visvesvaraya technological university · 2017-10-06 · we would also like to thank all other...

VISVESVARAYA TECHNOLOGICAL UNIVERSITY JNANA SANGAMA, BELAGAVI -590018

A Project Report

On

“ACETYLENE USED AS ALTERNATIVE FUEL IN

PETROL ENGINE”

Submitted to Visvesvaraya Technological University in partial fulfillment

of requirement for the award of

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

(Sponsored by K.S.C.S.T)

Submitted by

HARISH.A.HARIBAL 2SR11ME040

ABDULRAHAMAN.M.SUNNAKHAN 2SR12ME002

RAKESH.R.DWARAPALAK 2SR12ME059

SANTOSH.P.ULLAGADDI 2SR12ME069

Under the Guidance of

Mr. VINAYAK KOPPAD M.Tech

Assistant professor

Department of Mechanical Engineering

SRI TARALABALU JAGADGURU INSTITUTE OF TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

RANEBENNUR-581115

2016-17

SRI TARALABALU JAGADGURU INSTITUTE OF TECHNOLOGY

RANEBENNUR – 581115

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the project work entitled“ACETYLENE USED AS

ALTERNATIVE FUEL IN PETROL ENGINE” is a bonafide work carried

outbyHarish.A.H [2sr11me040] Abdulrahaman.M.S [2sr12me002]

Rakesh.R.D[2sr12me059] Santosh.P.U[2sr12me069] in partial fulfillment for

the award of degree of Bachelor of Engineering in Mechanical Engineering of

Visvesvaraya Technology University, Belagavi during the year of 2016-17. It is

certified that all correction/suggestion for internal assessment have been

incorporated in the report deposited in the department library. The project report

has been approved as it satisfies the academic requirements in respect of project

work prescribed for the Bachelor Engineering degree.

Signature of the Guide Signature of the HOD

Mr. VinayakKoppadM. Tech Dr. J O KiranPh.D Assistant professor Dept. of Mechanical Engineering

Dept. of Mechanical Engineering

Signature of the Principal

Dr. B ShivakumaraPh.D

Name of Examiners Signature of Examiners

1. 1.

2. 2.

ACKNOWLEDGEMENT

The satisfaction and euphoria that accompanies the successful completion of any

task would be incomplete without the mention of the people who made it possible. Many

are responsible for the knowledge and experience we have gained during our project and

throughout the course.

Our Heartily thanks to our Principal Dr.B Shivakumara, STJ Institute of

TechnologyRanebennur, for his kind Co-Operation and encouraging words.

It's our pleasure to express our sincere and humble gratitude to our beloved

Dr.J O KiranH.O.DofMechanical Department, STJ Institute of

TechnologyRanebennur, for his continuous encouragement that motivated us for the

successful completion of Project work.

we would like to express our deepest sense of gratitude to our Project work

guideMr. VinayakKoppadAssistant professorof Mechanical Engineering

Department, STJ Institute of Technology Ranebennur, for his valuable support, keen

interest and moral support in completing the project, their direction, supervision and

constructive were indeed a source of inspiration for the success of the Project work.

Also we would like to thank K.S.C.S.T, Bangalore for considering importance of

our project in future global role and sponsoring our project

We would also like to thank all other teaching and non-teaching staff of

Mechanical Engineering Department, STJ Institute of Technology Ranebennur,who

has directly or indirectly helped us in the completion of the Project work.

Last, but not the least, our sincere thanks to our friend Ravi.H.Kadaramandalagi and

other well-wishers who shared our pains during Project work directly or indirectly and

made its success.

Project Associates

HARISH.A.HARIBAL

ABDULRAHAMAN.M.SUNNAKHANRA

KESH.R.DWARAPALAKSANTOSH.P.U

LLAGADDI

DECLARATION

We, the students of final semester of MECHANICAL Engineering, STJ Institute of

Technology Ranebennur-581115 declare that the work entitled “ACETYLENE USED AS

ALTERNATIVE FUEL IN PETROL ENGINE”has been successfully completed under

the guidance of Mr.VinayakKoppadM. Tech of mechanical engineering Department, STJ

Institute of Technology Ranebennur. This dissertation work is submitted to Visvesvaraya

Technological University in partial fulfillment of the requirements for the award of Degree of

Bachelor of Engineering in Mechanical Engineering during the academic year 2016 - 2017.

