International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169

Volume: 5 Issue: 5 617 621

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Performance Analysis of Petrol Engine using Producer Gas with Variable CR

Bhavin C.Patel Imran Molvi

Dept. of Mechanical engineering Assistant Prof. Dept. of ME
PIET, Parul University PIET, Parul University
Vadodara, India Vadodara, India
bhavin.patel2605@gmail.com Imran.molvi@paruluniversity.ac.in

Abstract: Producer gas is promising alternative fuel to meet energy demand in many countries which is defined as gas generation from solid
waste through thermo-chemical conversion route (also termed as gasification) can be used for fuelling a compression ignition (CI) engine in duel
fuel mode or a spark ignition (SI) engine in the gas alone mode. This technology is also environmentally benign and holds large promise for the
future. Survey in the field of producer gas based engines reveals modest research work have been carried out since the inception of biomass/
charcoal gasification systems. Producer gas contains a large fraction of inert and with laminar burning velocity being high (due to presence of
H2), smooth operation at higher Compression ratio does not seem impossible. Many researchers have found that power loss could be reduce
(about 15-30%)while operating producer gas at higher compression ratio. This could be attributed to two reasons, namely non- availability of
standard gasification system that could generate consistent quality producer gas and the other relating to misconceptions about producer gas
(related to compression ratio limitation due to knock tendency and de-rating). The knock tendency can be expected to be better on account of
large fraction of inert gas as compared to natural gas. However, there has not been any research on octane rating test conducted on producer gas
fuel and moreover it is not clear if any established test procedure exists for producer gas like the methane number test for natural gas and biogas.
Power loss in producer gas engine could be due to reduction in the mixture energy density and the product-to- reactant mole ratio.

Keywords: Producer gas, Knocking, De-rating, Gasification, Compression ratio

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INTRODUCTION charcoal gasifiers (ANON-FAO Report, 1986). It is estimated

that over seven million vehicles in Europe, Australia, South
Reciprocating internal combustion engines have
America and Pacific Islands were converted to run on
integrated into society service since the middle of 20 century.
producer gas during World War II . These engines were spark
Their use has improved the quality of life substantially, but at
ignition (SI) engines, mostly operating in the lower
the cost of degradation to the environment as well as depletion
compression ratio (CR) range and based either on charcoal or
of fossil fuels, certainly due to insufficient environmental
biomass derived gas. At the far end of 20 century, there was a
consciousness in several countries. Therefore, large impetus is
renewed interest in biomass gasification technology, which
being given to reduce the emissions by two approaches
had stimulated interest in producer gas operated engines. Prior
namely, increasing the engine efficiency and the use of
to 21st century, the work reported in this area had been limited
alternate fuels in place of fossil fuels. In present chapter, the
to lower CR (less than 12.0) engine due to perceived limitation
use of alternate fuels has been addressed along with modeling
of knock at higher CR.
and simulation of engine combustion. In the domain of
Crude oil and petroleum products are proposed to
alternative fuels, gaseous fuels receive more prominence
become very costly. The fuel economy of engines is
because of the possibility of cleaner combustion. Among the
improving day-by-day and it will continue to improve in the
gaseous fuels, producer gas derived from biomass gasification
future. On the other hand, there has been an enormous increase
is a better option as an environment friendly fuel. This fuel
in the number of vehicles. This has started dictating the
gas, in addition to being CO neutral, generates lesser quantity
demand for fuel. In the near future, gasoline and diesel are
of undesirable emissions. Even though the merits of producer expected to become more costly. Alternative fuel technology
gas have been recognized earlier, the technological has become more popular with increased use and depletion of
capitalization has remained in infancy. fossil fuels. There have been some internal combustion (IC)
The thermo-chemical conversion of biomass leads to
engines fuelled with non-gasoline or diesel oil fuels, although,
generation of a gas generally termed as producer gas. The
their numbers have been relatively small. As the cost of
process is termed as gasification implies that a solid fuel is petroleum products is high, many developing countries are
converted to a gaseous fuel. Gasification is not a new trying to use alternate fuels for their vehicles. Another factor
technology but is known ever since World War II. During this that has been motivating the development of alternate fuels for
period a number of vehicles in Europe were powered with
the IC engine is the emission problems of gasoline and diesel
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engine. The large number of automobiles today is a major
contributor to the air quality problem of the world. Quite a lot
of improvements have been made in decreasing the emissions
from the engines. But, these improvements have been nullified
by the increase in the number of automobiles. Also, a large
percentage of crude oil needs to be imported from other
countries having large oil-fields. [1]
BACKGROUND THEORY
Large numbers of researches were carried out with
biomass as a replacement of internal combustion (IC) engine
fuel from various parts of the world. Most of these
experiments were reported from USA, Europe, India,
Malaysia, China and Germany. A summary of these
experimental results are discussed in this paper. Literature
survey in the field of producer gas based engines reveals
modest research work to have been carried out since the
inception of biomass / charcoal gasification systems. This
could be attributed to two reasons, namely non availability of
standard gasification system that could generate consistent
quality producer gas and other relating to misconceptions
about producer gas fuel.
