International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING 6340(Print), ISSN

N 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME AND TECHNOLOGY (IJMET)

ISSN 0976 6340 (Print) ISSN 0976 6359 (Online) Volume 3, Issue 3, September - December (2012), pp. 337-343 IAEME: www.iaeme.com/ijmet.asp Journal Impact Factor (2012): 3.8071 (Calculated by GISI) www.jifactor.com

IJMET
IAEME

COMPARATIVE STUDY OF PERFORMANCE OF LPG FUELLED SI ENGINE AT DIFFERENT COMPRESSION RATIO AND IGNITION TIMING
Asst Prof. S M Lawankar Government College of Engineering, Amravati Dr L P Dhamande Principal, College of Engineering and Technology, Dhamangaon Rly, Amravati

ABSTRACT
The alarming rate at which the Earths atmosphere is getting polluted, the increased impact of global warming on the weather conditions on Earth and the stringent anti-pollution laws imposed in certain countries are among the main reasons for the search for alternatives to gasoline. The alternative fuel like CNG and LPG has been used widely used in the transport sector. Liquefied Petroleum Gas (LPG) is among the many alternatives proposed to replace gasoline in the short term due to its excellent characteristics as a fuel for spark ignition (SI) engines As it is known, India is one of the country which is seriously affected by vehicular emission. Realizing this problem government of India has already directed its attention towards the use of LPG as an alternative fuel. But it was observed that only little percentage of vehicles on the road run on LPG and it was also observed that LPG is directly retrofitted in existing SI engine. As far as properties of LPG are concerned it may not give satisfactory performance. So in present work brake thermal efficiency of LPG fuelled engine is compared with that of gasoline at different compression ratio and ignition timing. Keywords: brake thermal efficiency, compression ratio, ignition timing, LPG

1. INTRODUCTION
Liquefied Petroleum Gas (LPG) is a mixture of various hydrocarbons and its main components are either propane (C3H8) or butane (C4H10), or combination of the two. LPG is produced as the by-product of natural gas processing or crude-oil refining. Approximately 30% of LPG is produced from oil refining and another 70% is generated from the natural gas processing.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME

LPG has been and continued to be the most widely used alternative burning fuel. The following are the few features of LPG 1. The cost of LPG is less than that of gasoline and available in abundance. 2. LPG has a comparable performance if compared to the conventional fuels with lower pollutant emission. 3. LPG is friendly to the environment. It produces less pollutant to the atmosphere with virtually no particulate matters (PM), low level of carbon monoxide (CO), hydrocarbons (HC), and oxides of nitrogen (NOx). LPG emits less greenhouse gases (GHG) compared to any other fossil fuel when measured through the total fuel cycle. 4. LPG is used in commercial and domestic heating; it is portable because it is stored in steel tanks which are easily transferred to other places. 5. LPG has a very good safety record over the years. The conversion kits readily available in the market enable LPG to continue being a widely used road fuel 6. Researchers have shown that engine maintenance is reduced significantly because LPG does not wash the lubricant oil from the cylinder walls or dilute the oil. Hence, engines using LPG as the burning fuel always enjoy a longer service life and reduced maintenance costs.

2. EXPERIMENTAL SETUP AND EXPERIMENTATION

The engine used in the study was a single cylinder, water cooled ,four-stroke, naturally aspirated diesel engine converted to operate as spark ignition mode with a maximum rated power output of 2 kW at 1500 rev/min. and provision was made to conduct the experiment at different compression ratio , different fuels (LPG and Gasoline) and at ignition timing. The experimental setup also consists of following components. DC dynamometer-The engine was coupled with DC dynamometer and a control panel is provided to read digital output. The control panel consists of Direct current ammeter, electric bulbs which act as load bank and direct voltmeter. The load bank consists of electrical bulbs. Each bulb consumes 200W/400W of power and is controlled by a switch. An electrical power load circuit is attached to the engine control panel so as used output load to power the electric bulbs. The value of electric power, which was consumed by the electric bulbs, is measured by a digital power meter. Glass Burette - was used to measure fuel supply to gasoline fuelled engine and Weighing Machine was used to measure the amount of LPG consumed. The experiment was first performed on the gasoline fuel system and then switched to LPG. The experimentation was carried out at compression ratio9, 10, 11and12. Following procedure was
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME

adopted for experimentation. Set the required compression ratio and ignition timing. Start the engine with the help self start arrangement. Allow the engine to stabilize the speed ie.1500RPM by adjusting the throttle position Apply load; loads were applied to the system by operating the electric bulbs. Note down all the required parameters. Repeat the procedure for different ignition timing; Repeat the procedure for LPG fuel system. Change the compression ratio. To change the compression ratio, switch off the engine and allow it to cool for some time, then add or remove required no of shim plate between cylinder block and cylinder head.