Further the matter embodied in the project report has not been submitted previously by

anybody for the award of any degree.

Project Associates

HARISH.A.HARIBAL

ABDULRAHAMAN.M.SUNNAKH

ANRAKESH.R.DWARAPALAK

SANTOSH.P.ULLAGADDI

ABSTRACT

Studies reveal that Acetylene gas produced from calcium carbide (CaC2) is renewable in

nature and exhibits similar properties to those of hydrogen. An experimental investigation has

been carried out on a single cylinder, Spark ignition (SI) engine tested with pure petrol and petrol

- Acetylene dual fuel mode with diethyl ether as oxygenated additive. Experiments were

conducted to study the performance characteristics of petrol engine in dual fuel mode by

aspirating Acetylene gas in the inlet manifold, with petrol- diethyl ether blends as an ignition

source. Fixed quantity of Acetylene gas was aspirated and Blend of diethyl ether with petrol was

taken and then readings were taken at various loads. From the detailed study it has been

concluded that the acetylene gas give gives less emission than petrol. Dual fuel operation along

with addition of diethyl ether resulted in higher thermal efficiency when compared to neat petrol

operation Acetylene aspiration reduces smoke and exhaust temperature.

.

CONTENTS

CHAPTER NO. TITLE PAGE

NO

ACKNOWLEDGEMEN

ABSTRACT

1 INTRODUCTION 1-2

2 LITERATURE SURVEY 3-4

3 ACETYLENE GAS 5-7 3.1 Acetylene Gas Production By

Calcium Carbide 5

3.2 Manufacturing Methods of Acetylene

Gas by Calcium Carbide 6

3.3 Safety and Handling 6

4 FABRICATION 8-18

4.1 SPECIFICATION 8

4.1.1 Petrol Engine 9

4.1.2 Gas Vaporizer 10

4.1.3 Basic Steering Mechanism 11-13

4.1.4 Reaction Tank 13

4.1.5 Platform Chassis 14

4.2.1 Mild Steel 16

4.2 MATERIAL SELECTION 15-16

4.3 ASSEMBLY16

4.3.1 Welding16

4.4 DRAWING 17-18

4.4.1 Drawing of Reaction Tank 17


5 WORKING 19

6EMISSION TEST 20-21

7 COST ESTIMATION22-24

7.4 TRAVELLING EXPENSE 24

7.5 REPORTS 24

8 ADVANTAGES AND DISADVANT 25-26

8.1 ADVANTAGES 25

8.2 DISADVATAGES 26

8.3APPLICATIONS 26

9SCOPE FOR FUTURE WORK 27

10CONCLUSION 28

REFERENCES 29

PHOTO GALLERY

LIST OF FIGURES

FIG NO DESCRIPTION PAGE NO

4.1.2Gas Vaporizer10

4.1.3 Basic Steering Mechanism 11

4.1.4 Reaction Tank 13


4.4.1 Drawing of Reaction Tank 17


5 Working flow diagram 19

LIST OF TABLES

FIG NO DESCRIPTION PAGENO

3.4 Physical and Combustion Properties

Of Acetylene Gas 7

4.1.1.2Engine Technical Specification 9

6.1 Emission Test 20

7.1 Material Cost 22

7.2 Components Cost 23

7.3 Labour Cost 24

Acetylene Used as Alternative Fuel In Petrol Engine

DEPT. OF MECHANICAL ENGINEERING S.T.J.I.T, RANEBENNUR Page 1

CHAPTER 1

INTRODUCTION

In the present context, the world is confronted with the twin crisis of fossil fuel depletion and

environmental Degradation. Conventional hydrocarbon fuels used by internal combustion

engines, which continue to dominate many fields like transportation, agriculture, and power

generation leads to pollutants like HC (hydrocarbons), Sox( sulpher oxides), and particulates

which are highly harmful to human health.

