Summary

Internal combustion engines are used mainly in automotive industries and in different power related

applications. Keeping in their importance it is intended to conducted a thoroughly study on

compression engine (diesel engine). We have given the basic parameters of engine such as inlet

temperatures of air, fuel and water, their flowrates, brake power, torque of engine etc. all the

aforesaid parameters are noted from the apparatus available. The given engine model is Peugeot

206 Turbo, this engine is four stroke having 04 number of cylinders, capacity is 1997 cm3, fuel

density is 864kg/m3, also we have the specific heats of fuel, water and exhaust gases which are

4.5*E4, 4.18 and 1.18 kJ/kgK respectively. Using the available values we have calculated the output

parameters such as brake mean effective pressure, brake fuel consumption, thermal efficiency of

diesel engine and also mass flowrates of air, fuel and cooling water. Furthermore, rate of energy

input into fuel, from cooling water and energy rate to exhaust is also calculated. The engine model

is test at two rpms and for each rpm, keeping speed constant 05 number of test are further conducted,

which are named as Test-A, Test-B, Test-C, Test-D and Test-E respectively. For experiment

purpose run at two speeds at 2300 rpm, and 2800 rpm, for each five number of test are conducted.

Using the emissions analyzer, emission gases such as NOx, CO, CO2, HC and O2 are noted down.

It is clear from the results that increasing the speed of diesel engine from 2300 rpm to 2800 rpm

tends to enhance to emissions. From the results it is also clear that as the engine continuously then

brake mean effective pressure decreases, specific fuel consumption increases. It is also noticed as

the engine speed increases then gaseous emissions also increases.

Keywords: Diesel engine, brake power, brake mean effective pressure, gaseous emissions.
Introduction

Because of their potential to lower carbon emissions, synthetic fuels made via technologies like

Power-to-Liquid (PtL) are gaining popularity [1]. Making the switch to these greener fuel choices

contributes to reducing the environmental effect of diesel engines and supports the worldwide

movement toward sustainable energy sources. Natr Natrayan et al. [2] conducted a thoroughly study

on the reduction of Co2 emission using the L-aspartic acid the experimental setup by the is shown

below,

Figure 1 Experimental setup for L-aspartic acid apparatus.

Xuewen Zhang et al.[3] Conducted a study to find out the suitable strategies for the reduction of

emissions from the diesel engine. The authors concluded that by using biodiesel and Di-ethle ether

there is good control on the Emmons reduction of diesel engine. Michael et al. [4] concluded that

if wall flow particulate filter is used then emissions from engine decreases significantly.
It takes a mix of cutting-edge technologies, cleaner fuels, and supporting regulatory frameworks to

reduce emissions in diesel engines, which is a complex task. In order to achieve a more sustainable

and ecologically friendly future for diesel engines [5], it is imperative that continuous efforts be

made to optimize combustion processes, deploy efficient after treatment systems, investigate

alternative fuels, and embrace electrification [6], [7]. A CO2 reduction trap is shown below,

Figure 2 Arrangement of CO2 reduction trap

The automotive and industrial industries continue to be at the forefront of the search for cleaner and

greener diesel engines as technology advances and environmental concerns gain traction worldwide

[7]. In order to lower emissions from diesel or compression ignition reciprocating engines in a

variety of industries, including marine, stationary, automotive, and rail, researchers, universities,

and manufacturers are actively investigating different technologies and alternative fuels

Calorific Value

It is the amount of energy which is present in fuel or food and it’s determined by complete

combustion of any specified quantity at the pressure which is kept constant and given normal

conditions. It’s also named as calorific power and it is measured in kJ per kg [8].
Test Engine and Operating Conditions

The engine was run with diesel initially, then with different blends at a constant load of 30% and a

crankshaft speed of 2300 & 2800 rpm after obtaining readings from the test bed for one blend, the

engine was operated for 5 to 10 minutes to use the remaining fuel blend. The exhaust emission

gases like CO, CO2, NO, and HC were analyzed using an exhaust gas analyzer provided by

Inferably Smart. The following physical geometries and fluid properties are provided for the

calculations.

Physical Values Units

Number of cylinders
4
(Peugeot 206 Turbo HDI)
Engine Capacity (Peugeot cm3
1997
206 Turbo HDI)
Engine Number of power
strokes per revolution 2
(Peugeot 206 Turbo HDI)
Fuel Density kg/m3 864
Cooling Water Density kg/m3 1000
Specific enthalpy of kJ/Kg
Combustion LHV of diesel 4.50E+04
fuel
Specific heat capacity of kJ/kgK
4.18
water Cp
Specific Heat capacity of kJ/kgK
1.15
exhaust Cp

Performance Parameters

Diesel engine performance parameters which are taken as input are brake power, engine toque,

temperatures & flowrates of both air and fuel. We have noted these values from the engine test be

and using the values the output parameters are calculated [9].
Engine Torque

The amount of torque produced [10] by the engine is measured as given in Equation 2.

