BDC or after the BDC. The timings of the inlet/exhaust valve are controlled by cam and cam shaft action it can be pre opened or it can be closed lately. But in LHR engines the late valve closing displays an advantage over early valve closing (inlet) which affects its volumetric efficiency. This is basically a part of the gas dynamic, where gas is filled and emptied based on the breathing process of the LHR engines. Better heat transfer is also achieved with late intake valve closing (LIVC). These engines with extended expansion stroke and short compression stroke are known as the Extended Expansion cycle [6-8].

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The advantages of Extended Expansion cycle are many aside from more power and efficiency over the conventional engine such as lower compression temperature for lower cylinder component stress, fuel knock deterrent, lower peak pressure, lower exhaust pressure, lower compression work and greater expansion work. The net result of extended expansion alone is an improvement in fuel consumption and efficiency. It is further improved by making the Extended Expansion Engine a Low Heat Rejection type [9-12]. The Extended Expansion cycle concept was achieved, in this case by closing the valve late. In the Extended Expansion cycle the inlet valve closes at 60 after BDC whereas in the conventional engine inlet valve closes at 45 after BDC. It was chosen to achieve an effective compression ratio of at least 15:1 and a ratio of ER to compression ratio is of about 1.2. A Low Heat Rejection (LHR) engines employs suitable insulation coatings such as a ceramics etc., to the cylinder and piston. Due to the insulation provided on the required surfaces of the cylinder, the amount of heat loss to the coolant is reduced and hence results in high combustion chamber temperatures. In the view of minimizing the heat losses in the diesel engine the author has chosen LHR engine for exhaustive study. The effective utilization of generated heat in LHR engine and the problems associated are focused in the study. To overcome the problems faced in LHR engine such as exhaust blow down losses and high NOX emissions the extended expansion cycle is adopted in LHR engine. The combustion parameters of the engine are evaluated for different compression ratios and analyzed for different speed ranges. The results are compared among actual diesel engine, LHR and LHR extended expansion engine [13-16]. The performance of the engine is evaluated mainly based on speed and load of the engine. The evaluation may be the combination of these two or keeping one constant and varying the other. It is to be noted that there is a certain speed, within this speed range of a particular engine at which the fuel injected per cylinder per cycle will be the maximum. At this point of speed, maximum pressure is developed and exerted on the piston. For

all practical purposes, the torque or engine capacity to do work will also be maximum at this point of speed. Hence the importance of speed in the performance evaluation of the engine is understood and chosen in the present work as the base parameter for evaluating and comparing conventional, LHR and LHR (EEE) engines. In this paper the comparison of combustion parameters such as cylinder pressure, flame temperature, heat release rate, cumulative heat release, total heat transfer and cumulative work done against the speed of conventional, LHR and LHR(EEE) engines for different compression ratios are presented and analyzed. II. EXPERIMENTAL SET UP An experiment set-up is developed to conduct tests on a four cylinder, four stroke water cooled DI Diesel engine. The test engine is coupled with a hydraulic dynamometer. In addition to this, fuel measuring burette, air flow measuring U-tube manometer are also fitted to the test engine set up. A provision is also made to mount a piezoelectric pressure transducer flush with the cylinder head surface to measure the cylinder pressure. The Engine chosen to carry out experimentation is a four cylinders, four stroke, vertical, water cooled, direct injection computerized Kirloskar make CI Engine. SPECIFICATIONS OF THE TEST ENGINE 111 127 251 15:1 4.9134 75 200 8o bTDC 45o aBDC 45o bBDC 12o aTDC 26o bTDC

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Bore, mm Stroke length, mm Connecting rod length, mm Compression ratio Displacement volume, liter Maximum power, HP Injection pressure, bar Inlet Valve Open(IVO) Inlet Valve Closing(IVC) Exhaust Valve Open(EVO) Exhaust Valve Closing(EVC) Injection timings, degrees

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III.