CO2 from Greenhouse gas increases global warming. This crisis has stimulated active

research interest in non-petroleum, a renewable and non-polluting fuel, which has to promise

a harmonious correlation with sustainable development, energy conservation, efficiency, and

environmental preservation. Promising alternate fuels for internal combustion engines are

natural gas, liquefied petroleum gas (LPG), hydrogen, acetylene, producer gas, alcohols, and

vegetable oils. Among these fuels, there has been a considerable effort in the world to

develop and introduce alternative gaseous fuels to replace conventional fuel by partial

replacement or by total replacement. Many of the gaseous fuels can be obtained from

renewable sources. They have a high self-ignition temperature; and hence are excellent spark

ignition engine fuels. They cannot be used directly in petrol engines However, Petrol engines

can be made to use a considerable amount of gaseous fuels in dual fuel mode without

incorporating any major changes in engine construction.

It is possible to trace the origin of the dual fuel engines to Rudolf Petrol, who patented an

engine running on essentially the dual-fuel principle. Here gaseous fuel called primary fuel is

either inducted along with air intake, or injected directly into the cylinder and compressed,

but does not auto-ignite due to its very high self-ignition temperature. Ignition of

homogeneous mixture of air and gas is achieved by timed injection of small quantity of

petrol called pilot fuel near the end of the compression stroke.

The pilot petrol fuel auto-ignites first and acts as a deliberate source of ignition for the

primary fuel air mixture. The combustion of gaseous fuel occurs by flame propagation

Similar to SI engine combustion. Thus dual fuel engine combines the features of both SI and



SIengine in a complex manner. The dual fuel mode of operation leads to smoother operation;

lower smoke emission and the thermal efficiency are almost comparable to the petrol version

at medium and at high loads. However, major drawback with these engines are higher Knox

emissions, poor part load performance, and higher ignition delay with certain gases like

biogas and rough engine operation near full load due to high rate of combustion.



CHAPTER 2

LITERATURE SURVEY

G.Nagarajan and T.Lakshamanan conducted experiments on a diesel engine aspirated

acetylene along with air at different flow rates without dual fuel mode. They carried out the

experiment on a single cylinder, air cooled, direct injection (DI), compression ignition engine

designed to develop the rated power output of 4.4 kW at 1500 rpm under variable load

condition. Acetylene aspiration results came with a lower thermal efficiency reduced Smoke,

HC and CO emissions, when compared with baseline diesel operation.

Ashok Kumar et al. studied suitability of acetylene in SI engine along with EGR, and

reported that emission got drastically reduced on par with hydrogen engine with marginal

increase in thermal efficiency.

Gunea, Razavi, and Karim conducted experiments on a four-stroke, single cylinder, direct

injection diesel engine fueled with natural gas. Tests were conducted with diesel as the pilot

fuel having different cetane numbers in order to find the effects of pilot fuel quality on

ignition delay. They concluded that ignition delay of a dual fuel engine mainly depends on

pilot fuel quantity and quality. High cetane number pilot fuels can be used to improve

performance of engines using low cetane value gaseous fuel.

Swami Nathan et al. conducted experiments on sole acetylene fuel in HCCI mode and shown

the results with high thermal efficiencies in a wide range of BMEP. The thermal efficiencies

were comparable to the base diesel engine and a slight increase in brake thermal efficiency

was observed with optimized EGR operation. The intake charge temperature and amount of

EGR have to be controlled based on the output of engine and at high BMEPs hot EGR leads

to knock.

John W.H. Price described the explosion of an acetylene gas cylinder, which occurred in

1993 in Sydney. The failure caused severe fragmentation of the cylinder and resulted in a

fatality and property damage. He examined the nature of the explosion which occurred and

sought an explanation of the events. He gave more information to prevent accidents



regarding while using acetylene and the reactions take place in combustion and safety

precautions.