T W  R (2)

Where W is the brake load in newton and R is the arm length. Its unit is Nm. If we have brake load

in kg, then we have a very basic formula that can be shown in Equation 3.

W  m g (3)

In the above equation ‘m’ denotes the load applied on engine and ‘g’ is the gravitational acceleration

and its value is 9.81m/sec2

Engine Brake power (BP)

As the name indicates, the power which is available at the engine crankshaft, it is measured in kW

and theoretically it is calculated as [11],

Equation 4.

 2 T  N 
BP   60, 000  (4)
 

In the above equation, ‘T’ is the engine torque which is noted from test bed, ‘N’ is rotational speed

of engine’s shaft is measured in rpm (revolution per minute).

Brake specific fuel consumption (BSFC)

It is just a particular amount of fuel used by any vehicle to in order to travel a certain amount of

distance [12], usually it is denoted ad BFSFC and its units are kg/kWh. As shown in Equation 5.

𝐹𝐶
𝐵𝑆𝐹𝐶 = 𝐵𝑃 (5)

The above equation shows that, increasing the engine’s brake power tends to reduce the brake
specific full consumption, in other words we can say that it varies inversely and directly to fuel
consumption [13].
Carbon monoxide (CO)

These emissions are very harmful to environment, so while designing the engine it is necessary to

keep them down as possible [14]. Carbon monoxide emissions depends the chemical properties of

the fuel being used, and operating conditions of engine such as temperature, air / fuel ratio etc. also

availability of oxygen when the engine runs at high speed [15].

Hydrocarbons (HC)

It is the mixture of both carbon and hydrogen and it strongly depends on the way of mixing of fuel

and the air inside the combustion chamber of engine [16]. However, if the ignition delay is slower

then it also causes the emission of hydrocarbons [17].

Nitrogen oxides (NO)

In the above paras, it is mentioned the emission in diesel engine, NOx or Nitrogen oxide is also

another engine emission, and these emissions are responsible of acid rain which is harmful for the

environment [18]. These emissions are produced when there is high temperature in computation

phase of fuel. Another parameter of NOx emissions is the speed of the engine because at higher

running speed nitrogen emission are produced no matter which type of fuel is being used inside

the combustion chamber of engine [19]. The simple reason behind this that when the engine runs

at high speed it consumes more fuel which tends to enhance the emissions [20].

Apparatus

 Diesel Engine Dynamometer Test Bench

 Fuel Flow Measurement

 Exhaust Gas Measurement

 Sensors for pressure and temperature

  System of Data Acquisition

Experimental Measured Data:-

Target RPM 2300 2300 2300 2300 2300

Measured Performance
Units Test A Test B Test-C Test-D Test-E
Values
Engine Brake Power kW 44.3 29.2 12.2 7.3 4.2
Engine Torque Nm 180.0 125.0 49.0 29.0 17.0
Engine Speed Rpm 2343 2227 2379 2382 2413
Engine Cooling Water Flow
L/min 32.0 32.0 32.0 32.0 32.0
Rate
Relative Humidity % 37.0 37.0 38.0 38.0 38.0
Engine Water Temp In oC
60.6 59.8 63.2 63.8 62.5
Oil Temp oC
86.7 82.6 84.7 84.6 84.3
Engine Water Temp Out oC
73.5 68.6 70.8 70.3 69.6
Fuel Flow Rate In (Corrected) L/min 2.3 2.3 2.3 2.3 2.3
Exhaust Temp oC
294.0 209.0 191.0 182.0 174.0
Inlet Air Flow Rate L/min 3410 2979 2641 2520 2448
Ambient Temperature oC
25.3 25.0 24.4 24.4 24.5
Ambient Air Pressure mmHg 766.2 766.2 766.2 766.2 766.2
Fuel Temp oC
36.7 35.9 33.8 34.3 34.6
Fuel Flow Rate Out
L/min 2.1 2.2 2.2 2.2 2.3
(Corrected)
Exhaust Analysis
Measurements
CO % 0.24 0.17 0.10 0.10 0.10
CO2 % 8.43 6.13 3.82 3.03 2.80
NOX Ppm 700 458 333 255 223
NO Ppm 615 320 220 143 121
THC (Total Hydro Carbon) Ppm 83 85 88 93 96
O2 % 6.8 10.3 13.8 14.3 14.5

The following graph depicts the physical properties of diesel engine such as its size, number of

cylinders, density of fuel, specific heats of both fuel and water, also densities of both water and

fuel,
In Test-1 of engine, there are 5 number of test are conducted at constant RPM which is 2300 rpm.

