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Prabin K. Sharma et al.: Use of Acetylene as an Alternative Fuel in IC Engine

Rentech Symposium Compendium, Volume 1, March 2012 19

Use of Acetylene as an Alternative Fuel in IC Engine Prabin K. Sharma, Harihar Kuinkel*, Praveen Shrestha, Suman Poudel

Abstract— This project leads to the idea of using acetylene

gas in the internal combustion engine such that it reduces the

demand of the petroleum products that is going to be extinct in

near future. It includes about the emissions of harmful gases

that can be reduced by the use of acetylene instead of

petroleum products. Various fuels have been tested on IC

engines for their suitability as alternate fuels. Expect few

alcohols, CNG and LPG, not many fuels have been found to be

matched with IC Engines requirements .Thus this project is an

attempt for the use of an alternative resource such that it can

prove to be useful for the peoples in near future.5

Index terms─ Alternative fuel, emission, thermodynamic

approach, exhaust analysis, comparison, efficiency.

I. INTRODUCTION

N the present context, the world is facing difficulties

with the 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

(Sulphur oxides), and particulates which are highly harmful

to human health. CO2 from Greenhouse gas increases global

warming. 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. And among these wide area of research, use of

acetylene as internal combustion source in engine could be

most appropriate field to research as alternative source of

fuel and can be used as the synthetic fuel for transportation.

The principal objective and advantages of the present

project include: providing a fuel comprising acetylene as a

primary fuel for an internal combustion engine; providing

such a fuel including a secondary fuel for eliminating knock

which might otherwise arise from the acetylene.

II. ABOUT ACETYLENE

Acetylene is the colorless gas with garlic smell produced

from the calcium carbide �� , which is obtained from

calcium carbonate ��. Further the calcium carbonate is

heated in lime kiln at about 8250c which forms calcium

oxides (lime) liberating��. Calcium oxide is then heated in

electric furnace with coke to produce calcium carbide finally

calcium carbide is hydrolyzed producing acetylene.

*Corresponding author: [email protected]

Prabin K. Sharma, Harihar Kuinkel, and Praveen Shrestha are with the

Department of Mechanical Engineering , Kathmandu University

Suman Poudel is with the Department of Environmental Engineering ,

Kathmandu University

As acetylene is colorless gas and is highly combustible

with high flame speed and fast energy release, it can be used

as alternative fuel in IC engines. It has a very wide

flammability range and minimum ignition energy required

for ignition. Furthermore comparing with various other fuel

properties, acetylene proved good to be used in internal

combustion engines.

TABLE I

COMPARISON WITH OTHER FUELS

Physical and Combustion

Properties of fuels Acetylene Hydrogen Diesel

Fuel C2H2 H2 C8 – C20

Density kg/m3 (At 1 atm

& 20 o C) 1.092 0.08 840

Auto ignition temperature

(oC) 305 572 257

Stoichiometric air fuel

ratio, (kg/kg) 13.2 34.3 14.5

Flammability Limits

(Volume %) 2.5 – 81 4 – 74.5 0.6 – 5.5

Flammability Limits

(Equivalent ratio) 0.3 – 9.6 0.1 – 6.9 ------

Lower Calorific Value

(kJ/kg) 48,225 1,20,000 42,500

Lower Calorific Value

(kJ/m3) 50,636 9600 -------

Max deflagration speed

(m/sec) 1.5 3.5 0.3

Ignition energy (MJ) 0.019 0.02 --------

Lower Heating value of

Stoichiometric mixture

(kJ/kg)

3396 3399 2930

III. OVERVIEW OF PROJECT

Step 1: The first step involves the production of

acetylene gas through the Calcium Carbide reacting with

water in the reaction tank.

CaC2+2H2O C2H2+Ca (OH)2

The reaction tank constitutes two chambers:

• In first (upper) chamber the water is kept.

• In second (lower) chamber the calcium carbide is

kept.

