Effect of Ignition Timing Advance On Performance of A Small Producer Gas Engine
Effect of Ignition Timing Advance On Performance of A Small Producer Gas Engine
Effect of Ignition Timing Advance On Performance of A Small Producer Gas Engine
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Natthawud Dussadee
Maejo University
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Abstract
1. Introduction
Limitation of conventional fossil fuel reserves and reduction of environmental impact
have intensified the search for alternative fuels in internal combustion engines.
Renewable fuel is an obvious solution to this problem. Biomass derived, producer gas
is an interesting source that can be the fuel of choice in the future. The producer gas
derived from biomass via gasification has average composition consisting of 4-10 %
H2, 28-32 % CO, 0-2 % CH4, 1-3 % CO2 and 55-65 % N2 with mean calorific value of
about 4500 – 5600 kJ/Nm3 [1]. The stoichiometric air to fuel ratio is 1. 25 ± 0. 05 on
2342 N. Homdoung et al
mass basis. The laminar flame speed is in a range of 10-12 cm/s [2]. However, when
use in an engine, the power output and efficiency were reported to decrease,
compared to a typical liquid fuel [3]. Adjusting ignition timing may improve the
engine performance. With respect to previous works on ignition timing effect on
performance of SI engines, Lawankar et al. [4] tested a medium sized, SI engine with
gasoline and LPG. They found optimum ignition timing of the engine to be 20° BTDC
for gasoline and 30° BTDC for LPG, respectively. Gopal et al. [5] reported
appropriate ignition timing for CNG and gasoline engines in which the maximum
brake thermal efficiency occurred at 27° BTDC for CNG, and at 32° BTDC for
gasoline. For CNG, duration of the burn was needed to increase due to slower flame
speed [6]. Kakaee et al. [7] reported similar ranges to Lawankar et al [4] and Gopal et
al. [5]. Shidhar et al. [2] worked on varying ignition timing of a range of SI engines
with producer gas operation at high compression ratio (CR) mode. Appropriate
ignition timings were identified. Works on SI engines on different gases such as
methane and landfill gas [8], biogas [9] and hydrogen [10] were also available.
To the authors' knowledge, it is clear that currently there is no report on small
engines with producer gas operation. It is therefore the focus of this work to
investigate if improvement can be achieved with adjustment of the ignition timing
advance for a small producer gas engine.
2. 2 Data analysis
A Shimadzu GC-8A gas chromatography machine was used to measure mole
fractions of CO, H2, CH4, CO2 and N2 in the producer gas. Average chemical
compositions were found to be CO = 30. 5±2%, H2 = 8. 5 ± 2%, CH4 = 0. 35%, CO2 =
4. 8±1%, and O2 = 6. 3±0:5%. Calculated calorific value of the producer gas was 4.
64 MJ/Nm3. The density of charcoal was about 250–300 kg/m3 with average moisture
content of 7%. The experiment conditions were at ambient pressure of 0. 92 kPa.
Average air density was 1. 1 kg/m3. Ambient temperature during the testing period
was 30 ± 3°C.
2. 3 Test procedures
Engine tests were carried out at varying ignition timings between 20°-50° BTDC. The
engine speeds were in a range of 1100–1900 rpm on part load and full load mode. All
experimental were done at the corresponding MBT. Air and fuel were tuned to
achieve the maximum power. The measurements were recorded at an average interval
of 10 min, after achieving a stable operation. Charcoal consumption at each load was
monitored by weighing the mass of charcoal feeding into the gasifier. The producer
gas and airflow rates were measured using Lutron YK-80 flow meters. F609 Chauvin
Arnoux watt meter was used. Electrical load consists of ten 100W bulbs with ten
500W heaters. Temperatures of exhaust gas, water and oil lubricant were measured
using type K of thermocouples connected to Yokokawa DX 220-1-2 data logger. The
coefficient of variation (COV), specific fuel consumption (BSFC), brake mean
effective pressure (BMEP), brake thermal efficiency (BTE), optimum ignition timing
were evaluated.
2344 N. Homdoung et al
3. 1 Coefficient of variation
A COV is a measure of cyclic variability that occurs during early stage of combustion
and around peak pressure. Figure 2 shows variation of COV of BMEP with engine
speed at 60% load and full load. For each speed, the ignition timing was adjusted to
MBT timing. The COV of BMEP was found to vary between 1. 75 to 3. 0%.
Minimum COV occurred at 1300 rpm. At higher engine speeds, the COV of BMEP
was found to increase, but remained small. Increase in COV was due to difference in
cycle-to-cycle combustion process caused by variations in mixture motion in cylinder,
the mixing of air-producer gas and residual gas in cylinder for each cycle [11]. In
comparison between operation loads, the use of full load appeared to show higher
COV than part load.
4.0
60% of load
3.5 full load
2.5
2.0
1.5
1.0
1000 1200 1400 1600 1800 2000
Engine speed (rpm)
Figure 2: COV of BMEP with engine speed for two different loads
250
0
10 20 30 40 50 60
Ignition timing (CA, BTDC)
Figure 3: Relation of ignition timing, engine speed and load on brake mean effective
pressure
Figure 4: Relation of ignition timing, engine speed and load on brake specific fuel
consumption
2346 N. Homdoung et al
30
0
10 20 30 40 50 60
Ignition timing (CA, BTDC)
Figure 5: Relation of ignition timing, engine speed and load on brake thermal
efficiency
50
Optimum ignition timing (degree) 45
40
35
30
25
20
15
1000 1200 1400 1600 1800 2000
Engine speed (rpm)
Figure 6: The optimum ignition timing of small producer gas engine with varying
engine speed
4. Conclusions
From the investigation, it was found that a small agricultural engine can operate
satisfactorily well with producer gas. Adjusting ignition timing can improve
performance of the producer gas engine. In this work, the optimum ignition timing of
the small producer gas engine were between 20° to 25° BTDC at 1100 rpm, 25° to 30°
BTDC at 1300 rpm, 32. 5° to 37. 5° BTDC at 1500 rpm and 40° BTDC of 1700 rpm.
Appropriate ignition timing advance enabled BMEP to increase. The maximum
BMEP of 195 kPa was achieved at 1700 rpm of full load. At this speed, the lowest
BSFC rate of 0. 93 kg/kWh and maximum BTE of the small producer gas engine was
achieved.
Acknowledgment
The authors would like to thank the Graduate School and the Department of
Mechanical Engineering of Chiang Mai University, as well as the Energy Research
Centre of Maejo University for providing test facilities and technical supports.
Financial supports from the Energy Policy and Planning Office, and the Commission
on Higher Education were highly appreciated.
References
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2348 N. Homdoung et al
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