3. RESULT AND DISCUSSION

3.1 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 10oBTDC.
brake thermal efficiency 25 20 15 10 5 0 9 10 load 11 12 10BTDC LPG 10BTDC gasoline

Figure 1 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 10oBTDC. Figure 1 shows, the maximum brake efficiency for gasoline and LPG fuelled engine at 10BTDC. The maximum brake efficiency for gasoline fuelled engine found to be increased by 9.39% from 9 to 10 compression ratio, decreased by 7.65% from 10 to 11and again decreased 4.49% from 11 to 12 compression ratio. The maximum brake efficiency for LPG fuelled engine was found to be increased by 5.20% from 9 to 10 compression ratio, decreased by 3.61% from 10 to 11and increased by14.35% from 11 to 12 compression ratio. The maximum brake efficiency for gasoline fuelled engine found to be higher by 4.40% at compression ratio 9, 8.62% at compression ratio 10, 4.08% at compression ratio 11 and decrease by 13.12% at compression ratio 12 as compare to LPG fuelled engine. 3.2 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 20oBTDC

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME
brake thermal efficiency 25 20 15 10 5 0 9 10 load 11 12 20BTDC LPG 20BTDC gasoline

Figure 2 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 20oBTDC Figure 2 shows, the maximum brake efficiency for gasoline and LPG fuelled engine at 20BTDC. The maximum efficiency for gasoline fuelled engine found to be increased by 18.46%from 9 to 10 compression ratio, decreased by 2.85% from 10 to 11and again decreased 2.83% from 11 to 12 compression ratio. The maximum brake efficiency for LPG fuelled engine was found to be increased by 5.20% from 9 to 10 compression ratio, increased by 8.24% from 10 to 11and increased by14.35% from 11 to 12 compression ratio. The maximum brake efficiency for gasoline fuelled engine found to be higher by 9.64% at compression ratio 9, 11.79% at compression ratio 10, decreased by 3.98% at compression ratio 11 and decrease by 10.31% at compression ratio 12 as compare to LPG fuelled engine 3.3 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 30oBTDC
brake thermal efficiency 30 25 20 15 10 5 0 9 10 load 11 12 30BTDC gasoline 30BTDC LPG

Figure3. Comparison of maximum thermal efficiency at different compression ratio and at ignition timing 30oBTDC Figure 3 shows, the maximum efficiency for gasoline and LPG fuelled engine at 30BTDC. The maximum brake efficiency for gasoline fuelled engine found to be increased by 7.44% from 9 to 10 compression ratio, decreased by 6.07% from 10 to 11and again decreased 5.71% from 11 to
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME

12 compression ratio. The maximum brake efficiency for LPG fuelled engine was found to be increased by 24.31% from 9 to 10 compression ratio, increased by 5.63% from 10 to 11and increased by 4.04% from 11 to 12 compression ratio. The maximum brake efficiency of LPG fuelled engine found to be increased by 0.92% at compression ratio 9, 16.38% at compression ratio 10, 31.40% at compression ratio 11 and increased by 68.56% at compression ratio 12 as compare gasoline fuelled engine. 3.4 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 40oBTDC
brake thermal efficiency 30 25 20 15 10 5 0 9 10 load 11 12 40BTDCLP G 40BTDC gasoline

Figure 4 Comparison of maximum brake thermal efficiency at different compression ratio and at ignition timing 40oBTDC Figure 4 shows, the maximum brake efficiency for gasoline and LPG fuelled engine at 40BTDC. The maximum brake efficiency for gasoline fuelled engine found to be increased by 1.26% from 9 to 10 compression ratio, decreased by 9.28% from 10 to 11and again decreased 5.00%from 11 to 12 compression ratio. The maximum brake efficiency for LPG fuelled engine was found to be increased by 28.40% from 9 to 10 compression ratio, increased by 0.7% from 10 to 11and increased by 14.27% from 11 to 12 compression ratio. The maximum brake efficiency of LPG fuelled engine found to be decreased by 2.13% at compression ratio 9, increase by24.9% at compression ratio 10, 37.73% at compression ratio 11 and 65.69% at compression ratio 12 as compare gasoline fuelled engine 3.5 Comparison of part and peak load efficiency at different compression ratio and at ignition timing 20oBTDC for gasoline fuelled engine and 30oBTDC for LPG fuelled engine