The water from the first chamber is released in such a

way to proceed the reaction spontaneously. The water is

passed through the control valve. In the second chamber the

calcium carbide is kept in desirable amount to react with

water. Through second chamber a valve is connected to the

storage tank where the gas produced during reaction is

stored.

I

Rentech Symposium Compendium, Volume 1, March 2012

storage tank and the pressure is measured by the pressure

gauge.

In this step the produced gas is stored and is passed

through the pipes. Here the gas is stored to avoid moisture

and the gas stored in storage tank is provided pressure

through pressure gauge so the gas is of high concentration.

sophisticated manner and then pipe is joined in the

carburetor fitted with the filter, this then filters the air and

then combines with petrol as secondary fuel which is added

in very few amount ( in about 10 to 15%) to prevent

knocking for smooth operation of an engine. Then the

mixture is passed in the engine.

We can illustrate that introduction of secondary fuel is an

essential part of this project as

( ��flame temperature in the combustion process which leads to

avoid the auto ignition and and knocking. The illustration of


Step 2: In this step the acetylene gas is stored in the


gauge.





Step 3: The gas is pass





nocking for smooth operation of an engine. Then the


Fig

III. INTRODUCTION OF



�� flame temperature in the combustion process which leads to





Fig. 1: Experimental Setup





Step 3: The gas is pass







Fig. 2: Overview of the

NTRODUCTION OF



�� helps to reduce the adiabatic

flame temperature in the combustion process which leads to





Experimental Setup





Step 3: The gas is passed in the pipes in a very







Overview of the Project

NTRODUCTION OF SECONDARY


essential part of this project as introducing alcohol

helps to reduce the adiabatic



Prabin K. Sharma








ed in the pipes in a very






ECONDARY FUEL


introducing alcohol




Prabin K. Sharma et al.:








ed in the pipes in a very







introducing alcohol




this phenomenon is not mentioned here but we

compare the results from the calculated values.

Acetylene with alcohol

From above results we can say that alcohol is to be

introduced so as to reduce the temperature inside the

combustion chamber. For start up and operation of the

engine, two stages are involved: first the engine is started by

secondary fuel (use of ethyl al

after certain warm

operating the engine by the use of primary fuel (acetylene)

to generate power output from the engine.

IV. SOME

A. Stiochiometric Air/Fuel

The main governing equation of the combustion is

described below for the calculation of air fuel ratio

�� 2� ��

�� !

: Use of Acetylene as an Alternative Fuel in IC Engine



ADIABATIC F

Acetylene

Gasoline






secondary fuel (use of ethyl al

after certain warm-



Fig

Fig. 4:

OME BASIC T

Stiochiometric Air/Fuel



� �� 4� �#�� 3.773�

� !�'� ( �)*+,�#��#)�.

Use of Acetylene as an Alternative Fuel in IC Engine



TABLE II

FLAME TEMPERATURE

Acetylene






secondary fuel (use of ethyl alcohol in this project). And

-up period the second stage involves



ig. 3: Gas Injection Valve

Time Manifold Control Unit

THERMODYNAMIC

THE PROJECT

Stiochiometric Air/Fuel Ratio



� �#�� 3.773 -�� 4� �-�

�#��*�...�/�0.)1�# .2))*).220 3�




II

EMPERATURE COMPARISON

2908.120

2068.980

2569.540





cohol in this project). And

up period the second stage involves



njection Valve

Time Manifold Control Unit

HERMODYNAMIC EVALUATION OF

ROJECT

atio Calculation



-�� → ��

�� ( 13.28 #7


20

this phenomenon is not mentioned here but we can simply

OMPARISON 0K 0K 0K








F

VALUATION OF

alculation


described below for the calculation of air fuel ratio-

�

( 1�


can simply











�� !0')8.91 ( �)*+,�#��*�...�/�0.)1�#)�.2))*).220 3� ( 14.61 #7 ( 1.87�

B. Comparison of maximum useful work of acetylene and

gasoline

∆<=>�? ≤ −#∆� − B∆C�

∆<=>�? ≤ −#� − BC�D EF,HF − #� − BC�I EF,HF (#∆J�KL,DL

Now, for the calculation of Gibbs free energy of the

acetylene for complete combustion i.e. for equivalence ratio

(ф≤1) we have the followings.

