Journal of Mechanical Engineering Research and Developments (JMERD) 42(4) (2019) 234-237

Journal of Mechanical Engineering Research and

Developments (JMERD)
DOI : http://doi.org/10.26480/jmerd.04.2019.234.237
ISSN: 1024-1752
CODEN : JERDFO

RESEARCH ARTICLE
STUDY OF PERFORMANCE AND EMISSION CHARACTERISTICS OF FOUR STROKE
DTSI ENGINE USING PETROL AND CNG AS FUEL AT DIFFERENT SPEEDS
Krishna Prasad S1* Saravanan R2 and Narasimha Bailkeri1
1Department of Mechanical engineering, NMAM Institute of Technology, Nitte - Research scholar UVCE Bangalore
2Department of mechanical engineering, UVCE, Bengaluru
*Corresponding Author Email: raokrishnap@gmail.com
This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in
any medium, provided the original work is properly cited.

ARTICLE DETAILS ABSTRACT

Article History: The main aim of this study is to compare experimentally the effect of different speeds on the performance and emission
of four stroke digital spark ignition engine using petrol and CNG as fuel so as to optimize the speed which will lead to
Received 29 June 2019 better performance of the engine. The experiments were conducted at three different speeds, that is 1500 rpm,
Accepted 30 July 2019 2000rpm and 2500 rpm using petrol and CNG. The results showed that the brake thermal efficiency, brake specific fuel
Available online 26 August 2019 consumption and volumetric efficiency was found to be better for 2000 rpm for both petrol and CNG, also CO and UBHC
emission were found to be lower for 2000 rpm. But NOX emissions was increased both in petrol as well as CNG for
2000 rpm. Comparing Petrol and CNG, it is found that brake thermal efficiency is better for CNG and volumetric
efficiency for better in petrol. With respect to emission parameters, CO, UBHC and NOX emission was lower for CNG
for all speeds.

KEYWORDS

CNG, DTSI engine, emission characteristics, engine performance.

1. INTRODUCTION
It is a well-known fact that world is facing scarcity of petroleum fuels and
price of petroleum products are increasing day by day. Rapid depletion of
crude oil reserves and environmental aspects has forced to look for
effective utilization of petroleum products and also to go for pollution free
alternative energy sources.
One of the effective methods of reducing pollution problem which results
in better fuel economy is lean mixture burning [1]. It also helps in reducing
the formation of oxides of nitrogen and carbon monoxide [2]. If the
mixture is weakened, it will have an impact on the engine performance and
unburnt hydrocarbon emissions will be increased due to misfiring and
cycle by cycle fluctuation [3]. Though this problem can be overcome by
using slightly rich (10- 20% richer than stoichiometric) mixture, at part
load will result in after burning. So the poor part load performance and
mixture enrichment are the main disadvantages of the spark ignition
engines which results in wastage of fuel and increased pollutants in the
exhaust [4].
vehicles all over the world [14]. The major advantage of using CNG as S.I
engine fuel are; higher octane number which makes it superior fuel than
petrol, economical compared to petrol because of lower production costs,
engines significantly produce less pollution compared to petrol [15] does
not contain benzene or lead hence eliminates lead fouling of spark plug
and also lead and benzene pollution and combustion produces lower
greenhouse gases than petrol [16]. In CNG the major constituent is
methane which can be produced by anaerobic digestion process, hence it
can be considered as renewable source of energy. Table 1 shows the
comparison of physical and chemical properties of petrol and CNG. The
problems associated with the CNG as a fuel are; produces less power than
petrol fueled engine due to lower energy density and since it is a gaseous
fuel, reduces the volumetric efficiency of the engine.
In previous researches it was observed that dual ignition sources
improves the rapidity of combustion which results in complete
combustion, thus resulting in better engine performance and reduction in
exhaust emission for petrol and CNG. In the present work effect of speed
on the performance and emission parameters is analyzed.

Rapidity and completeness of the combustion are the two important Table 1: Properties of petrol and CNG
factors for the complete combustion in S.I engine. One of the effective
technique which results in rapid combustion is usage of multiple plug Properties Petrol CNG
ignition system. This method improves the rapidity and also results in
Octane number 85–95 120–130
completeness of combustion. In multiple ignition engine, flame
propagation begins at multiple points. In consequences effective flame Boiling Point, ⁰C at 1 bar 30-225 -160
travel distance reduces, hence there will be an improvement in the knock Lower heating value, MJ/kg 43.5 47.5
resistance [5-7]. This will extend lean limit and improves the part load
Stoichiometric air fuel ratio (mass) 14.7 17.2
performance, which is major problem with S.I engine.
Flammability limit in air (volume percent) 1.4 - 7.6 4.3 - 15.2
Petrol is the common fuel used in all the spark ignition engines. Exhaust
emission is the most common problem with petrol run engines which is Flame propagation speed, m/s 0.5 0.41
the major concern in most of the cities around the world. Natural gas has Adiabatic flame temperature, ⁰C 2150 1890
emerged as a promising alternative fuel for S.I engines to meet emission
regulations in many countries [13]. Use of natural gas over petrol has Auto ignition temperature, ⁰C 258 540
several benefits like lower fuel cost, higher octane number and cleaner
exhaust emissions due to which natural gas has been used to power