The history of gasification development starting from
1699 to 1970 as reported. The target and benchmarks for
gasification were reported in 1906. Biomass gasification
technology has been in existence for more than 80 years since
world war two. The first attempt to use producer gas to operate
an internal combustion engine was carried out in 1881. The
first well reported conversation about using a producer gas
engine for operating tractors was during 1931-1934. Initially,
diesel engines were operated along with producer gas in dual
fuel mode. In dual fuel operation, 60-65% of diesel
replacement was obtained while using an engine with a
capacity of 5.25 kW. A dual fuel engine was operated with a
power generation efficiency of 19%, with a diesel replacement
of 59%. A maximum efficiency of shaft power was obtained at
21% in dual fuel operated engine. The specific fuel
consumption to generate one kWh of electricity was reported
as 1.28 kg of fuel wood and 65 ml of diesel. Presently most of
the engines are working at a very low efficiency. Particularly
the producer gas engines are working with an overall
efficiency in the range of 20-22%. Efficiency closer to 20% is
achieved only at the maximum operating capacity of the
engine. At part load operating conditions, the efficiency of the
engine is much lower. It is essential to operate the biomass
gasifier based power generation system at higher efficiency to
reduce fuel consumption and substitute the use of fossil fuel.
Energy efficiency issues are discussed in the context of
technology and trends in energy use. While encouraging
technology driven economic growth there should be a focus
for reduction of GHG (green-house gas) emission.
Improvement in performance efficiency of engines by
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reducing fuel consumption helps to reduce GHG emissions
substantially and achieve sustainable growth. The present
study involves a detailed performance analysis of a biomass
gasifier coupled with a producer gas engine for improving the
overall efficiency of the system. Electrical output from the
engine and energy flow through flue gas and radiator cooling
fluid was monitored at variable load conditions.
Initially, diesel engines were run along with producer
gas on dual fuel mode to avoid complications involved in
modifying an engine to run on 100% producer gas. Due to
increase in cost of diesel and its scarcity in rural areas it was
preferred to run engines on100% producer gas. The increasing
cost of diesel price makes it too expensive to generate power
on dual fuel mode. A diesel engine needs more modifications
to run with 100% producer gas. The engine modifications
needed are introduction of a spark ignition system, a gas
carburetor (fuel intake manifold) for supplying the required
fuel mixture and a governor to control the throttle valve for
controlling the fuel flow according to the operating load and
hence, maintain engine speed. The engine manufacturers are
not in favor of engines operating with 100% producer gas due
to the impurities in the gas. Now engine manufacturers like
Cummins are manufacturing heavy duty IC engines having 12
cylinders which can run on 100% producer gas.
PRODUCER GAS FUEL
3.1 Properties of Producer gas as fuel
Some of the fundamental data relating to producer
gas along with pure gases is given in Table 1. The comparison
of producer gas with methane is more vital with regard to the
internal combustion engine operation. This is because most of
the engines operating on gaseous fuels are either close to pure
methane (natural gas) or diluted methane (bio-gas, land-fill
gas). The fuel-air mass equivalence ratio, i.e., (actual fuel to
air ratio)/(Stoichiometric fuel to air ratio) at the flammability
limits compares closely for both the gases, but the laminar
burning velocity for producer gas at the lean limits is much
higher. The laminar burning velocity for producer gas (at
0.1MPa, 300K) is about 0.5 m/sec which is about 30% higher
than methane. This feature demand lower advancement in the
ignition timing for the engine based on producer gas fuel.