M. Senthil Kumar concluded that hydrogen can be inducted along with air to improve the

performance and reduce hydrocarbons and smoke emissions of a Jatropha oil fuelled

compression ignition engine with cleared dual fuel mode concept. The most significant

environmental penalty will be an increase of NO emission. The amount of hydrogen that can

be added depends on the output. At full load 7% of the total mass of fuel admitted has to be

hydrogen for optimal performance. At low outputs it is not advantages to use hydrogen

induction.



CHAPTER 3

ACETYLENE GAS

Acetylene (C2H2) is colorless gas used as a fuel and a chemical building block. As an

alkyne, acetylene is unsaturated because its two carbon atoms are bonded together in a triple

bond having CCH bond angles of 1800. It is unstable in pure form and thus is usually

handled as a solution. Pure acetylene is odorless, but commercial grades usually have a

marked odor due to impurities.

In 1836 acetylene identified as a "new carburet of hydrogen" by Edmund Davy.

The name "acetylene" was given by Marcellin Berthelot in 1860. He prepared acetylene by

passing vapours of organic compounds (methanol, ethanol, etc.) through a red-hot tube and

collecting the effluent. He also found acetylene was formed by sparking electricity through

mixed cyanogen and hydrogen gases. Berthelot later obtained acetylene directly by passing

hydrogen between the poles of a carbon arc.

3.1ACETYLENE GAS PRODUCTION BY CALCIUM CARBIDE

It was first prepared by the hydrolysis of calcium carbide, a reaction discovered by Friedrich

Wöhler in 1862.

CaC2 + 2H2O → Ca(OH)2 + C2H2

Calcium carbide is manufactured from lime and coke in 60:40 ratios and Calcium carbide

production requires extremely high temperatures, ~20000C, in an electric arc furnace.



3.2 MANUFACTURING METHODS OF ACETYLENE GAS BY

CALCIUM CARBIDE

There are two methods

1. Wet process

2. Dry process

In the wet process, calcium carbide is added to large quantity of water releasing

acetylene gas and calcium hydrate as residue. Later is discharged in the form of lime slurry

containing approximately 90% water.

Amount of water is added to CaC2 (1:1 ratio) in a generator. The heat of

reaction (166 Btu/ft3 of acetylene) is used to vaporize the excess water over the chemical

equivalent In the dry process, in order to eliminate the waste of calcium hydrate equal,

leaving a substantially dry calcium hydrate which is suitable for reuse as a lime source. The

temperature must be carefully controlled below 1500C at 15psi pressure throughout the

process because the acetylene polymerizes to form benzene at 600C and decomposes at

7800C. Further with air-acetylene mixture explodes at 480

0C.The crude acetylene gas

containing traces of H2S, NH3 and phosphine (PH3)

3.3 SAFETY AND HANDLING

Acetylene is not especially toxic but when generated from calcium carbide it can contain

toxic impurities such as traces of phosphine and arsine. It is also highly flammable.

Acetylene can explode with extreme violence if the absolute pressure of the gas exceeds

about 200kPa (29 psi). The safe limit for acetylene is 101kPag or 15 psi. That so it is shipped

and stored by dissolving in acetone or dimethyl form amide (DMF), contained in a metal

cylinder



Table 3.4 Physical And Combustion Properties Of Acetylene Gas

Properties Acetylene

Formula C2H2

Density kg/m3 (At 1 atm& 200 C) 1.092

Auto ignition temperature (0C) 305

Stoichiometric air

Fuel ratio, (kg/kg)

13.2

Flammability limits (volume %) 2.5 – 81

Flammability limits

(equivalent ratio)

0.3 – 9.6

Lower Calorific Value (kj/kg) 48,225

Lower calorific

Value (kj/m3)

50,636

Max deflagration

Speed (m/sec)

1.5

Ignition energy

3333(MJ)

0.019

Lower heating

Value of stoichiometric mixture (kj/kg)

3396



CHAPTER 4

FABRICATION

Manufacturing process in which an item is made from raw or semi-finished materials instead

of being assembled from readymade components or parts.