Cite The Article: Krishna Prasad S Saravanan R And Narasimha Bailkeri (2019) Study Of Performance And Emission Characteristics Of Four Stroke D tsi Engine Using Petrol And
Cng As Fuel At Different Speeds. Journal Of Mechanical Engineering Research And Developments, 42(4) : 234-237.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(4) (2019) 234-237

In the present work, comparative study on effect of speed on the
performance and emission characteristics of single cylinder four stroke
spark ignition engine using petrol and CNG has been carried out. As the
speed of the engine increases, time given for induction of fresh charge will
be less, which directly effects volumetric efficiency and in turn affects the
power output of the engine. Higher speed of the engine also increases the
CO and UBHC emissions, since time given for combustion reduces. In the
present work an attempt has been made to find the optimum speed for the
given engine using petrol as well as CNG, which can give better engine
performance and lower exhaust emissions.
2. EXPERIMENTAL SET-UP
Experiments were conducted in a computerized four stroke single
cylinder digital twin spark ignition air cooled engine. The petrol fed using
carburetor and CNG by using Lovato CNG kit. The engine is provided with
a fan to ensure effective cooling to prevent chances of overheating. The
engine is coupled to a eddy current dynamometer. The technical
specifications of the engine is mentioned in the table 2. The engine test rig
is fitted with the sensors to measure fuel consumption, exhaust gas
temperature, rate of air flow, speed and load sensor. The signals from
these sensors are fed to a computer which has the required software. The
software processes these signals and performance characteristics are
tabulated. To analyze the exhaust emissions, NETEL gas analyzer was used
to measure carbon monoxide (CO) in percentage by volume, unburnt
hydrocarbon (UBHC) and oxides of nitrogen (NOX) emission in parts per
million. Engine was tested at different speeds 1500 rpm, 2000 rpm and
2500 rpm using petrol and CNG for different load conditions.
The thermal efficiency was found maximum at 2000 rpm for both petrol
and CNG. This may be due to better combustion at 2000 rpm compared to
other two speeds because of optimal turbulence [9]. Itis very clear from
graph that CNG results in better brake thermal efficiency in all three
speeds when compared to petrol. The major attributes for this may be
lower fuel consumption, slightly higher calorific value of CNG and better
mixing of CNG [13] with air compared to petrol.
3.1.2 Variation of Brake specific fuel consumption (BSFC)
The variation of brake specific fuel consumption with load as shown in fig
3. The BSFC reduces with increase in load and reaches minimum at 75%
load in case of petrol and in case of CNG reaches its minimum at full load
condition. It is well known fact that BSFC is the mirror image of the brake
thermal efficiency, hence confirms with brake thermal efficiency curve [9].
For both the fuels 2000 RPM resulted in lower fuel consumption. This
might be due to better combustion at 2000 rpm than other two speeds. At
2000 rpm BSFC was minimum in case of CNG [13] compared to petrol due
to better mixing and formation of lean mixture.
G2000 P1500

25 50 75 100

Figure 2: Comparison of brake thermal efficiency with load for different

speeds using petrol and CNG as fuel.

Figure 1: Schematic diagram of engine set up

Table 2: Engine specifications

Type Bajaj DTSI, 4 stroke single

cylinder engine
Bore 0.0635 m
Stroke 0.0654 m
Cubic capacity 180 cc (aprox)
Compression ratio 9.5
Rated power 16.8 bhp @ 8500 rpm 25 50 75 100
Type of cooling Air cooled
Dynamometer used Eddy current type
Figure 3: Comparison of brake specific fuel consumption with load for
different speeds using petrol and CNG as fuel.
3. RESULTS AND DISCUSSION
3.1.3 Variation of volumetric efficiency
The experimental data were collected from experimental test rig using
petrol and CNG as fuel at 1500 rpm, 2000 rpm and 2500 rpm. The obtained
The variation of volumetric efficiency with load is shown in fig 4. It is clear
results are discussed.
from the graph that volumetric efficiency increases with increase in load
for all speeds for both the fuels. At 1500 rpm the volumetric efficiency was
3.1 Performance parameters
found better both in petrol and CNG. At lower speeds little extra time will
3.1.1 Variation of Brake Thermal Efficiency (BTE) be available for the induction of the fresh charge which might cause
increase in volumetric efficiency. At 2000 rpm due to complete
The variation in brake thermal efficiency with load is shown in the fig 2. combustion the cylinder wall temperature will be high, which increases
for different speeds considering Petrol and CNG as fuel. In petrol, brake the temperature of the incoming charge, thus resulting in lower
thermal efficiency increases with load and reaches maximum at 75% load volumetric efficiency [10]. At 2500 rpm the time available for induction of
then reduces. In case of CNG brake thermal efficiency increases with load. fresh charge is less which will affect the volumetric efficiency. It is also