For the Test-A engine brake power is 44.3kW, engine torque is 180Nm, flowrate of cooling water

is 32 liter per minute, inlet water temperature of engine is 60.6C, oil temperature is 86.7C, flowrate

of fuel inlet is 2.,3 liters per minute, engine exhaust temperature is 294C, fuel temperature is 36.7C

and flowrate of fuel outlet is 2.1 liter per minute. For engine test-2 brake power is 29.2kW, engine

torque is 125Nm, flowrate of cooling water is 32 liter per minute, inlet water temperature of engine

is 59.8C, oil temperature is 82.6C, flowrate of fuel inlet is 2.,3 liters per minute, engine exhaust

temperature is 209C, fuel temperature is 35.7C and flowrate of fuel outlet is 2.1 liter per minute.

From the data brake power for different test at constant speed are 44.3, 29.2, 12.2, 7.3 and 4.2kW

respectively. Engine torque values are 180, 125, 49, 29 and 17 Nm respectively, however the

flowrate of cooling water for all these test are constant, and also engine speed is kept constant which

2343 rpm. Engine water temperature for tests are 60.6C, 59.8, 63.2, 63.8 and 62.5C respectively

and oil temperatures are 86.7C, 82.6C, 84.7C, 84.3C respectively. Exhaust water temperatures are

294C, 209C, 191C, 182C and 174C respectively. However the flowrate of fuel remains almost

constant which is 2.3 liters per minute. Now let us starts discussion at output parameter such brake

mean effective pressure for the tests are 1136.14kPa, 787.89kPa, 308.15kPa, 184.155kPa,

105.59kPa respectively. It indicates that brake mean effective pressure decreases as the engine
 continuously operates. The calculates mass flowrates of air are 0.067, 0.058, 0.051, 0.049 and 0.048

kg/sec and mass flowrates of fuel are 0.003168, 0.00233, 0.001483, 0.00128, 0.001 kg/sec

respectively which are also shows the decreasing trend.

Table 1 Measurement of Exhaust Emission gases for Test-1

Exhaust Analysis Measurements

CO % 0.24 0.17 0.10 0.10 0.10
CO2 % 8.43 6.13 3.82 3.03 2.80
NOX ppm 700 458 333 255 223
NO ppm 615 320 220 143 121
THC (Total Hydro Carbon) ppm 83 85 88 93 96
O2 % 6.8 10.3 13.8 14.3 14.5

Table 2 Calculated Engine Parameter for Test-1

Calculated Values Units

Vs m3 0.00049925 0.000499 0.000499 0.000499 0.000499
BMEP kPa 1136.147243 787.8904 308.1545 184.1553 104.5912
Air mass flow rate kg/s 0.067063333 0.058585 0.051942 0.049554 0.048144
Fuel mass flow rate kg/s 0.003168 0.002333 0.001483 0.001282 0.001109
A/F 2.12E+01 2.51E+01 3.50E+01 3.87E+01 4.34E+01
BSFC kg/h 0.010038136 0.010659 0.017327 0.025054 0.038165
Cooling water mass flow rate kg/s 0.533333333 0.533333 0.533333 0.533333 0.533333

The above table shows that calculated swept or displacement volume is 0.000499m3, brake specific

fuel consumption are 0.010038, 0.01065, 0.0173, 0.02505 kg/h and 0.03816 respectively. It is also

clear that mass flowrate of cooling water remains constant.

Energy Calculation Units

Rate of Energy Input
(from fuel combustion) kW 1.43E+02 1.05E+02 6.67E+01 5.77E+01 4.99E+01
Rate of Energy into
engine cooling water kW 28.7584 19.61813 16.94293 14.49067 15.82827
Rate of Energy into
Exhaust kW 21.70183316 12.89021 10.23566 9.213462 8.467788
 Test-2 Input data

