1. Final Project Seminar
AN INVESTIGATION OF DIESEL ENGINE PERFORMANCE BY BLENDING DIESEL WITH DI-ETHYL ETHER WITH AND WITHOUT E.G.R.
Project Guide:
Mr. NAGAPRASAD.K.S
Asst. Professor,
Department of Mechanical Engg.
Presented by:
ANWAR D. (1KS07ME400)
RAKESH MOHAN (1KS06ME039)
SANTOSH KAIPA (1KS06ME044)
YOGESH S. N. (1KS04ME057)

2. Introduction to project

3. Exhaust gas recirculation (EGR)
Exhaust gas recirculation (EGR) is a nitrogen oxide (NOX) emission reduction technique used in diesel engine.
EGR works by re-circulating a portion of an engine's exhaust gas back in to the engine cylinders.
In a diesel engine, the exhaust gas replaces some of the excess oxygen in the pre-combustion mixture.
Hence, EGT is reduced by EGR which actually reduces the amount of NOx emission.

4. Fig:1 EGR connections Fig:2 Inter-cooler Setup

5. Fig 3: Complete Experimental Set-up

6. DI-ETHYL ETHER
Diethyl ether, also known as ethyl ether, or ethoxy-ethane, is an organic compound with the formula (C2H5)2O.
It is a colorless, highly volatile flammable liquid with a characteristic odor.
Diethyl ether has a high cetane number of and hence it is used as a starting fluid for diesel and gasoline engines because of its high volatility and low auto ignition temperature. 

7. Cont’d:
Diethyl ether has an auto Ignition temperature of 160 °C and Flash point temperature of -45 °C and its calorific value of 33,890.
Application of Di-Ethyl Ether is very vast in automobile industries as a fuel, in medical industries as an anesthesia and has many more laboratory applications.

8. Fig 4: Molecular Formula of Di-Ethyl Ether

9. STATEMENT OF PROBLEM
The main problem associated with diesel engine is its higher exhaust gas temperature (EGT) and higher emissions.
Even though many after emission treatment techniques like catalytic convertors are being used to reduce the emission of gas, it is found efficient at a reduced EGT.
Whereas in Diesel engine, the Exhaust Gas Temperature is high and hence treatment like Catalytic Convertors is not efficient.

10. Cont`d:
Hence, the method of Exhaust Gas Recirculation (E.G.R) is implemented to reduce the E.G.T and NOx particles.
However, efficiency of the engine reduces due to the application of EGR in diesel engine, it is compensated by blending diesel with Di-ethyl ether.

11. OBJECTIVES OF STUDY
To develop diesel engine test rig with hydraulic dynamometer
for loading and required measuring instruments.
To identify the optimal operating conditions of the diesel
engine with pure diesel.
To develop an exhaust gas recirculation system suitable for
diesel engine.
To conduct performance test on diesel engine with pure diesel
with EGR at different valve openings and identifying an optimal condition.

12. Cont’d:
To conduct performance test on diesel engine with diesel blended with Di-Ethyl Ether (DEE) at different proportionate without EGR and with EGR at different valve openings and identifying an optimal condition.
To compare the performance of diesel engine by injecting pure diesel and different blends of Di-Ethyl Ether at various quantity of EGR and without EGR.

13. EXPERIMENTAL SET-UP OF E.G.R
Compression Ignition Engine:
Experiments are conducted on the shown figure, a four stroke multi-cylinder, water cooled compression ignition engine. The specifications of the engine are shown in the specification table.

14. Table-1: Engine specifications
Engine Description
1.8L 68bhp 4 cylinder OHV
Engine Displacement
1817 cc
No. of Cylinders 4
Valve Configuration
Over Head Valve (OHV)
Maximum Power
RPM
Maximum Torque
RPM
Bore x Stroke
84 x 82 mm
Compression
Ratio 23:1
Turbocharger No
Supercharger

15. The engine is loaded through the above shown hydraulic
Fig: Fig: 7
The engine is loaded through the above shown hydraulic
dynamometer setup.

16. Exhaust gas cooler:
Above shown exhaust gas cooler is used in EGR system to reduce the temperature of exhaust air which in turn reduces the NOx contents. The cooled air is re-circulated through the air filter to the engine. The black pipe in the above shown fig is the inlet of hot exhaust gas and green pipe is the outlet pipe of cooled air.