COMPARISON OF COMBUSTION PARAMETERS FOR DIFFERENT COMPRESSION RATIOS

From Fig.1 to Fig. 12 shown the comparison of cylinder pressure, flame temperature, heat release rate, cumulative heat release, total heat transfer and cumulative work done for conventional, LHR and LHR (EEE) engines. 1 Cylinder Pressure Cylinder pressure as the function of speed for different compression ratios are presented in Fig 1 and 2. In Fig 1 the cylinder pressure of conventional engine is compared with cylinder pressure of LHR engine at different compression ratios. In Fig 2 the cylinder pressure of conventional engine is compared with cylinder pressure of LHR (EEE) engines at different compression ratios. In the Fig 1 shown that LHR engine of compression ratio 21 is developing more cylinder pressure compared to the same engine of lower compression ratios such as 14, 15, 17 and 19. It is also observed that LHR engine of compression ratio 21 is developing more cylinder pressure approximately by 6.13% at the speed 1300 rpm where both the engines developed highest pressures at this speed. In the Fig 2 shown that LHR (EEE) engine of compression ratio 21 is developing more cylinder pressure compared to the same engine of lower compression ratios such as 14, 15, 17 and 19. It is also observed that LHR (EEE) engines of compression ratio 21 is developing more cylinder pressure approximately by 3.71% at the speed 1300 rpm, where both the engines developed highest pressures at this speed. The reason for higher cylinder pressure developed in both the LHR and LHR (EEE) engines than conventional engine may be attributed to the effective compression ratio adopted in the engines. The other reason may have added is the speed of the engine, where the highest pressure is developed for all the compression ratios.

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2 Flame Temperatures Flame temperature as the function of speed for different compression ratios are presented in Fig 3 and 4. In Fig 3 the flame temperature of

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Fig. 2 Variation of Cylinder Pressure with Speed for Conventional and LHR (EEE) for the different Compression Ratios.

conventional engine is compared with flame temperature of LHR engine at different compression ratios. In Fig 4 the flame temperature of conventional engine is compared with flame temperature of LHR (EEE) engine at different compression ratios. It is observed that the flame temperature is increasing as the speed increases for all the compression ratios and for all the engines. In the Fig 3 and Fig 4, it shown that the flame temperature of LHR engine of compression

Fig. 1 Variation of Cylinder Pressure with Speed for Conventional and LHR engines for the different Compression Ratios.

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ratio 21 is higher for all the speeds than the LHR (EEE) and conventional engines with compression ratios 14, 15, 17 and 19. It is observed that LHR engine of compression ratio 21 is having flame temperature approximately 2.1% more than conventional engine. It is also observed that LHR (EEE) of compression ratio 21 is having flame temperature approximately 20 % more than conventional engine. High flame temperatures developed may be mainly due to thermal insulation coatings of the cylinders and high compression ratio adopted for LHR and LHR (EEE) engines.

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Heat Release Rate (kJ/ deg CA)

Fig. 3 Variation of Flame Temperature with Speed for Conventional and LHR engines for different Compression Ratios.

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1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1000 1100

3 Heat Release Rate Heat release rate as the function of speed for different compression ratios are presented in Fig 5 and 6. In Fig 5 the heat release rate of conventional engine is compared with heat release rate of LHR engine at different compression ratios. In Fig 6 the heat release rate of conventional engine is compared with heat release rate of LHR(EEE) engine at different compression ratios. It is observed that the heat release rate is increasing as the speed increases for all the compression ratios and for all the engines. In the Fig 5 and Fig 6, it shown that heat release rate of LHR engine of compression ratio 21 is higher for all the speeds than the LHR (EEE) and conventional engines with compression ratios 14, 15, 17 and 19. It is observed that LHR engine of compression ratio 21 is having heat release rate approximately 21.7% more than conventional engine and LHR (EEE) engine of compression ratio 21 is having heat release rate approximately 19.12% more than conventional engine. High heat release rate developed may be mainly due to thermal insulation coatings of the cylinders and high compression ratio adopted for LHR and LHR (EEE) engines.

T
1200 1300 Speed (rpm)

CE (CR=15) LHR Engine (CR=14) LHR Engine (CR=15) LHR Engine (CR=17) LHR Engine (CR=19) LHR Engine (CR=21)

1400

1500

. Fig. 4 Variation of Flame Temperature with Speed for Conventional and LHR (EEE) for different Compression Ratios

Fig. 5 Variation of Heat Release Rate with Speed for Conventional and LHR engines for different Compression Ratios.

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1
Heat Release Rate (kJ/deg CA)

17

0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 1000 1100 1200 1300 Speed (rpm)
CE (CR=15) LHR EEE (CR=14) LHR EEE (CR=15) LHR EEE (CR=17) LHR EEE (CR=19) LHR EEE (CR=21)
Cumulative Heat Release (kJ)
14

11

8
CE (CR=15) LHR Engine (CR=14)

LHR Engine (CR=15) LHR Engine (CR=17) LHR Engine (CR=19) LHR Engine (CR=21)

1400

1500

2 1000

1100

1200

1300

1400

1500

Speed (rpm)

Fig. 6 Variation of Heat Release Rate with Speed for Conventional and LHR (EEE) for different Compression Ratios.