Fabrication involves the following steps

Specification

Material selection

Assembly

Drawing

4.1SPECIFICATION

This project consists of

petrol engine

vaporizer

steering mechanism

Reaction tank



4.1.1PETROL ENGINE

The engine is single cylinder four stroke 100 cc engine we used. Specification of the engine

is as below.

Table 4.1.1.2 Engine Technical Specification

Model HERO HONDA CD 100

Type Air cooled 4-strock single cylinder

Displacement 97.2cc

Max. power 7.0bhp @ 8000RPM

Max. torque 82kg-m @ 5000RPM

Max speed 87kmph

Bore x stroke 50.0mm x 49.5mm

Compression ratio 9.9:1

Starting Kick

Fuel system Carburetor



4.1.2GAS VAPORIZER

Fig. 4.1.2 gas vaporizer

It is very similar to carburetor, as carburetor mixes air and liquid fuel but vaporizer mixes air

and gaseous fuel. The gas vaporizer is two-stage regulator is an acetylene gas withdrawal,

high-pressure regulator with a heat exchanger that will vaporize enough fuel for up to 400hp

engines. Quantity of outlet gas is controlled using this diaphragm mechanism. From this

outlet fuel gas is moved to the engine for combustion process

It consists of three ports:

Acetylene gas in

Vacuum pressure In

Gaseous fuel out

The acetylene gas enters the regulator and then is vaporized using heat from the engine's

coolant. Tank pressure is reduced to approximately 1.5 psi. As negative pressure is

transmitted from the carburetor to the regulator, the regulator releases acetylene vapor to the

carburetor.



4.1.3 BASIC STEERING MECHANISM

Fig.4.1.3 basic steering mechanism

The basic aim of steering is to ensure that the wheels are pointing in the desired directions.

This is typically achieved by a series of linkages, rods, pivots and . One of the fundamental

concepts is that of caster angle – each wheel is steered with a pivot point ahead of the wheel;

this makes the steering tend to be self-centering towards the direction of travel.

The steering linkages connecting the steering box and the wheels usually conform to a

variation of Ackermann steering geometry, to account for the fact that in a turn, the inner

wheel is actually travelling a path of smaller radius than the outer wheel, so that the degree

of toe suitable for driving in a straight path is not suitable for turns. The angle the wheels

make with the vertical plane also influences steering dynamics (see camber angle) as do

the tires

The intention of Ackermann geometry is to avoid the need for tires to slip sideways when

following the path around a curve.[2]

The geometrical solution to this is for all wheels to have

their axles arranged as radii of circles with a common center point. As the rear wheels are

fixed, this center point must be on a line extended from the rear axle. Intersecting the axes of

the front wheels on this line as well requires that the inside front wheel is turned, when

steering, through a greater angle than the outside wheel. [2]

Rather than the preceding "turntable" steering, where both front wheels turned around a

common pivot, each wheel gained its own pivot, close to its own hub. While more complex,



this arrangement enhances controllability by avoiding large inputs from road surface

variations being applied to the end of a long lever arm, as well as greatly reducing the fore-

and-aft travel of the steered wheels. A linkage between these hubs pivots the two wheels

together, and by careful arrangement of the linkage dimensions the Ackermann geometry

could be approximated. This was achieved by making the linkage not a simple parallelogram,

but by making the length of the track rod (the moving link between the hubs) shorter than

that of the axle, so that the steering arms of the hubs appeared to "toe out". As the steering

moved, the wheels turned according to Ackermann, with the inner wheel turning further.[2]

If

the track rod is placed ahead of the axle, it should instead be longer in comparison, thus

preserving this same "toe out".

A simple approximation to perfect Ackermann steering geometry may be generated by

moving the steering pivot points inward so as to lie on a line drawn between the

steering kingpins and the center of the rear axle.[2]

The steering pivot points are joined by a

rigid bar called the tie rod which can also be part of the steering mechanism, in the form of

a rack and pinion for instance. With perfect Ackermann, at any angle of steering, the center

point of all of the circles traced by all wheels will lie at a common point. Note that this may

be difficult to arrange in practice with simple linkages, and designers are advised to draw or

analyses their steering systems over the full range of steering angles.