17. Control valve:
EGR Control valve is another main part of the EGR system that controls the quantity of exhaust gas flow in to the system. The stainless steel type ball valve is used in the setup to control the flow.
Exhaust gas re-circulation
deviation:

18. EGR Connection:
The above shown EGR connection is the deviation made in the exhaust Pipe to withdraw the gas partially by the control valve. It is then cooled in the intercooler and sent back to the provision made in the air chamber.

19. Full experimental set up:

20. Comparison of performance characteristics of pure diesel with and without Exhaust Gas
Re-circulation (E.G.R)

21. Fig: 01 Brake Thermal Efficiency v/s Brake power for the engine
operating with pure diesel
For the test conducted on pure diesel, the efficiency has found to decrease by re-circulating exhaust gas in to the engine manifold. This happens due to burnt gas occupying the engine cylinder which thereby reduces the availability of oxygen for combustion. The maximum efficiency has been found to be 8.36% for brake power of W without EGR.

22. operating with pure diesel
Fig: 02 Specific Fuel Consumption (S.F.C) v/s Brake power for the engine
operating with pure diesel
The specific fuel consumption was measured with brake power for all the test turns with and without EGR. It is found that S.F.C reduces with the increase in Brake Power on the engine due to higher performance of engine at higher loads. The minimum value of SFC found is Kg/KW-h for a brake power of W without EGR

23. Fig: 03 Exhaust Gas Temperature (E.G.T) v/s Brake power for the engine
operating with pure diesel
The Exhaust gas temperature is compared with brake power for all the test turns with and without EGR It is found that E.G.T reduces with the application of E.G.R which In turn reduces the NOx contaminates in the emission. The minimum value of EGT was found to be 220 degree Celsius for a brake power of W with ¾ valve opening for EGR.

24. Fig: 4 Volumetric efficiency v/s Brake power for the engine
operating with pure diesel
The Volumetric Efficiency is compared with brake power for all the test runs with and without EGR. The Volumetric Efficiency is found to be considerably reduced with the application of E.G.R which is due to recirculation of exhaust gas. The maximum value of volumetric efficiency was found to be 25.19% for a brake power of W without EGR.

25. Comparison of performance characteristics of diesel blended with 2% Di-Ethyl Ether with and without Exhaust Gas Recirculation (E.G.R)

26. Fig:5 Brake thermal efficiency v/s Brake power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The brake thermal efficiency was measured with brake power for all the test turns with and without EGR. The maximum efficiency has been found to be 9.50% for brake power of W at ¾ opening of EGR.

27. Fig:6 Specific fuel consumption v/s Brake power for the engine
operating with diesel blended with 2%Di-Ethyl Ether
The specific fuel consumption was measured with brake power for all the test turns with and without EGR. It is found that S.F.C reduces with the increase in Brake Power on the engine due to higher performance of engine at higher loads. The minimum value of SFC found is Kg/KW-h for a brake power of W at ½ opening of EGR

28. Fig:7 Exhaust Gas Temperature v/s Brake Power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The Exhaust gas temperature is compared with brake power for all the test turns with and without EGR It is found that E.G.T reduces with the application of E.G.R which In turn reduces the NOx contaminates in the emission. The maximum value of EGT was found to be 216 degree Celsius for a brake power of W at ¾ valve opening for EGR.

29. Fig:8 Volumetric Efficiency v/s Brake Power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The Volumetric Efficiency is compared with brake power for all the test runs with and without EGR. The Volumetric Efficiency is found to be considerably reduced with the application of E.G.R which is due to recirculation of exhaust gas. The maximum value of volumetric efficiency was found to be 28.17% for a brake power of W without EGR.

30. Comparison of performance characteristics of diesel blended with 10% Di-Ethyl Ether with and without Exhaust Gas Recirculation (E.G.R)

31. Fig:9 Brake thermal efficiency v/s Brake power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The engine is tested at 1000 rpm for all the performance tests and the brake thermal efficiency was measured with brake power for all the test turns with and without EGR. The efficiency has found to decrease by re-circulating exhaust gas in to the engine manifold.. The maximum efficiency has been found to be 14.31% for brake power of W at ½ opening of EGR.