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME
30 brake thermal eficiency 25 20 15 10 5 0 9 10 11 12 compression ratio gasoline(part load) gasoline(Peak load) LPG(part load) LPG(peak load)

Figure 5 Comparison of part and peak load efficiency at different compression ratio and at ignition timing 20oBTDC for gasoline fuelled engine and 30oBTDC for LPG fuelled engine Figure 5 shows, the efficiency at part load and peak load for both gasoline fuelled engine and LPG fuelled engine, the efficiency at part and peak found to be higher at 20oBTDC for gasoline fuelled engine and at 30oBTDC for LPG fuelled engine for all compression ratio. It was further observed that at lower compression ratio, the efficiency of gasoline fuelled engine found to higher than that of LPG fuelled engine. The efficiency of gasoline fuelled engine found to be higher by 13.18% at compression ratio 9 and 0.34% at compression ratio 10 as compare to LPG fuelled engine. At higher compression ratio the LPG fuel engine show higher efficiency and it was found to be higher by 13% at compression ratio 11and 40.78% at compression ratio12as compare to gasoline fuelled engine. Thus it can conclude that the ignition timing and compression ratio affect the engine thermal efficiency, the maximum brake thermal efficiency found to higher at 30o BTDC for LPG as a fuel and at 20o BTDC for gasoline fuelled engine can attributed to advanced ignition timing which causes the combustion process to occur earlier in the cycle which leads to increase peak pressure and temperature during combustion process. Thus advancing the ignition timing makes the combustion occur near to TDC and peak pressure more closely to TDC which leads to increase thermal efficiency. The increased efficiency at higher compression ratio was due high pressure and temperature after compression stroke and increased charge density with compression ratio. The efficiency of gasoline fuelled found to be decreased at higher compression ratio can be attributed to detonation. The lower efficiency of LPG at lower compression ratio can be attributed to lower volumetric efficiency of LPG engine. The higher efficiency of LPG fuelled can be attributed to high auto ignition temperature and higher octane of LPG which made possible to operate engine higher compression ratio and hence lower volumetric efficiency effect of LPG fuelled was found to be compensated as compression ratio increases.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 3, Sep- Dec (2012) IAEME

CONCLUSION
1. As LPG is gaseous fuel volumetric efficiency affects the performance of engine. 2. LPG fuelled engine has lower efficiency as lower compression ratio. 3. Ignition timing has influence on the brake thermal efficiency and it was observed that the efficiency at part and peak found to be higher at 20oBTDC for gasoline fuelled engine and at 30oBTDC for LPG fuelled engine for all compression ratio.

REFERENCE
[1] Auto policy India, A Report Ministry of Petroleum, Central Government of India,2003 and 2010 [2] Badr, N. Alsayed and Manaf. A Parametric Study on Lean Misfiring and Knocking Limits of Gas-Fueled Spark Ignition Engines, Applied Thermal Engineering, Vol.No.7, 1998, pp. 579-594 [3] Brenda Brevitt Alternative Vehicle Fuels Science And Environment Section House of Commons Library research paper ,2002. [4] F. N. Alasfour Nox Emission From A Spark Ignition Engine Using 30% IsoButanolGasoline Blend: Part 2ignition Timing Applied Thermal Engineering Vol. 18, No. 8, 1998, pp. 609-618. [5] Hakan Bayraktar , Orhan Durgun, Investigating the effects of LPG on spark ignition engine and performance Energy Conversion and Management 46, 2005,pp 23172333. [6] Heywood J.B, Internal combustion engine fundamentals, McGraw Hill Book Co., USA. 1995. [7] J.A. Yamin a, O.O. Badran b, Technical Note Analytical Study to Minimise the Heat Losses, Renewable Energy 27, 2002, pp 463478 [8] Sridhar G, Paul P J and Mukunda H S, Biomass Derived Producer Gas As A Reciprocating Engine Fuel An Experimental Analysis, Journal of Biomass and Bioenergy, vol. 21 pp 61 -72

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