Parametric Optimization of Engine Performance and Emission For Various N-Butanol Blends at Different Operating Parameter Condition
Parametric Optimization of Engine Performance and Emission For Various N-Butanol Blends at Different Operating Parameter Condition
H O S T E D BY
Alexandria University
ORIGINAL ARTICLE
a
G. H. Raisoni College of Engineering and Management, Savitribai Phule Pune University, Pune, India
b
Mechanical Dept., M. E. S. College of Engineering, SPPU, Pune, India
c
Mechanical Dept., SRES’s Shree Ramchandra College of Engineering, SPPU, Pune, India
KEYWORDS Abstract In present work, study of effect of different n-butanol diesel blends (5–20% v/v) on
Butanol; engine performance and emission were performed for different engine operating parameter. Opti-
C I Engine; mization was carried out with help of Taguchi DoE method. Single Cylinder VCR Compression
Taguchi; Ignition Engine was fuelled with different blend of diesel and n-butanol and tested at different
Optimization; engine settings of CR, FIP and FIT for different load conditions (Idle, 1/3, 2/3 and full load). Nor-
Emission mality analysis was performed to check the distribution of response data and then regression anal-
ysis was performed to derive the mathematical model for the chosen responses (BSFC, BTE, NOx
and Smoke) based on n-butanol and engine parameters. During the optimization analysis, it is
found that n-butanol of 15% concentration in diesel with engine settings, CR of 15, FIP of
260 bar and FIT of 25°bTDC give optimize BTE, BSFC and low smoke but resulted in higher
NOx formation due to tradeoff between NOx and smoke control. The use of 15%v/v of n-
butanol was found to be most suitable blend proportion with diesel as it resulted in favorable engine
performance and low emission for all test load conditions. Also during this study, it was observed
that Taguchi method is highly effective when individual response parameter need to be optimized
for different engine responses and to identify the significant factor from multiple design factors. But
for optimization of multiple design factors for most favorable responses simultaneously, use of
advanced optimization methods from MADM (Multi Attribute Decision Making) approach to
be implemented.
Ó 2020 Production and hosting by Elsevier B.V. on behalf of Faculty of Engineering, Alexandria
University. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/
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Abbreviations: BSFC, Brake Specific Fuel consumption; BTE, Brake Thermal efficiency; CR, Compression Ratio; DoE, Design of Experiments;
FIP, Fuel Injection pressure; FIT, Fuel Injection Timing; HCCI, Homogeneous Charge Combustion Ignition; NOx, Nitrogen oxides; PCCI,
Premixed Charge Combustion Ignition; S/N, Signal to Noise Ratio; VCR, Variable Compression Ratio.
Peer review under responsibility of Faculty of Engineering, Alexandria University.
https://doi.org/10.1016/j.aej.2020.02.006
1110-0168 Ó 2020 Production and hosting by Elsevier B.V. on behalf of Faculty of Engineering, Alexandria University.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
852 A.R. Patil, A.D. Desai
methyl ester with conventional diesel as a suitable alternative of numerical modeling and five type of model for HCCI.
fuel resource. Yao et al. [15] has discussed on past and trend Use of advance controlling strategies is air fuels mixing are
current HCCI combustion. He has talked about importance more important than simple homogeneous charge in the pro-
cess of controlling HCCI combustion process. Valentino
et al. [16] has presented work in which they evaluated the effect
Table 2 Key factor and their levels. of butanol (40% v/v) with diesel blend and gasoline diesel
blend (40%v/v) and possibility of creating premixed zone
Operating parameters Level
due to joint effect of high resistance to auto ignition by butanol
1 2 3 4 and high volatility of gasoline. This is has improved the emis-
n-Butanol (% v/v) 0 10 15 20 sions of blend with small increase in fuel consumption. Oguz-
Compression Ration 15 16 17 18 han et al. [2] investigated at constant engine speed (2600 rpm)
Fuel Injection Pressure (bar) 240 250 260 270 and four different engine loads by using n-butanol blended die-
Fuel Injection Timing (°bTDC) 22 23 24 25 sel fuel. The test results showed that n-butanol content of the
fuel has an important effect on engine performance and emis-
sions. Yusri et al. [17] has concluded that 10%v/v of n-butanol
blend with diesel showed 11.3% of drop in NOx with 7% drop
in exhaust gas temperature (EGT) when compared with10%v/
Table 3 L16 Orthogonal array for present problem.
v of n-butanol blend to diesel fuel, on combustion pressures
and temperatures, and emissions characteristics in a common
Run n-But CR FIP FIT rail CDI engine at two different engine speeds (1000 rpm and
1 0 16 250 23 2500 rpm) with constant BMEP = 3.5 bar. Bharadwaz et al.