Modern cars do not use pure Ackermann steering, partly because it ignores important

dynamic and compliant effects, but the principle is sound for low-speed man oeuvres. Some

racing cars use reverse Ackermann geometry to compensate for the large difference in slip

angle between the inner and outer front tires while cornering at high speed. The use of such

geometry helps reduce tire temperatures during high-speed cornering but compromises

performance in low-speed man oeuvres.

Ackermann steering geometry is a geometric arrangement of linkages in the steering of a

car or other vehicle designed to solve the problem of wheels on the inside and outside of a

turn needing to trace out circles of different radii.

The caster angle or castor angle is the angular displacement of the steering axis from the

vertical axis of a steered wheel in a car, motorcycle, bicycle or other vehicle, measured in the

longitudinal direction.Steering ratio refers to the ratio between the turn of



the steering wheel (in degrees) or handlebars and the turn of the wheels (in degrees).

The steering ratio is the ratio of the no. of degrees of turn of the steering wheel to the

number of degrees the wheel(s) turn as a result.

4.1.4 REACTION TANK

Fig 4.1.4 reaction tank

Here we use this tank for the production of acetylene by using calcium carbide and here we

used another secondary small cylinder for the purpose of storage of the acetylene gas. We

select the mild steel as a material for the tank. It is the air sealed tank and it is also consists of

2 pressure gauges and flow control valve the dimensions of the tank followed below.

Cylinder length = 441mm

Diameter of the main cylinder = 196 mm

Length of the secondary cylinder = 150mm

Diameter of the secondary cylinder = 80mm



4.1.5 PLATFORM CHASSIS

fig. 4.1.5 platform chassis

This is the modification of the perimeter frame /or of the backbone frame, in which the

passenger compartment floor, and sometimes also the lagged compartment floor have been

integrated into the frame as loadbearing parts, foe extra strength and rigidity. Neither floor

faience’s or simply sheet metal straight off the roll, but have been stamped with ridges and

hollows for extra strength



4.2 MATERIAL SELECTION

Material selection is an important step in design procedure mechanical properties are the very

important considerations.

A list of selection criteria for material is as follows

Weight of material

Fatigue

Specific strength

Fracture toughness and crack growth

Corrosion and embrittlement

Environmental stability

Availability and productivity

Material costs

Fabrication and characteristics

Hence materials used in the experiment is

4.2.1 MILD STEEL

Mild steel is the main constituent in experiment.

APPLICATIONS

The mild steel is used in body, for tank etc.



ADVANTAGES OF MILD STEEL

Good ultimate tensile strength.

Good fatigue resistance.

Higher stiffness and toughness.

Good fracture toughness.

DISADVANTAGES OF MILD STEEL

Corrosion steel

Higher weight of mild steel.

Not valid for region of high tempera

4.3 ASSEMBLY

It is the final process of the project which involves different joining process such as welding

and temper worry joining by nut and bolt, etc. to get assembled as per the design it to work

4.3.1 WELDING

Welding is the fabrication process that joins materials, usually metals or

thermoplastics, by causing fusion, which is distinct from lower temperature metal joining

techniques such as brazing and soldering, which do not melt base metal, a filler material is

often added to the joint to joint to form a pool of molten material that cools to form joint that

can be as strong or even stronger, than base material.



4.4DRAWING

4.4.1 DRAWINGOFREACTIONTANK

Fig.4.4.1Drawing of reaction tank



4.4.2PLTFORM CHASSIS

fig. 4.4.2 platform chassis



CHAPTER 5

WORKING

Fig. 5 Schematic of Modified SI Engine for acetylene gas Operation

In the present work water and calcium carbide are added in the ratio of 2:1 to the reaction

tank and small amount of aluminum oxide is used as catalyst to enrich the chemical reaction

the reaction are shown in above chapters, due to reaction the acetylene gas is generated, and

it stored in the storage tank. The stored acetylene gas enters the regulator and then is

vaporized using heat from the engine's coolant. Tank pressure is reduced to approximately

1.5 psi. As negative pressure is transmitted from the carburetor to the regulator, the regulator

releases acetylene vapor to the air filter and acetylene gas was aspirated in the intake

manifold through air filter. The SI engine will start with petrol being the ignition source, after

that the performance and emission characteristics are compared with baseline acetylene gas



.

