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Performance Analysis of 4 Stroke Ic Engine by Hydrogen Addition to Gasoline Blend International Journal For Technological Research In Engineering Volume 6, Issue 10, June-2019 ISSN (Online): 2347 - 4718 PERFORMANCE ANALYSIS OF 4 STROKE IC ENGINE BY HYDROGEN ADDITION TO GASOLINE BLEND Mr. Vijay R. Sabhaya Head of Department, Department of Automobile Engineering, Tapi Diploma Engineering College, Surat-395006 Abstract: The continuous use of fossil fuels like petrol, world's first jet aircraft. Internal combustion engine has been diesel, coal etc. reduces the availability of fuels. Continuous used since then. Various modifications are come to existence rising in oil prices and rapid depletion led to need of like number of cylinder, engine shape and size, engine secondary fuels for automobile vehicles. These secondary configurations etc. Apart from this, various manufactures fuels may be ethanol, methanol, sun flower oil, vegetables have also tried different fuels in engine by blending them in oil, seed oil etc. All these fuels are renewable, easy to either petrol or diesel. They are come up with good produce and have almost less pollution compared to mechanical efficiency and brake power with reduction in conventional fuels. The burning of conventional fuels specific fuel consumption etc. produces exhaust emissions like carbon monoxide, carbon Today, most of the engine uses either petrol or diesel as their dioxide, hydro carbons, nitrogen oxides, soot particles, primary fuels in spark ignition engine or compressed ignition smoke etc.These exhaust emissions are harmful to health as engine, The main difference between SI and CI engine is the they causes headache, dizziness, vomiting, nausea and way in which air to fuel mixture is ignited with different sometimes even death. Currently the power produced by the proportions which led to changes in engine's performance engine is not up to the mark. Specific fuel consumption and characteristics. brake power is also major concern when using petrol as a fuel. So to avoid all these problems there should be II. HYDROGEN GAS secondary fuel which has higher efficiency than Hydrogen has standard atomic weight of 1.008 and is lightest conventional gas and they should not affect the element in the periodic table. It has highest calorific value environment. In this project we have used hydrogen as a among the petrol, diesel, CNG, LPG etc. Hydrogen is secondary fuel. Hydrogen gas is produced by electrolysis of produced in chemical and biology lab often as a byproduct water. The amount of gas generated by the process is and mostly by electrolysis of water. Research shows that directly supplied to the intake manifold of engine with Hydrogen is a renewable, carbon free and light gaseous petrol and air. By supplying hydrogen gas to the engine, alternative fuels. It fulfills certain basic criteria such as high effect on engine performance parameters like Brake power, specific energy, minimum pollution etc. Its high auto ignition mechanical efficiency, thermal efficiency and specific fuel temperature, high diffusivity and low ignition energy helps consumption is measured. in enhancing engine performance. Keywords: Hydrogen blending, SI engine Performance, Some properties of Hydrogen gas and petrol is listed below. Dual fuel, Alternative fuel Property Petrol Hydrogen I. INTRODUCTION Density 740 0.0824 Internal combustion engine has been serving to the human Auto ignition T in air (K) 550 858 kind since last 120 years. Various scientists and engineers Flame velocity 0.37-0.43 1.85 contributed to the development of internal combustion 45000 150000 engines. In 1791, John Barber developed the gas turbine. In Calorific Value 1794 Thomas Mead patented a gas engine. Also in 1794, kJ/kg kJ/g Stoichiometric fuel/air Robert Street patented an internal combustion engine, which 0.068 0.029 was also the first to use liquid fuel, and built an engine ratio around that time. In 1823, Samuel Brown patented the first Research Octane Number 91-99 >120 internal combustion engine to be applied industrially. Table 1 Properties of Hydrogen & Petrol In 1876, Nikolaus Otto, working with Gottlieb Daimler and III. ENGINE SPECIFICATIONS Wilhelm Maybach, patented the compressed charge, four- 3 cycle engine. In 1879, Karl Benz patented a reliable two- Engine Description 149.2 cm ATFT (CBZ) stroke gasoline engine. Later, in 1886, Karl Benz began the Displacement 149.2 cm3 first commercial production of motor vehicles with the internal combustion engine. In 1892, Rudolf Diesel Type of Cooling Air Cooling developed the first compressed charge, compression ignition engine. In 1926, Robert Goddard launched the first liquid- Maximum Power 14.2 bhp @ 8500 r.p.m. fueled rocket. In 1939, the Heinkel He 178 became the www.ijtre.com Copyright 2019.All rights reserved. 