2 0 15 240 22 [18] studied the effect of methanol blend using VCR engine test
3 0 17 260 24 setup and with help of RSM optimization technique to identify
4 0 18 270 25 that 5% v/v of methanol blend gives highest performance and
5 10 16 240 25 emission control but engine required to operate at higher com-
6 10 15 250 24
pression ratio of 18. Khidir et al. [19] has conducted study on
7 10 18 260 23
8 10 17 270 22
optimization of engine parameter with different grade of diesel
9 15 15 260 22 fuel for engine performance and emission using Taguchi DoE
10 15 17 240 23 method. This study suggested that throttle has significant influ-
11 15 16 270 24 ence on BTE and exergy efficiency while temperature is second
12 15 18 250 25 effective factor. They observed that type of fuel has no signif-
13 20 17 250 25 icant effect when compared with other factors. Patel et al. [20]
14 20 18 240 24 has carried out a work to study the effect Jatropha biodiesel -
15 20 15 270 23 diesel blend on single cylinder engine performance and emis-
16 20 16 260 22 sion. To have their result in proper order, they had used Tagu-
chi method and when confirmation experiments were
Table 4 Testing of fuel sample for ASTM standard compliance for diesel fuel.
Sr. No Property Limit Results$ Test methods
1 Cetane Index MIN 46 50 ASTM D 4737 2016
2. Flash point (PMCC) (°C) NS 30.5 IS 1448 (P 21) 2012
3 Kinematic viscosity at 40 °C (cSt) 2.0–4.5 2.183 ASTM D 7042 2016
4 Gross calorific value (Cal/g) NS 10,330 IS 1448 (P 6) 2013
5 Chlorine content (% by wt) NS NIL ASTM D 808 2016
6 Density at 15 °C (kg/m3) 820–845 829.8 ASTM D 4052 2016
$
As per Lab test results conducted.
854 A.R. Patil, A.D. Desai
performed for optimum setting, it showed that BSFC was ent setting like blend proportion, injection timing with the help
found by experiment is closer to predicted value given by of Taguchi DoE and the results showed that optimized mixing
Taguchi DoE. Ganapathy et al. [21] had compared the result of turpentine oil result increases engine brake thermal effi-
of thermodynamic model and Taguchi DoE experimental ciency with significant reduction in smoke.
results for performance optimization of Jatropha biodiesel Butanol exits in four different forms; one of it is n-butanol.
and based on results, promoted a model for different engine It was used as intermediate for organic synthesis, as oil addi-
parameter by considering the effect of factor interaction on tives. It is good solvent for petroleum based fuel and entitle
S/N ratio. With this combined approach, they identified the blend stability in storage hence less prone to separate in pres-
optimum the operating parameter and their level setting which
resulted in improvement in engine performance. Kokkulunk
et al. [22] has investigated and identified optimum parameter
setting for engine performance and least emission conditions Table 5 Specification of engine test rig.
using Taguchi Designs method along with ANNOVA from ‘ Specification
different steam injection (0–30%v/v) with varying EGR level Engine Single cylinder, 4 S Diesel, water cooled, power
(0–30% v/v). They conclude that for optimum NOx, 10%v/v 5.2 kW at 1500 rpm,
steam injection and 20% v/v steam injection with zero EGR stroke 110 mm, bore87.5 mm. 661 cc, CR 17.5
is needed. Roy et al. [23] has made an attempts to address Dynamometer Type eddy current, water cooled
the challenges of the multi-objective optimization problem of Calorimeter Type Pipe in pipe
the controlling the BSFC, NOx-PM trade off paradox of an Piezo sensor Range 5000 PSI, with low noise cable
existing diesel engine by harnessing the synergetic benefit of Crank angle Resolution 1°, Speed 5500 RPM with TDC
PM and BSFC reduction through CRDI operation and simul- sensor pulse.