CHAPTER 6

EMISSION TEST

Table 6.1 Emission Test

Sl no. Fuel mode Carbon

Monoxide

in %

Hydrocarbon

In PPM

Carbon

Dioxide

in %

Oxygen

in PPM

1 Acetylene

gas

2.759 272 2.18 14.73

2 petrol 1.361 901 3.04 15.03

3 LPG 1.86 546 2.57 15.68

SMOKE

The variation of smoke level with brake power is seen. The exact mechanism of

smoke formation is still unknown. Generally speaking, smoke is formed by the pyrolysis of

HC in the fuel rich zone, mainly under load conditions. In petrol engines operated with

heterogeneous mixtures, most of the smoke is formed in the diffusion flame. The amount of

smoke present in the exhaust gas depends on the mode of mixture formation. The combustion

processes and quantity of fuel injected occur before ignition. The smoke level increases with

increase in petrol flow rate, and at full load it is 7 BSU in case of petrol fuel operation. Dual-

fuel operation with any gaseous fuel proved to be a potential way of reducing the smoke

density as compared to petrol operation. A reduction in smoke level is noticed. The smoke

level is reduced by14% in induction technique at full load when compared to baseline petrol

operation. This may be attributed to the fact that combustion of acetylene-petrol fuel is faster,



contributing to complete combustion, and is also due to triple bond in acetylene which is

unstable.

HYDROCARBON EMISSIONS

Depicts the variation of hydrocarbon emissions with load. The HC emissions are 900

ppm in baseline petrol operation and 272 ppm when acetylene is aspirated at full load in

induction technique. The reduction in HC emission in the case of dual fuel mode is due to the

higher burning velocity of acetylene which enhances the burning rate.

CARBON MONOXIDE EMISSIONS

The variation of carbon monoxide emissions with load exhibits similar trend of HC. The CO

emissions are quit higher than compared to the base line petrol operation. The CO emission is

1.361% by volume followed by base line petrol and 2.759% at full load followed by base line

as an acetylene gas. The CO emissions are higher due to the incomplete burning of the fuel.

CARBON DIOXIDE EMISSIONS

The CO2 emissions are lower compared to the base line petrol, the minimum being 2.18% by

volume at full load in acetylene induction technique followed by 3.04% by volume in

baseline petrol operation. The CO2 emission of acetylene is lowered because of lower

hydrogen to carbon ratio.

CHAPTER 7



COST ESTIMATION

Cost estimation is used to analyses the expenditure involved in the production so as to

ascertain the several of all the products manufactured by the firm for any components or

device which has to be used in the industrial application one of the selection criteria is cost of