Table 1: Comparison of properties of producer gas with other
fuels
Properties Producer Natural Petrol
gas gas
CH4
Chemical composition CO,CO2, C8H18
H2, CH4,N2
Fuel, LCV, MJ/kg 5.0 50.2 45.8
Air-Fuel ratio at =1 5.6 35.8 14.7
(mass)
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Energy Density of A + F 2.12 2.76 46.4
mixture
Laminar flame speed at 50 35 185
stoichiometry (cm/s)
Peak flame temperature 1800 2210 2400
(K)
Product-reactant mole 0.87 1.0 - the biomass moving down increases the residence time in the
ratio
Like any other gaseous fuel, producer gas can be used
for internal combustion engine operation provided that the gas
is sufficiently clean and contaminant does not accumulate in
the intermediary passages to the engine cylinder. But this fuel
has largely been left unexploited due to additional perceptions,
namely (1) auto-ignition tendency at higher CR,(2) large de-
rating in power due to lower calorific value. However, these
perceptions were re-examined (Sridhar et al., 2001). Firstly, as
the laminar burning velocity being high due to the presence of
hydrogen (more so, with the gasifier system adapted) might
reduce the tendency for the knock. Secondly, the presence of
inert in the raw gas (CO and N) might suppress the pre-
flame reactions that are responsible for knocking on account of
increased dilution. Also the maximum flame temperature
attainable with the producer gas being lower compared to
conventional fuels like methane, one could expect better knock
resistivity.
3.2 The Gasification system
The thermo-chemical reactions converting solid bio-
residues to producer gas occur in the reactor. The IISc Bio-
residue gasifier (IBG) is novel as compared to World War II
design. This is an open top down draft re-burn system with air
for gasification being shared from open top and side nozzles.
The reactor has a removable top cover kept open during
operation and screw conveyor system for ash removal. The
open top operations lead to bed stratification. There will be an
upward movement of the flame front into the moving bed of
char with air flowing in the opposite direction. The flame front
moves upwards into the un-burnt fuel. This is similar to the
flame front moving in a premixed flame.
Figure 1: The Gasification system
This movement of the front helps in establishing a
larger hot zone leading to better preparation of the fuel as it
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moves downwards towards the second air supply zone or the
nozzle zone. Thus, in the case of an open-top gasifier, the
air/gas flow is homogeneous across the bed and the air/gas
also passes through a long porous bed of fuel in the vertical
direction. In the open top gasifier, the regenerative heating due
to the transfer of heat from the hot gases (through the wall) to
high-temperature zone and thus leads to better tar cracking.
Combining the open-top with an air nozzle towards the bottom
of the reactor helps in stabilizing the combustion zone by
consuming the unconverted char left and also by preventing
movement of the flame front to the top. As a consequence, the
high temperature zone spreads above the air nozzle by
radiation and conduction, aided by air flow from the top in the
case of the open top system. The tar thus is eliminated in the
best possible way by the high temperature oxidative
atmosphere in the reactor itself. In the present design of the
gasifier, the heat transfer from the hot gases flowing in the
annular space makes it possible to gasify wood chips that have
moisture contents as high as 25%, with consistent gas quality
from a range of biomass fuels. A further feature of the
introduction of the air nozzle into the open top design is that
char conversion can be made near-complete.
In steady operation, the heat from the combustion
zone near the air nozzles is transferred by radiation,
conduction and convection upwards causing wood chips to
pyrolyse and loses 70-80% of their weight. These pyrolysed
gases burn with air to form CO, CO, H2, and H2O, thereby
raises the temperature to 1300-1500 K. The product gases
from the combustion zone further undergo reduction reactions
with char. The product gas exits from the reactor at around
750-850 K, below the reduction zone. Typical gas composition
(dry basis) at the reactor is as follows, 20 % CO, 20 % H 2, 1 %
CH4, 11 % CO and the rest N2.
REVIEW OF THE PAST EXPERIMENTS
Martin et al. (1981) had conducted experiments using
charcoal gas and biomass based producer gas on a SI engine
and had found a de-rating of 50% and 40 %respectively at a
CR of 7. They also claimed 20% duration while working with
producer gas at a CR of 11. An upper limit of CR of 14 and 11
for charcoal and biomass based producer gas respectively was
proposed by Martinet.al. [3].
Parke et al. (1981) worked on both naturally aspirated
and super charged gas engines. The de-ration of 34% was
claimed compared to gasoline operation and a lesser de-rating
in a supercharged mode [4].
In the Indian sub-continent, work in the area of
producer gas engine has been reported by the biomass
gasification group at the Indian Institute of Technology,
Mumbai. Experiments were conducted on a naturally aspirated
diesel engine at CR of 11.5 (Shashikant et al.1993, 1999;
Parikh et al. 1995). The reason given for limiting the CR was
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knocking tendency. However, no experimental evidence was
provided in support of it [5].
The only earlier experimental work in the higher CR
range is reported by Ramachandran (1993) on a single cylinder
diesel engine with a CR 16.5 coupled to a water pump. A
power de-ration of 20% was reported at an overall efficiency
of 19% without any signs of detonation. However this work
does not report detailed measurement of gas composition,
pressure crank angle diagram and emissions, which are
essential for systematic investigation and scientific
understanding [6].