Data acquisition NI USB-6210, 16-bit, 250kS/s.
taneous NOx reduction by use of EGR application. The prob-
device
lem was solved by converting this multi-objective problem into Piezo powering Model AX-409
single objective with the help of Grey Fuzzy Grade Techniques unit
of optimization. Modi et al. [24] has conducted an experimen- Temperature Type RTD, PT100 and Thermocouple, Type K
tal study for palm oil blended with diesel fuel used in a single sensor
cylinder diesel engine and optimization by Taguchi method. Temperature Type two wire, Input RTD PT100, Range 0–
The Taguchi method was found to be an efficient technique transmitter 100 °C, I/P Thermocouple,
for quantifying the effect of control parameters. Engine perfor- Range 0–1200 °C, O/P 4–20 Ma
mance is mostly influenced by engine load and is least influ- Load indicator Digital, Range 0–50 kg, Supply 230VAC
enced by blend ratio. Sivaramakrishna et al. [25] has worked Load sensor Load cell, type strain gauge, range 0–50 kg
Fuel flow DP transmitter, Range 0–500 mm WC
on optimization of engine between best performance and least
transmitter
emission for blend of karanja biodiesel using of Taguchi and Air flow Pressure transmitter, Range (–) 250 mm WC
multi regression analysis optimization for different engine transmitter
parameter. It is found that 30% v/v of karanja oil blends with Rota meter Engine cooling 40–400 LPH; Calorimeter 25–
diesel at CR of 18 with nozzle pressure of 230 bar and FIT 27o- 250 LPH
bTDC gives maximum performance and resulted in reduction Gas Analyzer AVL DIGI GAS 444
of emission. Karthikeyan et al. [26] has done an investigation Smoke Meter AVL 437 Smoke Meter
on use of turpentine oil as blending agent with diesel for differ-
Parametric optimization of engine performance and emission for various n-butanol blends 855
Fig. 2 (a–d): Normality test result for BSFC at different load conditions.
ence of water. It is less corrosive, has higher calorific value than combustion process, reduces emissions [27]. So based on above
ethanol, higher cetane number and low heat of vaporization. literature survey, it is understood that n-butanol is promising
Due to high oxygen content of n-butanol (21.6%), it improves fuel additives The comparative table of physio-chemical
856 A.R. Patil, A.D. Desai
properties of different fuel additives for diesel fuel has been emission for these test conditions were then analyzed to Tagu-
mentioned in Table 1 below. In the present work, different chi DoE method has been employed to identified correct num-
n-butanol blend with diesel (0–20 of %v/v) were tested for ber of possible experimental trials needed and then data from
different engine operating settings viz. CR (15–18), FIP these test were used to identify the optimum n-butanol blending
(220–260 bar) and FIT (21-25obTDC) at different test load con- proportion with correct setting of selected engine operating
ditions. (Idle, ¼, ¾ and Full Load). Results of performance and parameter for better engine economy and least emission.
Parametric optimization of engine performance and emission for various n-butanol blends 857
2. Design of experiments responses viz. BTE and BSFC as performance response while
NOx and smoke as emission response. Before proceeding to
2.1. Selection of design of experiments and optimization start of experimentation, fuel sample were tested for ASTM
Standards to be used in diesel engine. Test blend sample con-
taining maximum amount of n-butanol i.e. 20% v/v called B20
Based on literature survey, it has observed that Taguchi
is selected and sent to lab for testing. The different tests were
method is most easy and robust method. Also it is cost effec-
performed as per ASTM and results of the same were tabu-
tive as it identifies the minimum number of experimental trials
lated in Table 4.
needed by suggesting correct combination of different design
The experimental test facility selected for the present study
parameter needed for analysis of test results avoiding unneces-
has been presented in form of line diagram form as show in
sary data collection and their analysis. So Taguchi DoE has
Fig. 1. It is computerized research single cylinder 4 S VCR
been used to identify the correct combination of selected
Diesel Engine test rig with eddy current dynamometer and
design factor and their levels in present study. For the present
DAQ system to collect different data signal of chosen
study, factors and levels were selected based on literature
responses. It’s provided with facility to vary the CR by adjust-
review are mentioned in Table 2.
ing clearance volume, to change FIP and FIT as per need of
2.2. Selection of Taguchi orthogonal array present study and experimental settings.
The detail specification of engine set up used for present
work is mentioned in Table 5.