the components

Table 7.1 Material Cost

Sl no component Material Cost /kg weight Total

1 chassis Mild steel 47 21 987

2 Reaction

tank

Mild steel 43 30 1290

3 Rear wheel

shaft

Mild steel 48 5 240

4 Metal sheet Steel 53 15 795

5

extra

Mild steel

43 5 225

Total 3537

Table 7.2 Components Cost



Sl no parts Quantity Rate Amount

1 Vaporizer 1 750 750

2 Pressure gauge 2 200 400

3 Petrol engine 1 3500 3500

4 Gas pipes 2 70 140

5 Outer cables 3 90 270

6 wheel 4 450 1800

7 Plumber block 2 200 400

8 Flow control

valve

1 280 280

Total 7540



Table 7.3 Labour Cost

Sl no Operation Labour cost

1 Welding 2800

2 Lathe machining 850

Total 3650

7.4 Travelling expense =Rs500 /-

7.5 Reports = Rs2500 /-

Manufacturing cost = material cost + labour cost

= 11100+3500

= 14600 -

Distribution over heads = travelling expenses

= Rs 500 /-

Other expenses=cost of reports

= Rs 2500 /-

Total cost =manufacturing cost + distribution cost + other expenses

= 14600+500+2500 = 17600 /-

Total cost of the project = Rs 17600 /-

CHAPTER 8



ADVANTAGES AND DISADVANTAGES

8.1 ADVANTAGES

1. Emission is non-polluting as only carbon dioxide and water vapors are emitted.

2. Homogenous mixture is formed due to which complete combustion.

3. Better efficiency.

4. It is very cheap and available in abundance.

5. It uses same handling system which used in CNG and LPG cylinders.

6 it has very low photochemical ozone creation potential (POCP).

7. An engine operated on such a fuel can be interchangeably utilized for indoor and outdoor

operations without environmental concerns.

8. The need for a three-way catalytic converter or other EGR device is eliminated.

9. Due to reduced operating temperatures, there are fewer tendencies for viscosity breakdown

of engine lubricants and less component wear.

10. Due to cleanliness of the combustion process, buildup of carbon-and sulphur compounds

are eliminated thereby substantially extending the time intervals between routine

maintenance.



8.2 DISADVATAGES

1. Modification in SI engine is required.

2. Knocking possibilities.

3. Decrease in power of engine.

4. It cannot be available everywhere because there are no filling station as it is a new

initiative.

8.3APPLICATIONS

1. A good replacement for gasoline and petrol.

2. It can be used in place of LPG directly with minor manipulation in engine.

3. As it emits CO2, so it is more ecofriendly thus its use can be beneficial in countries like

India where in year 2050 fossil fuel will get depleted.

CHAPTER 9



SCOPE FOR FUTURE WORK

1. In nearby future, fossil future going to exhaust soon and at present we are facing acute

scarcity of fuel due to which prices are rising day by day. On the other acetylene is cheap and

is produced from calcium carbide which is in abundance.

2. Another advantage which justifier the use of acetylene in future is in the exhaust emission

on one hand fossil fuel during combustion produces CO2, CO, NOx, some

unbornthydrocarbon hydrocarbon are produces but in case of acetylene carbon dioxide is

produced with traces of water vapors.

3. Acetylene being gas makes better homogenous mixture with air therefore better mixing of

fuel which leads to better combustion; this is not possible with conventional SI engine fuel.

4. In this project we used petrol as ignition source by doing some modification in the engine

head we can directly start the engine by acetylene gas.



CHAPTER 10

CONCLUSION

The study highlights the use of acetylene as a fuel for SI engine; this fuel can be used with

conventional S.I. engine with minor fabrication and manipulations.

As acetylene has wide range of merits on environmental as well as economic grounds. It

produces only carbon dioxide during combustion and is less costly than conventional fuel

acetylene is produced from calcium carbonate which is in abundance.

Acetylene have proved out to be better fuel due its non – polluting nature and more

economic.



REFERENCES

[1] Prabin K .Sharma et al;” Use of acetylene as an a alternative fuel In IC

engine”proceeding of Rentech Symposium compendium, volume 1, March 2012

[2] J.B.Heywood. Internal combustion engine fundamentals, Mc Graw-Hill, Inc., New York,

1988.

[3] Chigier N (1981) “Energy, combustion and environment”, McGraw hill

[4] J.Wulff, W, Hulett, L. Sunggyu, “Internal combustion system using acetylene fuel”.

United states patent No 6076487.

[5] N. Swami, J.M. Mallikarjuna, A.Ramesh, “HCCI engine 2008-28-0032.

[6] V.M.S. Ashok, N.I. Khan, “Experimental investigation on use of welding gas (Acetylene)

on SI Engine”. Proceedings of AER Conference, IIT, 2006.

[7] Ganesh V. Internal combustion Engine. 3rd

ed. Singapore; McGraw Hill Book Company;

2007.



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