Experimental results of a systematic investigation on
producer gas operated internal combustion engine at higher
CR for the first time was reported by Sridhar et al. (2001). The
primary investigation was conducted on an engine of 24 kW
capacities. Experiments wereconducted on a spark ignition
engine converted from a naturally aspirated, three cylinder,
direct injection diesel engine (RB 33 model) of compression
ratio CR 17. It was reported that working at a higher CR
turned out to be more efficient and also yielded higher brake
power. A maximum brake power of 17.5 kWe was obtained at
an overall efficiency of 21% at the highest CR. The maximum
de-rating of power in gas mode was 16% as compared to the
normal diesel mode of operation at a comparable CR, whereas,
the overall efficiency declined by 32.5% [7].
Also a systematic investigation on producer gas
operation at CR comparable to that of diesel engine was
carried out and reported by Sridhar et al. (2001, 2003, and
2006). The source of producer gas fuel used was from an open
top re-burn down draft gasifier system using casuarinas wood
pieces as fuel source. The compression ratio limits were tested
up to 17:1 without any audible knocking. It was demonstrated
that the comparable power to that of diesel engine (with lesser
de-rating of 15-20%) could be achieved with producer gas by
operating engine at higher CR [8].
In 2005, Sridhar et al. investigated on a naturally
aspirated engine (Ashok Leyland make ALU680model) to
study the gaseous emissions of producer gas6 International
Journal on Applied Bioengineering, Vol. 9, No. 1 January
2015driven by IC engine and found that in duel fuel operation
NO levels are lower compared to operations with pure diesel
fuel on account of lower peak flame temperature. The CO
levels were higher due to combustion inefficiencies. In the
case of gas alone operation, it is found to be environmentally
benign in terms of emissions; NO and CO levels are found to
be much lower than most of the existing emissions norms of
various countries including the USA and EU[9].
S. Dasappa et al. (2007) had hands on the CUMMINS
naturally aspirated engine at Indian Institute of Science,
Bangalore to check the wear of the components assessed at the
end of 5000 hours of operation. They had observed that the
monitoring and reliability studies indicate that the wear of the
engines components to be with well within limits. Engine
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lube oil quality has been periodically assessed and found to be
satisfactory. The pressure curve is smooth and there is no
knock inside the cylinder [10].
N Homdoung and N Dussadee investigated on a small
agricultural engine to study the effect of ignition timing
advance of producer gas International Journal of
AppliedEngineering Research, Vol. 9, No. 13 (2014) and
found that adjusting ignition timing can improve performance
of the producer gas engine. Appropriate ignition timing
advance enabled BMEP to increase. The maximum BMEP of
195kPa was achieved at 1700 rpm of full load [11].
N Homdoung and N Dussadee (2015) had hands on
the small, single cylinder; naturally aspirated diesel engine
was modified in to a spark-ignition engine. It was fueled with
100% Producer gas and coupled to a 5.0 kW dynamometer.
They observed the engine performance in terms of engine
torque, brake power, brake thermal efficiency and brake
specific fuel consumption at variable compression ratios
between9.7:1-17:1. They found that the modified engine
successfully ran with 100% producer gas at high CRs. The
most appropriate CR was 14:1 at full load with a maximum
engine speed of 1700 rpm. The best BSFC of 0.94 kg/kWh and
maximum BTE of about 19% were obtained [12].
P Gobbato, M Masi and M Benetti (2015)
investigated the performance and emissions of a heavy-duty
PG-fuelled engine and compared the data found to SI engines.
They found that Power de-rating during PG operation exceeds
50% because of the reduction of thee volumetric efficiency
compared to NG operation. Exhaust gas analysis shows that
PG fuelling contributes to reduce both CO and NO emissions
in all the operating condition [13].
P Chunkaew, Y Sriudom, W Jainoy and W Chanpeng
(2016) tested the brake power of Honda Model GX-120-four
strokes-spark ignited engine, they had studied the effect of CR
and percentage of opened air inlet valve on brake power, the
CR of 7.5:1 and 9.3:1 and percentage of opened air inlet valve
of 30% and 75% were used. They had found that the brake
power of CR at 9.3:1 with 75% of opened air inlet valve was
1443.6 Watts at 3800 rpm showed the highest break power
[14].
However, a combination of the ignition voltage,
compression ratio (CR) and piston crown geometry in the
performance and emission characteristics of a CNG engine
with an improvement by 20-30% under certain cases with a
considerable reduction in emissions as compared to
conventional gasoline was reported by Rajesh C. Iyer et al
[15].