Based on number of Factor (4) and number of Levels assigned
Fuel sample as per L16 array is prepared and engine oper-
to each design factor (4), L16 orthogonal array is selected as
ating parameter settings viz. CR, FIP and CR were adjusted.
shown Table 3.
The tests start with trial at idle load condition and engine
allowed to run for 5 min so it will stabilize at the selected test
2.3. Experimentation condition and come to steady state condition. As it is comput-
erized test setup, test sequence were started using Engine Soft
Based on Taguchi orthogonal array, sixteen experimental trials software and load is applied in steps. Initial readings were
were identified to collect observation data of different taken at idle load condition. During the trial, manual reading
Fig. 4 a–d Normality test result for BTE at different load conditions.
858 A.R. Patil, A.D. Desai
of engine parameter like Fuel consumption (cc/sec), Load (kg) 3. Results and discussion
and EGT is also taken along with reading of smoke meter and
gas analyzer. This is repeated for all load conditions (¼, ø and 3.1. BSFC response for all load condition
¾). Afterward engine is switched to new test sequence as per
L16 array and trial procedure is repeated. After the completion
Normality test is performed on BSFC observation for all load
of all trails, reports is generated from engine soft software and
conditions using Anderson Darling test. It is observed from
necessary observation data were noted down as shown in
Fig. 2 that BSFC observation doesn’t follow normal distribu-
Table 6.
tion as ‘p’ value is not greater than 0.005. This represent that
Parametric optimization of engine performance and emission for various n-butanol blends 859
BSFC observation doesn’t follow any pattern. During 1/3 and Table 7 shows the effect of different factor level on brake
2/3 of full load condition the BSFC is close to 0.005 which specific fuel consumption at different load conditions. It is
show no deviation due to no substantial change in A/F ration observed that compression ratio is next significant parameter
of engine. at almost all condition except at high load. Conditions with
Regression analysis is performance to generate the equation compression ratio 17, fuel inject pressure 260 bar and fuel
between repose parameter and operating factors. Eqs. (a–d) injection timing 24 °bTDC.
represent regression model for BSFC at different load condi- Fig. 3(a–d) represents the effect of level of different operat-
tions (Idle, 1/3, 2/3 and Full Load). It’s observed from equa- ing factors on average Brake specific fuel consumption
tions that y-intercept is almost cost for all expect in Eq. ‘a’ response at various load conditions. It is observed that fuel
with coefficient of n-butanol is highest representing important injection timing is leas average response followed by compres-
factor in deciding BSFC. sion ratio. It is also observed from Fig. 3 that 15% of n-
butanol is consuming least fuel at all load conditions except
BSFC = 1.7520–0.1580 n but + 0.0310 CR
ðaÞ at normal load condition (1/3 of full load). This may be due
0:130FIP0:0860FIT to possibility of more uniform combustion using oxygen from
n-butanol diesel blend during the combustion process.
BSFC = 0.4525–0.01150 n But + 0.0050 CR
ðbÞ
þ 0:0040FIP þ 0:0050FIT 3.2. BTE response for all load condition
BSFC = 0.3462–0.00050 n But 0.0030 CR Fig. 4(a–d) represent results of normality test on Break ther-
ðcÞ
0:0020FIP þ 0:0005FIT mal efficiency response. It is observed from graph that brake
thermal efficiency response observations were normally dis-
BSFC = 0.3769–0.0087 n But 0.00880 CR tributed for different load conditions expect at 2/3 of full load
ðdÞ condition. This indicate the brake thermal efficiency follow
0:0238FIP þ 0:0197FIT
some pattern.
Fig. 6 (a–d): Normality test result for NOx at different Load conditions.