�� 2�� → 2�� + �� #∆J�KL,DL = #−2 × 394360 − 228590 − 209170� =43.326 PQ/ST

�#∆J�KL,DL U�VWXYZ[ = −45.7PQ/ST

This illustrates that the maximum useful work of

acetylene and gasoline is quite comparable.

Fig. 5: Comparison of Thermal Efficiency by Adiabatic Constant

V. EXHAUST GAS COMPOSITION BY THERMODYNAMIC

APPROACH FOR RICH MIXTURE (∅ = 1.2�

�0�)8.91 + ))..8∅ #�� + 3.773-�� → �� + �� + �� +

]�� + 44.295-� (T=1700K)

�� + )�.�∅ #�� + 3.773-�� → �� + �� + �� +

]�� + 9.4325-�

log)2 SD =8.011+4.699-12.180=0.530

Where,

SD =3.338 (Equilibrium constant) from JANAF table.

By balancing the no. of moles we get the following

quadratic function.

2.38�� − 36.701� + 105.830 = 0

� = 3.83

#� = 4.16, � = 7.406 , � = 3.84 , ] = 0.074�C8H14.96

#� = 1.27, � = 0.896 , � = 0.73 , ] = 0.104C2H2

TABLE III

EXHAUST GAS COMPOSITION PER UNIT MOLE

Gasoline#�0�)8.91� Acetylene#��

�� 0.0695

�� 0.1239

�� 0.0642

�� 0.00124

-� 0.7410

�� 0.0804

�� 0.720

�� 0.058

�� 0.00836

-� 0.7586

(Note that the carbon monoxide emission for gasoline is greater than that of

acetylene)

VI. ENVIRONMENTAL ASPECTS

A. Total Emissions in Metric Tons

The molecular weight of acetylene is 26 with two carbon

atoms (C2H2 gas density = 0.068 lb/ft3 typically the Material

and Safety Data sheet will provide this detail of information)

while the molecular weight of CO2 is 44 with one carbon

atom. Given that each mole of acetylene, under complete

combustion, will create two moles of CO2 (i.e., each pound

of acetylene combusted will produce 3.38 pounds of CO2

(2x44/26)). Use the following conversion calculations to

derive an emission factor for acetylene:

2.210 X�

) ab�Ya c[[d !e'e× 8��.1U

) X� = �2.08�U) ab�Ya c[[d Wc !e'e

30.845T

1 �=�� f�� × 1

26.04 1 g�h ��

= 1.185 g�h ��1 �=�� f�� f ��

2.210 X�) ab�Ya c[[d !e'e

× 8��.1U) X� = �2.08�U

) ab�Ya c[[d Wc !e'e

�2.08�U

) ab�Ya c[[d !e'e× )

�1.28 ) >WX !e'e� = ).)0� >WX !e'e) ab�Ya c[[d Wc !e'e

1.185 g�h ��1 �=�� f��

× 2 g�h ��1 g�h �� = 2.370 g�h ��

1 �=�� f�� f ��

�.�.2 >WX !ie) ab�Ya c[[d !e'e

× 88.2)) >WX !ie

= )28.�28 U !ie) ab�Ya c[[d Wc !e'e

)28.�28U!ie

) ab�Ya c[[d !e'e× ) >[djYa dWZ

)2k = ).82�×)2l, >.dWZ !ie) ab�Ya c[[d Wc !e'e

Acetylene consumed#cubic feet� ×Acetylene Emission Factor �).82�×)2l, >[djYa dWZ ! ie

) ab�Ya c[[d Wc !e'e� =

Total emissions #metric tons �� .