32. Fig:10 Specific fuel consumption v/s Brake power for the engine
operating with diesel blended with 2%Di-Ethyl Ether
The specific fuel consumption was measured with brake power for all the test turns with and without EGR. It is found that S.F.C reduces with the increase in Brake Power on the engine due to higher performance of engine at higher loads. The minimum value of SFC found is Kg/KW-h for a brake power of W at ½ opening of EGR

33. Fig:11 Exhaust Gas Temperature v/s Brake Power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The Exhaust gas temperature is compared with brake power for all the test turns with and without EGR It is found that E.G.T reduces with the application of E.G.R which In turn reduces the NOx contaminates in the emission. The maximum value of EGT was found to be 200 degree Celsius for a brake power of W at ½ valve opening for EGR.

34. Fig:12 Volumetric Efficiency v/s Brake Power for the engine
operating with diesel blended with 2% Di-Ethyl Ether
The Volumetric Efficiency is compared with brake power for all the test runs with and without EGR. The Volumetric Efficiency is found to be considerably reduced with the application of E.G.R which is due to recirculation of exhaust gas. The maximum value of volumetric efficiency was found to be for a brake power of W without EGR.

35. Comparison of performance characteristics of pure diesel and diesel blended with Di-Ethyl Ether

36. Fig: 13 Brake Thermal Efficiency v/s EGR valve Opening for the load of 16 KG. The above graph shows the Brake thermal Efficiency of engine for different valve openings of EGR for pure Diesel, 2% Die-Ethyl Ether (C4H10O) and 10% Die-Ethyl Ether blends. It is found that the efficiency spontaneously increases by increasing the quantity of Die-Ethyl Ether, for all valve openings of EGR. The maximum thermal efficiency was found to be 14.31% for 10% C4H10O blends at ½ valve opening.

37. Fig 14. Specific Fuel Consumption v/s E. G. R Valve Opening at 16 KG
Fig 14. Specific Fuel Consumption v/s E.G.R Valve Opening at 16 KG. The above graph shows The Specific fuel consumption decreases by increasing the quantity of DEE for all valve openings of EGR. The efficiency has increased as more quantity of exhaust gas is re-circulated for diesel, 2% DEE and 10% DEE blends. The Specific Fuel Consumption was found to be 0.976kg/Kw-hr for 10% DEE blends and 0 valve opening.

38. Fig 15. Exhaust Gas Temperature v/s E. G. R Valve Opening at 16 KG
Fig 15. Exhaust Gas Temperature v/s E.G.R Valve Opening at 16 KG. The above graph shows that the exhaust gas temperature decreases by re-circulating the exhaust gases for all valve openings of EGR. The minimum Exhaust Gas Temperature was found to be 105 for 10% DEE blends and 0 valve opening.

39. Fig 16. Volumetric Efficiency v/s E. G. R Valve Opening at 16 KG
Fig 16. Volumetric Efficiency v/s E.G.R Valve Opening at 16 KG. The above shown graph shows that volumetric efficiency increases by re-circulating the exhaust gases for all valve openings of EGR. The maximum volumetric efficiency was found to be 27.43% for 2 % DEE blends and 0 valve opening.

40. Conclusion
The efficiency of engine has enhanced by blending DEE with diesel for different valve openings of EGR. But the efficiency has reduced with EGR without blending of DEE.
The exhaust gas temperature has reduced by having DEE as blends when the exhaust gas is re-circulated.
Specific Fuel Consumption of the engine can be decreased by the using DEE for various valve opening of EGR.
The maximum brake thermal efficiency is found to be % for diesel with DEE at an EGR opening of ½ valve.
The EGT obtained for 16 KG of load at ½ opening of EGR with 10% blend is found to be 200oC where as for the same load without EGR it was 250oC.

41. References
D.A . Kouremenos and D.T. Hountalas , K.B. Binder , A.Raab and M.H.Schnabel , ‘Using advanced injection timing and EGR to improve DI diesel engine efficiency at acceptable NO and Soot level’, SAE
Yasufumi Yoshimoto and Hiroya Tamaki , “Reduction of Nox and smoke emission in a diesel engine fueled by Biodiesel Emulsion combined with EGR”, SAE
Timothy V.Johnson , “Diesel emission control in review” , SAE
Howard L .Fang .Jerry C. Wang and Robert C. Yu , C.Z. WAN , Ken Howden, “Sulfur management of NOx absorber technology for diesel light –duty vehicle and truck application ” , SAE