860 A.R. Patil, A.D. Desai
Using regression method, mathematical mode is created in BTE = 18.97 + 1.311 n but 0.428 CR
ðfÞ
the four equations Eqs. (g–j). þ 0:135FIP1:006FIT
BTE = 1.752–0.158 n but + 0.031 CR
ðeÞ BTE = 23.861 + 0.094 n But + 0.204 CR
0:130FIP0:086FIT ðgÞ
þ 0:165FIP0:029FIT
BTE = 25.88 + 0.092 n-But + 0.156 CR (i–l) represents the regression model of NOx for different
ðhÞ
þ 0:121FIP þ 0:303FIT engine parameters prepared using regression analysis for dif-
ferent load conditions.
Fig. 5 graphically represent the effect of different level of Regression Equations for different load conditions
each parameter of brake thermal efficiency. It is observed that
BTE is maximum for unblended diesel fuel for idle load condi- NOx = 36.6 + 5.95 n-But + 3.70 CR + 8.25 FIP 11.15 FIT
tion and decreases for remaining load. The reason for this may ðiÞ
be is that during idle condition we require rich mixture and
oxygen content dilute the richness as n-butanol percentage is NOx = 611–51.1 n But 33.5 CR + 194.1 FIP 129.5 FIT
increased. For the remaining load conditions, break thermal ðjÞ
efficient increases as percentage of n-butanol increases till high
load condition where we need rich mixture. It is observed from NOx = 1764–4.0 n But 97.6 CR + 222.9 FIP 163.7 FIT
Table 8, that n-butanol is significant factor till load condition
which is replaced by Fuel Injection Pressure and Fuel Injection ðkÞ
Timing at high load conditions followed by CR. So it evident
that for higher brake thermal efficiency, n-butanol addition of NOx = 2320 + 59.6 n But 42.3 CR + 245.5 FIP 175.4 FIT
15% must be paired with correct adjustment of Fuel Injection ðlÞ
Pressure and Fuel Injection Timing here at 260 bar and 24
Fig. 7 shows the effect of different levels of each factor NOx
°bTDC respectively.
formation. Here also n-butanol with 15%v/v shows least NOx
formation at all load condition. Table 9 gives table regarding
3.3. NOx response for all load condition significance of each factor level on responses. It is observed
that Fuel Injection Pressure is most significant factor which
Fig. 6 shows normality test result for NOx response at differ- should be adjusted at 22°bTDC to achieve minimum NOx
ent load conditions. It is evident from graph that response is formation.
normally distributed and ‘p’ value is higher than 0.005. Eqs.
Fig. 8 (a–d): Normality test result for smoke at different load conditions.
862 A.R. Patil, A.D. Desai
3.4. Smoke response for all load condition Smoke = 0.297–0.0210 n but + 0.0690 CR 0.0820 FIP + 0.0880 FIT
ðpÞ
Fig. 8(a–d) shows normality test result graph for smoke forma- Fig. 9 shows the effect of different levels of each factor on
tion at different test load conditions. It is evident from graph engine smoke formation. Diesel with n-butanol blend of 15%
that response is normally distributed and p value is higher than v/v shows least smoke formation for all test load condition.
0.005 except at ø of full load condition. Eqs. (m–p) represents Table 10 gives details regarding significance of each factor
the regression model of smoke formation with different engine levels on smoke formation. It is observed that Fuel Injection
parameters prepared using regression analysis for different Timing most significant factor at idle and high load condition
load conditions. while fuel injection pressure at normal load conditions. FIP at
Smoke = 0.0700 + 0.0030 n but + 0.0020 CR 260 bar while FIT at level 22°bTDC gives minimum smoke all
ðmÞ load conditions
0:0245FIP þ 0:0240FIT
4. Optimize parameter sequence
Smoke = 0.0644–0.0047 n but + 0.0268 CR
ðnÞ
0:0027FIP þ 0:0087FIT
Taguchi Design of experiment method is used to find the opti-
mum setting of Compression Ration, fuel injection ration and
Smoke = 0.3494–0.0163 n but 0.0163 CR
ðoÞ fuel injection timing for correct blend proportion of n-butanol.
0:0292FIP0:0083FIT After using L16 array and response analysis of Table 11, the
optimum combination highest load conditions are n-butanol
Parametric optimization of engine performance and emission for various n-butanol blends 863
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