5666 International Journal For Technological Research In Engineering Volume 6, Issue 10, June-2019 ISSN (Online): 2347 - 4718 Time for 100ml fuel Maximum Torque 12.8 N-m @ 6500 r.p.m. Load Bank consumption Load CO No. of Cylinders 1 Volt Amp. (kW) (%) Engine RPM Bore 57.3 mm 0 - - 810 510 Stroke 57.8 mm 1.5 226 1.4 755 490 Table 2Engine specification 3 226 2.9 680 310 IV. TEST BENCH For this experiment single cylinder 149.2 cc ATFT engine 4.5 227 4.3 630 250 with Electrical dynamometer was used. Exhaust gas 7.5 226 6.9 538 98 calorimeter, air tank, petrol tank, load bank, tachometer etc. are used for measuring different parameters. 9 227 8.8 402 85 Table 4Observation table (Petrol + Hydrogen gas) UNCERTAINITY NALYSIS Uncertainty analysis involves systematic procedures for calculating error estimates for experimental data.When estimating errors in heat engine experiments, it is usually assumed that data is gathered under fixed (known) conditions and detailed knowledge of all system components is available. The uncertainty analysis carried out in this Appendix is based on the lines suggested by [Kline and McClintock]. It should be noted that the uncertainty analysis presented here considers only the errors that relate to the measurements made during testing is used here to symbolize the error in the quantity. Sr. No. Parameter Uncertainty Fig. 1 Four stroke petrol engine test rig 1 Brake Power ± 2.3 % 2 Brake Thermal Efficiency ± 2.5 % OBSERVATION TABLE 3 Specific Fuel Consumption ± 2.3 % The various readings of the load, time for 100 ml fuel 4 Hydrogen gas ± 1.14% consumption, temperatures etc. have been noted down by Table 5 Uncertainty analysis changing load on engine from 1.5 kW to 9 kW. The observations of different parameters when only petrol is SAMPLE CALCULATION supplied and when petrol is supplied with hydrogen gas are 푉 푋 퐼 1. Load on Dynamometer = 푘푊 shown below in the table. 1000 Load Bank Time for 100ml fuel 퐿표푎푑 표푛 퐷푦푛푎푚표푚푒푡푒푟 Load consumption 2. Brake Power = 푋 1000 Volt Amp. 퐸푓푓푖푐푖푒푛푐푦 표푓 퐷푦푛푎푚표푚푒푡푒푟 (kW) Engine RPM 0 - - 810 520 100 푋 3600 푋 퐷푒푛푠푖푡푦 표푓 푝푒푡푟표푙 3. Fuel consumption = 1000 푋 푡푖푚푒 푓표푟 푓푢푒푙 푐표푛푠푢푚푝푡푖표푛 1.5 226 1.4 755 498 퐹푢푒푙 퐶표푛푠푢푚푝푡푖표푛 4. Brake Sp. Fuel Consumption= 3 226 2.9 680 340 퐵푟푎푘푒 푃표푤푒푟 4.5 227 4.3 630 280 5. Indicated Power = Brake power + Friction power 7.5 226 6.9 538 112 퐵푟푎푘푒 푝표푤푒푟 6. Mechanical Efficiency= 푋 100 9 227 8.8 402 100 퐼푛푑푖푐푎푡푒푑 푃표푤푒푟 Table 3 Observation table (Only petrol) 퐻푒푎푡 푡표 퐵푟푎푘푒 푝표푤푒푟 7. Brake Thermal Efficiency = 퐻푒푎푡 푠푢푝푝푙푖푒푑 푏푦 푓푢푒푙 www.ijtre.com Copyright 2019.All rights reserved. 5667 International Journal For Technological Research In Engineering Volume 6, Issue 10, June-2019 ISSN (Online): 2347 - 4718 퐻푒푎푡 푡표 퐼푛푑푖푐푎푡푒푑 푝표푤푒푟 8. Indicated Thermal Effi.= 퐻푒푎푡 푠푢푝푝푙푖푒푑 푏푦 푓푢푒푙 V. RESULT TABLE (kW) (kW) m % m ith % ith bth % bth ƞ ƞ ƞ IP B.S.F.C. B.P. DYNAMO LOAD ON ON LOAD 0.34 0.42 1.23 1.72 24.58 19.23 26.73 Fig. 3 Load vs Brake Thermal Efficiency 0.66 0.82 0.73 2.12 38.65 21.43 28.71 0.98 1.22 0.76 2.52 48.41 17.32 21.98 1.56 1.95 0.74 3.25 59.99 12.67 18.21 2.00 2.50 0.90 3.80 65.76 9.65 13.60 Table 6 Result table (Only Petrol) m % ith % bth % Fig. 4 Load vs Mechanical efficiency ƞ ƞ ƞ IP IP (kW) B.S.F.C. B.P. (kW) B.P. DYNAMO LOAD ON ON LOAD 0.57 0.71 0.64 1.91 37.04 21.69 33.84 0.77 0.96 0.52 2.16 44.45 24.34 34.99 1.38 1.73 0.60 2.93 59.05 20.05 22.82 2.08 2.60 0.62 3.80 68.41 16.4 18.93 2.63 3.29 0.71 4.49 73.28 13.23 15.38 Table 7 Result table (Petrol + HHO) Fig. 5Load vs Specific fuel consumption CHARTS The effect on various performance parameters like brake VI. CONCLUSION power, brake thermal efficiency, mechanical efficiency and An experimental study was conducted to investigate the specific fuel consumption by supplying only petrol and by effects of hydrogen addition to petrol on four stroke SI adding hydrogen gas in petrol to four stroke SI engine is engine performance. During the experiment SI engine was shown below in the form of graph. operated at no load, part load and full load. Hydrogen which was produced by an alkaline water electrolyser was introduced into the intake manifold along with petrol and air.The effect on various performance parameters like specific fuel consumption, brake power, mechanical efficiency and indicated thermal efficiency is measured and discussed here. Power output of engine is increased from 0.29 kW to 0.79 kW depending upon load.
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