EXPERIMENT
Natural Gas engines are available as a product from
engine manufacturers. This can be used for producer gas
operations by using a different carburetor. In establishing the
use of producer gas a fuel, basic research has been carried out
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at IISc on converting a diesel engine to operate on producer
gas. Use of producer as a fuel at varying compression ratio has
been studied. The optimum ignition timing for producer gas
operation at varying compression ratio was established during
this study. It is evident that pressure curve is smooth and there
is no knock inside the cylinder. An important aspect in fueling
natural gas engines with producer gas is to handle the A/F for
producer gas at varying load conditions. The carburetion
system for handling producer gas was successfully developed
and tested to operate on various engine capacities.
Figure 2: Experimental setup
The compression ratios and the mixing ratio between
air and producer gas which produced from dry wood were
clearly affected on torque and brake power while the engine
load was being increased.
Vs + Vc
CR =
Vc
The experiments were conducted with two
compression ratios. Compression ratio could be changed in
two ways either modify the piston geometry or change the
gasket size between cylinder head and cylinder. So we are
modifying the piston geometry and increasing the compression
ratio.
CONCLUSION
Many experimental works should be carried out using
Producer gas as Internal Combustion engine fuels in various
countries. In most of the experiments of Producer gas engine,
they found about 40-50% of De-rating in power. Using of
Producer gas as fuel can reduce the GHGs emissions almost
zero. Researchers have found from past experiments that by
increasing the Compression ratio in Producer gas engine
reduce the Power loss of the engine about 15-30%.
REFERENCES
[1] Ganesan V., Internal Combustion Engines. New Delhi, Tata
McGraw-Hill, 2007
[2] G Sridhar, H V Sridhar, S Dasappa, P J Paul, D N
Sunnukrishna and N K S Rajan, Green Electricity from
Biomass fuelled producer gas Engine, IISc Banglore 2001
[3] Martin J. and Wauters P. Performance of Charcoal Gas
Internal Combustion Engines, Proceedings of International
Conference- New Energy Conversion Technologies and Their
Commercialization, Vol 2, PP 1415-1424.
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[4] Parke P.P. and Stanley S.J. and Walawnder W. (1981):
Biomass producer Gas Fuelling of Internal Combustion
Engine, Energy from Biomass and Wastes V, Lake Buena
Vista PP. 1 35.
[5] Shashikantha, Banerjee P.K., Khairnar G.S., Kamat P.P. and
Parikh P.P. (1993): Development and Performance Analysis
of a 15 kWe Producer Gas Operated SI Engine, Proceedings
of Fourth national meet on Biomass Gasification and
Combustion, Mysore, India, Vol. 4, PP. 219 - 231.
[6] Ramachandran A. (1993) Performance studies on a wood gas
run IC engine, Proceedings of Fourth National Meet on
Biomass Gasification and Combustion, Mysore, India Vol
4,PP 213-218
[7] G. Sridhar, P.J. Paul, H. S. Mukunda (2001): Biomass
derived producer gas as a reciprocating engine fuel an
experimental analysis, SAE Technical Paper.
[8] G. Sridhar, H V Sridhar, S Dasappa, P J Paul, N K S Rajan, H
S Mukunda (2005): Development of Producer gas engines,
Indian Institute of Science, Bangalore, India.
[9] G. Sridhar, S. Dasappa, H.V. Sridhar, P.J. Paul, N.K.SRajan
(2005): Gaseous emissions using producer gas as fuel in
reciprocating engines, SAE Technical Paper 2005-01-1732.
[10] Dasappa S, Sridhar G Rao, Sridhar H V, P J Paul (2007):
Producer gas engines Proponent of clean energy
technology, Indian Institute of Science, Bangalore, India.
[11] N Homdoung, N Dussadee (2014): Effect of Ignition Timing
Advance on Performance of a small Producer gas Engine,
Chiang Mai University, Thailand.
[12] N Homdoung, N Dussadee (2015): Performance Investigation
of a modified small engine fueled with producer gas, Chiang
Mai University, Thailand.
[13] P Gobbato, M Masi, M Benetti (2015): Performance analysis
of a producer gas-fuelled heavy-duty SI engine at full-load
operation, University of Padova, Italy.
[14] P Chunkaew, Y Sriudom, W Jainoy, W Chanpeng (2015):
Modified Compression Ratio effect on Brake Power of Single
Piston Gasoline Engine Utilizing Producer gas, Rajamangala
University of Technology Thanyaburi, Pathumthani,
Thailand.
[15] Rajesh C. Iyer, MallikarjunVaggar, T.R. Seetharam, Salim
Abbasbhai Channiwala (2008): Investigation of the influence
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gas Engines, SAE 2008-01-176.
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