Cite The Article: Krishna Prasad S Saravanan R And Narasimha Bailkeri (2019) Study Of Performance And Emission Characteristics Of Four Stroke D tsi Engine Using Petrol And
Cng As Fuel At Different Speeds. Journal Of Mechanical Engineering Research And Developments, 42(4) : 234-237.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(4) (2019) 234-237

found that with petrol, volumetric efficiency is better compared to CNG,
this might be due to charge cooling because of latent heat of evaporation
in case of petrol which reduces the incoming air temperature. The specific
volume of gaseous fuels is also a reason for reduction[13] in volumetric
efficiency of in case of CNG.
3.2 Emission parameters
3.2.1 Carbon monoxide (CO) emission
The fig 6. shows the variation of Carbon monoxide with load. CO emission
decreases with increase in speed reaches minimum value and then
increases again with increase in speed for both petrol and CNG. The CO
emission decreases with increase in load, reaches minimum value at 75%
load for all speeds and for both fuels. CO emission is found minimum for
2000 rpm both in case of petrol and CNG. This may be due to rapid
combustion which results in higher temperature [9]. It is also observed
that for 2000 rpm CO emission is found minimum in CNG than petrol. This
is due to better combustion efficiency and lean mixture burning at 2000
rpm [13].

3.2.2 Variation of UnBurnt Hydrocarbon (UBHC) emission

The fig 7. shows the variation of unburnt hydrocarbon emission with load.
UBHC emission decreases with increase in load reaches minimum value at
75% load and then increases. At 2000 rpm UBHC emission is found
minimum for both the fuels. Due to better combustion at 2000 rpm, the
25 50 75 100 cylinder wall temperature will be high which reduces the quench layer
thickness, thus resulting in lower UBHC emission [10]. It is also observed
that at 2000 rpm UBHC emission is lower in case of CNG than petrol [13].
Figure 4: Comparison of volumetric efficiency with load for different This might be due to better mixing of air and fuel due to optimal turbulence
speeds using petrol and CNG as fuel. and also due to the usage of lean mixture.

3.2.3 Variation of Oxides of Nitrogen (NOX)

The fig 8. shows the variation of oxides of nitrogen emission with load. The
NOX emission increases with increase in the speeds reaches maximum at
75% load and then reduces. This trend is found for all speeds. At 2000 rpm
for both the fuels NOX is found maximum [9]. Due to rapid and more
complete combustion, the temperature inside the combustion chamber
increases, which creates a favorable condition for nitrogen to react with
oxygen to form oxides of nitrogen [10]. Due to lower flame temperature
with CNG than that of petrol [13], CNG results in lower NOX emission for
all speeds.

25 50 75 100

Figure 5: Comparison of Air-fuel ratio with load for different speeds using
petrol and CNG as fuel.

25 50 75 100

Figure 7: Comparison of unburnt hydrocarbon emission with load for

different speeds using petrol and CNG as fuel.

25 50 75 100

Figure 6: Comparison of carbon monoxide emission with load for different

speeds using petrol and CNG as fuel

3.1.4 Variation of Air-Fuel ratio

The variation of air-fuel ratio with load is shown in the fig 5. From the
figure it is very clear that air-fuel ratio increases with increase in load both
25 50 75 100
in case of petrol and CNG. Air-fuel ratio is better for 2000 rpm because of
lower fuel consumption [13]. In case of petrol air-fuel ratio is found to be
better because of better induction of air due to charge cooling. Figure 8: Comparison of NOX emission with load for different speeds
using petrol and CNG as fuel.

Cite The Article: Krishna Prasad S Saravanan R And Narasimha Bailkeri (2019) Study Of Performance And Emission Characteristics Of Four Stroke D tsi Engine Using Petrol And
Cng As Fuel At Different Speeds. Journal Of Mechanical Engineering Research And Developments, 42(4) : 234-237.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(4) (2019) 234-237
4. CONCLUSION
From the experimental studies, the following conclusions can be derived
• The brake thermal efficiency is maximum at 2000 rpm for both petrol
and CNG and it is found better for CNG for all speeds.
• The BSFC is found minimum at 2000 rpm for petrol and CNG and it was
found minimum for CNG at all the speeds compared to petrol.
• The volumetric efficiency is maximum for petrol than CNG and it was
better at lower speeds.
• The air-fuel ratio maximum at 2000 rpm for petrol and CNG and it is
maximum for petrol.
• CO and UBHC emissions were minimum for 2000 rpm for both petrol and
CNG and at same speed it is minimum for CNG.
• NOX emission is higher at 2000 rpm compared to other speeds and is it
was higher for petrol than CNG at 2000 rpm.
• The final conclusion is that 2000 rpm gives the best possible result with
respect to performance and emission for both petrol and CNG, except for
slight increase in NOX emission.
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Cng As Fuel At Different Speeds. Journal Of Mechanical Engineering Research And Developments, 42(4) : 234-237.
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