Target RPM 2800 2800 2800 2800 2800

Measured Performance Values Units Test A Test B Test-C Test-D Test-E
Engine Brake Power kW 53.2 34.5 15.8 8.0 4.0
Engine Torque Nm 178.0 178.0 178.0 178.0 178.0
Engine Speed rpm 2853 2853 2853 2853 2853
Engine Cooling Water Flow Rate L/min 39.0 39.0 39.0 39.0 39.0
Relative Humidity % 40.0 38.0 36.0 37.0 37.0
o
Engine Water Temp In C 64.1 65.9 67.6 67.2 67.1
o
Oil Temp C 93.1 94.3 95.5 95.5 95.5
o
Engine Water Temp Out C 75.7 74.4 73.1 73.2 74.5
Fuel Flow Rate In (Corrected) L/min 2.4 2.4 2.4 2.4 2.4
o
Exhaust Temp C 383.0 344.5 306.0 290.0 280.0
Inlet Air Flow Rate L/min 4252 3901 3549 3300 2900
o
Ambient Temperature C 32.5 33.6 34.6 35.2 35.5
Ambient Air Pressure mmHg 734.2 734.2 734.2 734.2 734.2
o
Fuel Temp C 39.9 40.8 41.7 41.9 42.1
Fuel Flow Rate Out (Corrected) L/min 2.1 2.2 2.2 2.3 2.3

Discussion

In Test-2 of engine, there are also 5 number of test are conducted at constant RPM which is 2800

rpm. For the Test-A engine brake power is 53.2kW, engine torque is 178Nm, flowrate of cooling

water is 39 liter per minute, inlet water temperature of engine is 64.1C, oil temperature is 93.1C,

flowrate of fuel inlet is 2.1 liters per minute, engine exhaust temperature is 383C, fuel temperature

is 39.9C and flowrate of fuel outlet is 2.1 liter per minute. For engine test-2 brake power is 34.5kW,

engine torque is 178Nm, flowrate of cooling water is 32 liter per minute, inlet water temperature of

engine is 64.1C, oil temperature is 93.1C, flowrate of fuel inlet is 2.1 liters per minute, engine

exhaust temperature is 344.5C, fuel temperature is 35.7C and flowrate of fuel outlet is 2.1 liter per

minute. From the data brake power for different test at constant speed are 53.2, 34.5, 15.8, 4 and

4.2kW respectively. Engine torque values constant and its value is 178Nm, furthermore the flowrate
of cooling water for all these test are constant, and also engine speed is kept constant which 2800

rpm. Engine water temperature for tests is constant and oil temperatures are 93.1C, 94.3C, 95.5C,

95.5C respectively. Exhaust water temperatures are 294C, 209C, 191C, 182C and 174C

respectively. However the flowrate of fuel remains almost constant which is 2.1 liters per minute.

Now let us starts discussion at output parameter such brake mean effective pressure for the tests are

1120.503kPa, 726.642kPa, 332.781kPa, 168.49kPa, 84.248kPa respectively. It indicates that brake

mean effective pressure decreases as the engine continuously operates. The calculates mass

flowrates of air are 0.086, 0.0767, 0.0697, 0.0649 and 0.057 kg/sec and mass flowrates of fuel are

0.003701, 0.002736, 0.001771, 0.001728, 0.001584 kg/sec respectively which are also shows the

decreasing trend.

Exhaust Analysis
Test A Test B Test-C Test-D Test-E
Measurements
CO % 0.26 0.18 0.11 0.11 0.11
CO2 % 8.90 6.78 4.66 3.32 3.01
NOX ppm 757 442 308 232 193
NO ppm 700 350 197 134 105
THC (Total Hydro Carbon) ppm 97 115 121 124 128
O2 % 6.1 9.3 12.5 13.5 13.8
Test 2 graphs
Conclusion

Keeping in their importance it is intended to conducted a thoroughly study on compression engine

(diesel engine). The given engine model is Peugeot 206 Turbo, this engine is four stroke having 04

number of cylinders, capacity is 1997 cm3, fuel density is 864kg/m3, also we have the specific

heats of fuel, water and exhaust gases which are 4.5*E4, 4.18 and 1.18 kJ/kgK respectively. The

engine model is test at two rpms and for each rpm, keeping speed constant 05 number of test are

further conducted, which are named as Test-A, Test-B, Test-C, Test-D and Test-E respectively. For

experiment purpose run at two speeds at 2300 rpm, and 2800 rpm, for each five number of test are

conducted. Using the emissions analyzer, emission gases such as NOx, CO, CO2, HC and O2 are

noted down. It is clear from the results that increasing the speed of diesel engine from 2300 rpm to
2800 rpm tends to enhance to emissions. From the results it is also clear that as the engine

continuously then brake mean effective pressure decreases, specific fuel consumption increases. It

is also noticed as the engine speed increases then gaseous emissions also increases.

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Appendix