The result obtained from this calculation illustrates that

the amount of CO2 emitted is fairly minimum and other

emissions like NOx, SOx are highly negligible compared to

CO2. This indicates that acetylene can be relatively more

environmental friendly than gasoline.



B. Ozone Layer Depletion (Photochemical Ozone

Creation Potential (POCP))

Despite playing a protective role in the stratosphere, at

ground-level ozone is classified as a damaging trace gas.

Photochemical ozone production in the troposphere, also

known as summer smog, is suspected to damage vegetation

and material. High concentrations of ozone are toxic to

humans.

Radiation from the sun and the presence of nitrogen

oxides and hydrocarbons incur complex chemical reactions,

producing aggressive reaction products, one of which is

ozone. Nitrogen oxides alone do not cause high ozone

concentration levels. Here are some of the comparisons of

POPC between several compounds.

TABLE IV POPC COMPARISON OF DIFFERENT COMPOUNDS

Note that acetylene has very low POPC that implies it has low reactivity

towards OH- radical.

The total emissions vary greatly with fuel structure. Two

factors have been identified for this large variation: diffusion

and reactivity. Diffusion of fuel molecules from boundary

layers near the cylinder wall into the hot core gas causing

partial oxidation of this fuel may be a significant source of

burn-up of HC species exiting crevices during the expansion

stroke. Thus, higher molecular weight fuels, which diffuse

more slowly, tend to exhibit higher emissions.

VII. ABUNDANCE OF CALCIUM CARBONATE IN NEPAL

As mentioned earlier, acetylene is the outcome of

calcium carbide. Similarly, calcium carbide is the outcome

of calcium carbonate. According to Krishna Dev Jha, senior

divisional metallurgical engineer at Department of Mines

and Geology, Nepal has a billion tons and proven reserves of

210 million tons. This indicates that Nepal has an abundance

of calcium carbonate which is the key factor for the

production of acetylene. This seems to be one of the fruitful

aspects in the development of acetylene gas in our own

country, hereby reducing the maximum use of gasoline.

VIII. CONCLUSION

This paper include the fact that acetylene can be a good

fuel for the country like Nepal where calcium carbonate are

abundant in nature as it is already discussed above. Despite

of being, good fuel for IC engine, there are some of the

control measures and safety precautions that are involved in

gas phase reactions that can cause serious damages.

ACKNOWLEDGEMENT

Accomplishment of this project was indeed very

challenging and we overcame it with the help of department

of Mechanical engineering at Kathmandu University. We

would like to thank our coordinator Dr. Bibek Baral for

helping us succeed this project and also would like to thank

Mr. Suraj Pandey for helping us in our queries .We are also

very thankful to our friends who helped us in the entire

project.

REFERENCES

[1] J. B. Heywood, Internal Combustion Engine Fundamentals,

McGraw-Hill, Inc., New York, 1988.

[2] Chigier N (1981) "Energy, Combustion and Environment", McGraw

Hill

[3] J. Wulff, W.Hulett, L. Sunggyu, “Internal combustion system using

acetylene fuel”. United States Patent No 6076487.

[4] N. Swami, J.M. Mallikarjuna, A. Ramesh, “HCCI engine operation

with acetylene the fuel”. SAE paper no 2008-28-0032.

[5] V.M.S. Ashok, N.I. Khan, “Experimental investigation on use of

welding gas (Acetylene) on SI Engine”. Proceedings of AER

Conference, IIT, 2006. [6] Ganesan V. Internal combustion engine.

3rd ed. Singapore: McGraw Hill Book Company; 2007.

BIOGRAPHIES

Prabin Kumar Sharma is studying Bachelors in Mechanical Engineering

(IIIYr/Ist sem) at Kathmandu University.

Harihar Kuinkel is studying Bachelors in Mechanical Engineering (IIIYr/Ist

sem) at Kathmandu University.

Praveen Shrestha is studying Bachelors in Mechanical Engineering


Suman Poudel is studying Bachelors in Environmental Engineering


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