Fig. 7 Variation of Cumulative Heat Release with Speed for Conventional and LHR engines for different Compression Ratios.

4 Cumulative Heat Release Cumulative heat release as the function of speed for different compression ratios are presented in Fig 7 and 8. In Fig 7 the cumulative heat release of conventional engine is compared with cumulative heat release of LHR engine at different compression ratios. In Fig 8 the cumulative heat release of conventional engine is compared with cumulative heat release of LHR (EEE) engine at different compression ratios. It is observed that the cumulative heat release is increasing as the speed increases for all the compression ratios and for all the engines. In the Fig 7 and Fig 8, it shows that cumulative heat release of LHR engine of compression ratio 21 is higher for all the speeds than the LHR (EEE) and conventional engines with compression ratios 14, 15, 17 and 19. It is also observed that LHR engine of compression ratio 21 is having cumulative heat release approximately 22.36% more than conventional engine and LHR (EEE) engine of compression ratio 21 is having cumulative heat release approximately 18.88% more than conventional engine. High cumulative heat release developed mainly may be due to thermal insulation coatings of the cylinders and high compression ratio adopted for LHR and LHR (EEE) engines.

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Fig. 8 Variation of Cumulative Heat Release with Speed for Conventional and LHR (EEE) for different Compression Ratios.

5 Total Heat Transfer Total heat transfer as the function of speed for different compression ratios are presented in Fig 9 and 10. In Fig 9 the total heat transfer of conventional engine is compared with total heat transfer of LHR engine at different compression ratios. In Fig 10 the total heat transfer of conventional engine is compare with total heat

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transfer of LHR (EEE) engine at different compression ratios.

heat transfer approximately 40.98% than conventional engine and LHR (EEE) engine of compression ratio 14 is giving lower total heat transfer when compared to the same engines of higher compression ratios such as 15, 17, 19 and 21.It is also observed that LHR (EEE) engine of compression ratio 14 is giving lower total heat transfer approximately 50.02% than conventional engine. 6 Cumulative Work done Cumulative work done as the function of speed for different compression ratios are presented in Fig 11 and 12. In Fig 11 the cumulative work done of conventional engine is compared with cumulative work done of LHR engine at different compression ratios. In Fig 12 the cumulative work done of conventional engine is compare with cumulative work done of LHR (EEE) engine at different compression ratios.

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Fig. 10 Variation of Total Heat Transfer with Speed for Conventional and LHR (EEE) for different Compression Ratios.

In the Fig 9 and Fig 10, it shown that total heat transfer of LHR engine of compression ratio 14 are having lower total heat transfer when compared to the same engines of higher compression ratios such as 15, 17, 19 and 21.It is also observed that LHR engine of compression ratio 14 is giving lower total

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Fig. 11 Variation of Cumulative Work done with Speed for Conventional and LHR engines for different Compression Ratios.

Fig. 9 Variation of Total Heat Transfer with Speed for Conventional and LHR engines for different Compression Ratios.

In the Fig 11 it shown that LHR engine of compression ratio 21 is giving more cumulative work done compared to the same engine of lower compression ratios such as 14, 15, 17 and 19. It is also observed that LHR engine of compression ratio 21 is giving more cumulative work done approximately by 11.98% at the speed 1300 rpm

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Fig. 12 Variation of Cumulative Work done with Speed for Conventional and LHR (EEE) for different Compression Ratios.

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IV. CONCLUSIONS
ISSN: 2230-7818

The cylinder pressure in both LHR and LHR Extended Expansion Engines are high for compression ratio 21 in comparison with conventional engine. At the speed of 1300rpm both LHR and LHR Extended Expansion Engines exhibits more cylinder pressure for compression ratios 21.

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[1] Lavanya N., Tamilporai P., Chandrasekaran.S and Jancirani.J, Simulation of Expanded and Exhaust Cam in LHR DI Diesel Engine. Proceeding of the 19th National Conference on I.C.Engines and Combustion, Annamalai University, pp: 547-554, 2005. [2] Nazar.J, Gopala Krishnan K.V, and Nagesh S.Mavinahalli, Naturally Aspirated Low Heat Rejection Single Cylinder Extended Expansion (Miller Cycle) C.I Engine, SAE Paper No: 970202, 1997. [3] Nagesh. M. S, Experimental Investigations on Extended Expansion Concept Applied to a FourStroke SI Engine, Ph.D. Thesis, IIT, Madras, 1991.

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REFERENCES

where both the engines giving more pressure developed at this speed. In the Fig 12 it shows that LHR (EEE) engine of compression ratio 21 is giving more cumulative work done compared to the same engine of lower compression ratios such as 14, 15, 17 and 19. It is also observed that LHR (EEE) engine of compression ratio 21 is giving more cumulative work done approximately by 9.346% at the speed 1300 rpm where both the engines giving more pressure developed at this speed. The reason for higher cumulative work done developed in both the LHR and LHR (EEE) engine than conventional engines may be attributed to the effective compression ratio adopted in the engines. The other reason is the highest pressure developed for these engines at the speed 1300 rpm.

The flame temperature developed in the engine cylinder is increasing as the speed of the engine increases for all the compression ratios and for both LHR and LHR Extended Expansion Engines. The flame temperatures in both LHR and LHR Extended Expansion Engines are increasing with the speed. The heat release rate and cumulative heat release increases notably with the increase in the speed of the engine. The LHR and LHR Extended Expansion Engines of the compression ratio 21 gives more heat release rate and cumulative heat release then conventional engine. The total heat transfer shown reducing with the increasal of speed for all the engines. The LHR and LHR Extended Expansion Engines of compression ratio 21 gives less total heat transfer than all other compression ratios. The cumulative work done is shown moderate increase with the speed of the engine with both the LHR and LHR Extended Expansion Engines the highest values are achieved at a speed of 1300rpm and compression ratio 21.

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[4] Bolton B. and D. N. Assanis, Optimum Breathing Strategies for Turbocharged Diesel Engines Based on the Miller Cycle Concept, Second Biennial European Joint Conference on Engineering Systems Design and Analysis ESDA Proceedings, London, England, July 4-7, ASME PD-Vol.64-8.2, pp:253-262, 1994. [5] Hitomi .M, Sasaki.J, Hatamura.K. and Yano Y., Mechanism of Improving Fuel Efficiency by Miller Cycle and Its Future Prospect, SAE Paper No: 950974, 1995. [6] Mavinahally. N., Kamo R., Bryzik, W. and Reid M., Insulated Miller Cycle Diesel Engine, SAE Paper No: 961050, 1996. [7] Roy Kamo and Nagesh Mavinahally., Insulated Miller cycle Diesel engine, SAE Paper No: 961050, 1996. [8] Shimogata .S, Homma .R, Zhang F.R, Okamoto. K and Shoji F. Study on Miller Cycle Gas Engine for Co-Generation Systems Numerical Analysis for Improvement of Efficiency and Power, SAE Paper No: 971709, pp: 61-67, 1997.

[14] Randolph A. Churchill, James E. Smith, Nigel N. Clark, and Richard A. Turton, Low-Heat Rejection Engines A Concept Review, SAE Paper No: 880014, 1988. [15] P. Ramu and C. G. Saravanan, Investigation of Combustion and Emission Characteristics of a Diesel Engine with Oxygenated Fuels and Thermal Barrier Coating, Energy Fuels, Vol:23(2), pp:653-656, 2009. [16] B. Rajendra Prasath, P. Tamilporai and Mohd.F. Shabir, Analysis of Combustion, Performance and Emission Characteristics of Low Heat Rejection Engine using Biodiesel, International Journal of Thermal Science, vol:49, pp:2483-2490, 2010.

[10] Mallikarjuna J M and Ganesan V, Theoretical and Experimental Investigations of Extended Expansion Concept for SI Engines, SAE Paper No: 2002-01-1740, 2002. [11] Tuttle J. H., Controlling Engine Load by Means of Late Intake Valve Closing, SAE Paper No: 800794, 1980. [12] Tuttle J. H., Controlling Engine Load by Means of Early Intake Valve Closing, SAE Paper No: 820408, 1982. [13] Jaichandar S. and Tamilporai P., Low Heat Rejection Engines An Overview, SAE paper No: 2003-01-0405, 2002.

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[9] M. D.Basset. et al., A Simple Two-State Late Intake Valve Closing Mechanism, Proc. Instn. Mech. Engrs, Vol: 211, pp: 237-241, 1997.

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